AvBuyer Magazine November 2021

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Volume 25 Issue 11 2021

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ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

Trading Management Charter Design Concierge Services

SPARFELL – See pages 18 & 19 - 36 & 37 for further details

THIS MONTH

Turbo Comparison: Epic E1000 vs Piper M600 SLS vs Daher TBM 910/940 Buying a Jet? How to Find Gold on the Market www.AVBUYER.com Five Must-Have BizJet Cabin Electronics Upgrades

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Editor Welcome.qxp_JMesingerNov06 27/10/2021 17:37 Page 1

Guest Editor’s

VIEWPOINT

Paras P. Dhamecha Empire Aviation Group

The Virtuous Circle of Middle East BizAv

I

n the Middle East, the current market for Business Aviation has been very active, including for aircraft management, aircraft sales, and charter. Confidence is returning to the region’s business sector more generally as we begin to attend major events in person once more.

For example, Expo 2020 Dubai has presented a unique opportunity to showcase the United Arab Emirates’ worldclass aviation infrastructure, including Dubai’s private aviation facilities, and Empire Aviation expects to operate more charter flights through the six-month event.

While we see enquiries for aircraft sales picking up within the region, the current challenges also remain. Inventories are generally low, and there is a lack of high-quality pre-owned aircraft currently available for sale.

Aircraft management services are buoyant, and we see new airplanes being added to the pool of charter aircraft within the region. This has been driven by increasing interest in private aviation generally, and particularly charter, since the re-opening of flights in July 2020.

The charter market is facing the same issues as aircraft sales, with operators struggling to fulfil the demand within the region, due to the current charter fleet size.

Essentially, private aviation has become a ‘haven’ for any affluent traveler who can afford the service within the Middle East, meaning that aircraft management, aircraft sales, and charter have all experienced growth here over the last 12 months.

Charter is the gateway to aircraft ownership, and as clients have become more comfortable with our private charter service, we have seen more high-net-worth individuals and corporates (within the region and beyond) clearly realizing the advantages of private aircraft - safety, comfort, and convenience.

These individuals have started to see charter as a serious alternative, and some are even contemplating aircraft ownership, whereas previously they may not have even considered private travel at all.

The pandemic has certainly led many potential new users and owners to look at what private aviation can deliver.

The Virtuous Circle

There is a trend in the corporate world in which the use of private jets has become a requirement for mitigating ‘key man’ risks where business travel is essential. We can certainly see this trend continuing into the middle of 2022. But I believe that, as more people are exposed to private aviation, the industry growth will maintain its current trajectory.

During the pandemic, Empire Aviation acquired several first-time charter clients who have spent several hours flying on our planes. There is a virtuous circle at play here, in which some are now in the process of becoming first-time aircraft owners, and all these planes will be placed on our management service (and may be made available for charter to help offset costs when they’re not being used by their owners.)

Empire Aviation has also responded to these new demands by introducing a new ‘Luxury Partner’ program which combines private jet travel with luxury travel partners.

Positive Middle East Outlook

It is fair to say that the pandemic has been a disruptive event for the aviation sector, and it could also be seen to have accelerated the adoption of technology.

Certainly in the short- to medium-term, we see these trends continuing across all service lines of the industry. And with many new-generation aircraft being released, due for entry into service in the next few years, we anticipate demand for fleet renewal in the near future.

We’re fortunate that the Middle East region has generally managed the pandemic well, which has resulted in travel reopening relatively early. This helped give private aviation a significant boost, which we believe will now continue.

The region has a very high-income level and strong liquidity, and we believe that both will help sustain and grow private travel, both as a lifestyle and a business choice, beyond the pandemic.

More information at www.empireaviation.com ❙

Paras Dhamecha is the Co-Founder and Managing Director of Dubai, UAE-headquartered Empire Aviation Group, a leading private aviation specialist and operator of the region's largest managed fleet of business jets. Paras is one of the true pioneers of private aviation in the UAE – having started only the second private aviation company in the country.

He has led EAG operations across the GCC, Europe, India, Far East and Africa to service several strategic markets.

4 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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EXCLUSIVELY FOR SALE VIP Airliners

BOEING B787-8 / CALL FOR PRICE

BOMBARDIER GLOBAL EXPRESS XRS

BOEING B767-300ER / NEW TO MARKET

GULFSTREAM 550

BOEING B767-300 ER / OFF MARKET

GULFSTREAM 200

2014 / 80 pax Government configuration

2011 / SN 9252 ASKING PRICE / USD $12.95M

2007 / SN 33425 One of the most iconic B767-300ER ever built

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2006 / OFF MARKET Call for details

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27.10.2021 10:59:37

GlobalJetMonaco.qxp_Finance 27/10/2021 14:57 Page 1

CABIN WALK-AROUND

Check out this Stylish Boeing 787-8 Interior…

Have you ever wondered what having your own private Boeing 787 would be like? What would you do with all of the cabin space? Perhaps this VVIP Boeing 787-8, currently available for sale with Global Jet Monaco, will inspire you…

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hile the VIP-airliner segment has been in the doldrums for many years, Hardy Sohanpal, Head of Sales and Acquisitions at Global Jet Monaco reveals a growing demand recently.

“The demand is due to the lack of inventory in the corporate jet market, the reduced commercial airline network, and buyers preferring more space,” he suggests.

But the demand isn’t just coming from corporations, Sohanpal adds. “We are also seeing a pick-up in demand from governments in this sector.”

Knowledgeable buyers are beginning to see the benefits of the range and reliability of jetliners, he explains.

Manufactured in 2010, recertified and delivered by Boeing in 2014, the cabin of this virtually new, low-

W

hours aircraft – which offers a non-stop range of up to 7,500nm – provides capacity for 80 passengers.

The Boeing 787 stands out for its low carbon footprint. According to aviationbenefits.org, it produces 20-30% lower CO2 emissions than many of its airline contemporaries. Moreover, the Boeing 787 is exceptionally quiet, making a 60% smaller noise footprint compared to the jets it was introduced to replace in the industry.

With a cabin stretching 7.54ft high, 18ft wide, and 131ft long, there’s plenty to explore aboard this VIPconfigured jet. Among the many highlights are a plush Presidential office, bedroom, lavatory and shower, and overhead flight crew and flight attendant rest areas.

The aircraft’s cabin offers a fully integrated in-flight entertainment and cabin management system



Working Group Cabin

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CABIN WALK-AROUND

throughout, incorporates seven 42-inch monitors that are positioned through its various zones, and 87 11-inch seat and table monitors.

To the front of the cabin, positioned just behind the cockpit is a sizeable galley equipped to cater for a full load of up to 80 guests, while eight lavatories are installed (in addition to the one located in the presidential suite).

Walking up the airstairs to enter the jet and turning right into the cabin past the galley, we come to the first cabin zone, known as the ‘Working Group Cabin’.

Working Group Cabin

The ‘Working Group’ area provides 17 leather seats, eight of which are configured in two club-four arrangements, set around high-gloss finished wood tables which can extend to offer more work or dining space, as needed.

Three additional seat pairs – two forward-facing, and one aft-facing – are located within the Working Group Cabin. All seats incorporate their own arm-mounted monitor providing each occupant with individual in-flight entertainment.

An additional three flight attendant seats are located to the rear of the Working Group Cabin, which is adorned with a high-quality VIP carpet running throughout.

“A large TV monitor for meetings and presentations is installed in the Working Group cabin, making it ideal for productivity,” says Nicolas Jaccard, Airbus & Boeing Technical and Completion Manager for Global Jet’s sales and acquisitions office. “In addition, there’s a media/ communications room, set within the zone.”

VIP Lounge

VIP Lounge

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Moving further down the cabin, we come to the second zone – the VIP Lounge. “This is the perfect set-up for multiple purposes, including organizing meetings, working, or dining and relaxing,” Jaccard points out.

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Offering 24 high-end leather-clad seats, this area has an orderly, aesthetically smart appearance and comprises of six groups of club-four seating. The VIP seats can fully recline so that they are fully flat, thereby enabling passengers to rest and sleep comfortably, while each has its own integrated in-flight entertainment monitor.

Each club-four seating arrangement is set around high-gloss wooden tables that can fold out to accommodate additional dining or workspace.

Dedicated VVIP Area

Of course, no VVIP airplane would be complete without a dedicated exclusive space, and behind the VIP lounge, a hallway, incorporating wood-veneer storage units, provides access to the Chairman’s Office.

Here, a principal seat faces a two-seat leather divan, with a desk positioned between them. By swivelling the principal seat 90 degrees to the side, the occupant can face a side desk area, facilitating private dining or additional workspace when required.

“The principal seat can be directed to the desk for working, or facing the divan for a face-to-face meeting,” Margo de Kalbermatten, Marketing Manager for Global Jet Monaco elaborates. “A 43-inch monitor is also installed in this office area for presentations or for entertainment.”

Meanwhile, to the right of the desk area, closet doors covered with high-gloss wood veneer, open to reveal a foldaway treadmill. Opposite, and to one side of the divan, a doorway leads aft into a private bedroom that is equipped with a double bed.

Beyond that, a spacious shower unit can be found, which utilizes fresh water from a separate water tank, along with a private lavatory.

The bathroom features a stone floor, and a marble top for



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Dedicated VVIP Area

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CABIN WALK-AROUND

Working Group/ Press Lounge

the vanity unit. All metal parts, including the taps have a stylish chrome finish.

“The VVIP area is a very quiet space, offering full privacy and VIP material selection for the seating, divan and bulkheads,” de Kalbermatten adds. “The high-gloss wood veneer is in a perfect/new condition, while the hallway outside incorporates a wooden floor.”

Working Group/Press Lounge

Retracing our steps back through the VVIP bedroom and office, we re-enter the hallway and proceed aft into our final cabin zone – the Working Group/Press Lounge, which incorporates 42 seats set out in pairs across the cabin.

“These are business-class seats with individual in-flight entertainment monitors, and tables for each seat,” de Kalbermatten explains. “A large overhead storage space is also provided for each passenger.

“The cabin has seen just 1,700 hours’ usage since it was newly completed,” Bjorn Naberhuis, Vice President of Business Development at Global Jet Monaco summarizes.

“The in-flight entertainment is high-end, with both local (USB) and global (HDMI) sources.”

Exclusively available to buy now via Global Jet, this Boeing 787 is likely to be an attractive option to buy on the preowned market, since it can take anywhere between two to four years to receive a VIP-configured Boeing 787 if ordered new from the manufacturer.

And with a cabin in such good condition as this one, the aircraft would provide its lucky owner a genuine turn-key solution.

Interested in hearing/seeing more information about this Boeing 787-8? Contact aircraftsales@globaljet.mc, call +377 97 77 0104, or visit www.globaljet.aero

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VIP-Airliner Expertise Currently, Global Jet has 15 VIP-configured airliners under management, and has a dedicated department which specializes in the segment. The department incorporates both technical and aircraft completions teams.

During its 20 years in business, Global Jet has been involved in the design and completions process of more than 40 VIP aircraft on behalf of its clients, helping them navigate the complex process of designing, building and taking delivery of an aircraft’s interior to precise and exact specifications.

Currently (and in addition to the Boeing 787-8 featured here), Global Jet has a variety of other VIP airliners available for sale, including:

-

-

Boeing B767-300ER (2007 model) –

-

New to Market Managed by Global Jet with an exceptional Winch Design interior

Airbus ACJ319 (2008 model),

SN3542 – $39.50m Managed by Global Jet, certified for 18 passengers, master bedroom and bathroom, bright and refined interior, new paint 2018, AFTT – 5,135hrs.

-

Airbus ACJ319 (2005 model) –

Available Off Market Managed by Global Jet, new paint 2019, IFE refurbishment and cabin 2015, clear for next heavy check until 2024, AFTT – 7,141hrs.

Airbus ACJ318 (2010 model),

SN4211 – Make Offer Newest ACJ318 on the market, immaculate interior, three zones with VIP dining and private office, extended range, AFTT – 5,704hrs.

To enquire about any of these, or the Boeing 787-8 available for sale with Global Jet, contact aircraftsales@globaljet.mc, call +377 97 77 0104, or visit www.globaljet.aero. T

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AVBUYER MAGAZINE Vol 25 Issue 11 2021

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Contents.qxp 27/10/2021 17:43 Page 1

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2021

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Contents

Vol.25 Issue 11

16

38 44

50 56 60 65 70 80

Guest Editor

Paras P. Dhamecha - Empire Aviation Group

Cabin Walk-Around

Check out this Stylish Boeing 787-8 Interior…

Market Indicators

Trends and Observations from Leading Business Aviation Analysts

Market Insights

BizJet Sales Outlook: What do the Current Trends Imply?

Aircraft Development

eVTOL and the Future of Business Flying (Part Three)

Buying & Selling Aircraft

Buying a Jet? How to Find Gold on the Market

Finance

Tips to Prepare Your Jet for End of Lease

Ownership

How to Make Shared-Use Structures Work

Aircraft Price Guide Light Jet Values

Turboprop Comparison

Epic E1000 vs Piper M600 SLS vs Daher TBM 910/940

Flight Department Management

Tips When Planning or Reducing a Budget

84

Managing Flight Training: Tips from a Veteran

88

Tips for Incorporating a Jet into the Flight Department (Part 2)

92

Cabin Electronics

Five Must-Have Bizjet Cabin Electronics Retrofits

102 Smaller Aircraft Served in Evolving Connectivity Landscape Avionics 106 Understanding BizAv Avionics: Surveillance 114 NBAA-BACE 2021 Review Community News

118 OEM News and Industry Appointments 123 Showcases 127 Marketplace 130 Advertisers’ Index 130 Aircraft for Sale Index

Next Month •

Jet Comparison: Gulfstream G600 vs Bombardier Global 6500

•

How to Resolve Pre-Buy Inspection Disputes Amicably

•

Buying Jets: Specialist vs Generalist Banks

14 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

EDITORIAL Commissioning Editor Matthew Harris +44 (0) 20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness - Publisher Americas +1 770 769 5872 steve@avbuyer.com Ricky Gioconda Account Manager +1 919 434 1364 ricky@avbuyer.com Lise Margin Account Manager +1 703 818 1024 lise@avbuyer.com David Olcott Account Manager +1 802 233 6458 davo@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0) 20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0) 20 8255 4000 Freephone from USA: +1 855 425 7638 sue@avbuyer.com 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

Hatt & Associates November.qxp_Layout 1 28/10/2021 09:43 Page 1

2018 Gulfstream G280 S/N: 2140. Reg: C-GFZG • Asking Price: Make Offer • 1,700.6 hours since new • Planeview280 Cockpit

• FANS 1A / CPDLC / ADS-B Out V2 Display (HUD III) / E, •F,Head and Up G Insp.

Completed Enhanced Vision System (EVS) Aero in September2016 by Standard • Synthetic Vision - PrimaryinFlight Teflon Coating completed 2017 Display (SV-PFD)

Unique in Experience, Global in Scope.

2008 Hawker 4000 S/N: RC-11. Reg: N1119K • Asking Price: Make Offer • 5,600 hours since new • Engines enrolled on ESP Gold • Next Gen Avionics ADSB-Out, TCAS 7.1 • ATG-5000 High Speed Internet • Painted April 2018

1983 King Air F90-1 Off Market • • • •

8,963.7 hours since new 2nd Garmin GTN 750 GPS Garmin GDL-69 XM Weather Recent Hot Sections and Propeller Overhaul • New Interior in 2019

+1.303.790.1050 hattaviation.com

2007 Learjet 45XR S/N: 45-346 • Asking Price: USD $2,495,000 • 9,046.54 hours since new • Engines and APU enrolled on MSP • Next Gen Avionics ADSB-Out, TCAS 7.1 • Delivered with recent A - D Inspections • Paint and Interior Refurbished in 2016

Hatt & Associates: Global Aviation Sales Acquisitions | Brokerages | Consulting Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami

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MARKET INDICATORS

Business Aviation Market Overview Pre-owned aircraft sales’ momentum is carrying across to new business aircraft sales, notes Brian Foley, Editor of Market Indicators for AvBuyer.

Meanwhile, the pre-owned market looks set to further benefit… s anticipated in previous columns, the incredible sales volume in the pre-owned aircraft sales market over the past couple of years has finally spilled over into the new business jet market. While 2021 had initially been slow for manufacturers, they now report sales outpacing customer deliveries by a two-to-one margin.

This is welcome news for the business jet OEMs, who have seen sales boringly flat for over a decade, since cratering to just half the yearly shipments they were enjoying before the 2008-09 Great Recession.

This was temporarily exacerbated by the pandemic, which initially drove 2020 deliveries down a further 20% (compared to 2019), due to factory closings, supply chain interruptions, and ‘wait-and-see’ buyers.

It’s a widely held belief in the industry that when preowned inventory shrinks and there are fewer choices of quality equipment, buyers will migrate to new aircraft.

Until now this has been difficult to verify, having personally observed that new and used buyers are very different demographics who rarely cross over into one another’s domain.

However, given the chronic lack of inventory, currently

A

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just a third of the typical numbers of used aircraft for sale, there is arguably nowhere left to go for some buyers except new; even for those who would prefer to buy used.

Volume Orders from Charter/Fractional Players

The sudden interest in new aircraft has been further stoked by a general desire of customers to avoid the crowds at public airports, and on densely-packed airliners.

At first, these new users flocked to charter, fractional ownership programs, jet cards, and the pre-owned market. These same users are now responsible for charter and fractional fleet operators placing volume orders for new aircraft, which further bolsters the backlogs of OEMs. As a result, my consultancy’s forecast of new jet deliveries has them finally breaking out of the 700-unit worldwide delivery doldrums, and coming dangerously close to the 900-unit mark by 2025. (This is perhaps the most optimistic forecast in the industry currently, from a forecaster who is normally one of the more conservative.)

The forecast does not foresee a return to the lofty 1,300-unit per annum levels of 2007 – at least not during its 10-year horizon.

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Source: BRiFO 10-Year Business Jet Forecast, September, 2021

Pre-Owned Sales – a Mutual Beneficiary

One might initially assume that a trend towards buying new aircraft would be negative for the pre-owned market.

However, assuming that 85% of the 900 yearly new aircraft sales involve a trade-up, as opposed to a first-time buyer, that equates to 765 units being placed on the pre-owned market for resale.

This trend both helps to alleviate the inventory shortage and provides aircraft brokers with 765 more opportunities to make a sale.

More new airplanes coming into the fleet also supports the entire Business Aviation ecosystem. A growing active fleet means more business for other sectors of the industry, such as finance, insurance, title and legal services. A bigger fleet also translates into more activity at FBOs and MRO facilities, as well as additional employment opportunities for

pilots, mechanics and others who keep the whole system up and running.

Hurdles to Clear

There are still hurdles to clear before new business jet deliveries are firing on all cylinders. These include supply chain constraints, a labor shortage, and the reluctance of manufacturers to commit to increased production until their confidence in sustained levels of sales has been restored.

It’s believed that over the coming months these issues will be ironed out, setting the segment up for its best shipment levels since 2007, by 2025 (or thereabouts). Thus far, the industry has been waiting 14 years for this to happen, so another four years will seem like the blink of an eye.

MI www.brifo.com page 20



BRIAN FOLEY formed Brian Foley Associates (BRiFO) in 2006 to assist aerospace firms and investors with strategic research.

In addition to his work as Market Intelligence Editor, AvBuyer, he is a regular contributor for Forbes.com and his views are published in the media worldwide.

Brian serves the Transportation Research Board as a member of the Business Aviation, helicopter, commercial airline and UAV system subcommittees, and he previously served on the Board of a Wall Street financial firm.

Before starting his consultancy business, Brian was marketing director at Dassault Falcon Jet for 20 years, and started his career at Boeing. He is an instrument-rated private pilot. https://www.linkedin.com/in/brifo/

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AVBUYER MAGAZINE Vol 25 Issue 11 2021

17

NEW AIRCRAFT FOR SALE

2007 HAWKER 400XP OFF-MARKET 4’800 Total Hours, VMAX Engine Program, ADSB, EASA, Fresh A/B/C/D Inspections

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

Make Offer

CHARTER TRADING SALES & ACQUISITIONS LEASING DESIGN

2013 PC12NG S/N 1349

2007 AGUSTA A109E POWER OFF-MARKET

4’342 Total Hours, ESP Gold, 8 Pax Interior, Large Cargo Door, Cabin Fresh Air and Filtration System

2’103 Total Hours, 4’541 Total Cycles, EASA, Engines on Aerodynamics Powerplan, 5+1 Passengers

Ask Price $3,950,000

Make Offer

DEAL PENDING

1980 BELL 206 S/N 8592

2014 CHALLENGER 605 S/N 5966

3’750 Total Hours, 5’500 Total Cycles, EASA, Floats Equipped, Recent Paint and Interior

3’000 TT, EASA, SmartParts, Engines GE OnPoint, APU MSP Gold, One owner since new, 12 Passengers

DEAL PENDING

DEAL PENDING

2014 CITATION CJ4 OFF-MARKET

1995 CITATION ULTRA S/N 280

3’400 TT, ADS-B Out v2, T-CAS 7.1, Airframe & Engines on Programs,EASA, 9 Pax, WAAS, LPV, One Owner since New

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

Make Offer

Deal Pending

Deal Pending

Deal Pending

CHARTER - TRADING - SALES &

ACQUISITIONS - LEASING - DESIGN

JUST SOLD

JUST SOLD

2010 A109S GRAND S/N 22162

2001 CITATION EXCEL S/N 5605154

1’805 TT, New Interior & Paint 2018, Single Pilot IFR Approved, Strobe Lights, Aft Cabin Mini Bar, 5+1 Passengers

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

JUST SOLD

JUST SOLD

Just Sold

Just Sold

File Picture

2014 LEGACY 650 S/N 1194

2014 LEGACY 650 OFF-MARKET

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

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

JUST SOLD

JUST SOLD

Just Sold

Just Sold

2011 PHENOM 300 S/N 50500062

GULFSTREAM IV S/N 1068

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

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

Just Sold

Just Sold

MarketIndicators.qxp_Layout 1 27/10/2021 10:55 Page 3

MARKET INDICATORS

AVBUYER.com

Global Business Aviation Flight Activity Update Business jet activity finished September 2021 up compared to September 2019, with 14% more flights for the full month. North American activity was up by 6% (while the US domestic market was up by 5%), and Europe enjoyed a consistently strong month, up 27% compared to September 2019.

As of the end of September, the worldwide business jet market remained on track to post a record year of utilization, with a strong summer rebound taking the full-year trend 2% above 2019.

North American BizAv Flying Activity

The core Business Aviation market in North America had a very strong September for Part 135 and Part 91K operations, the latter seeing 25% increase compared to September 2019.

The US market also saw a tentative recovery in Private operations during September, including both individual and corporate flight departments.

Flights were up 1% compared to September 2019. Shuttle operations, including corporate shuttles, remained down 6% versus pre-pandemic activity levels.

The busiest business jet in the US market in September was the Cessna Citation Excel, with flights up 14% (versus September 2019), but the jets with the biggest rebound during latesummer were the Embraer Phenom 300 and Cessna Citation Latitude, 20 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

trending up 50% over the smaller fleet that was flying two years ago. Florida, California and Colorado were the hub spots for these two aircraft types.

At the other end of the spectrum, Ultra-Long-Range business jets were experiencing a more modest recovery.

Though flights were back in line with 2019, flying hours lagged some way behind.

European BizAv Flying Trends

The European market continued to post its strongest ever Business Aviation utilization beyond the summer season, but this was clearly helped by the re-opening of lifestyle events such as Art Basel and the Monaco Yacht Show.

Across the European Union, flight activity rocketed 24% above September 2019 levels, with the biggest spike coming in international flights. This is undoubtedly connected with the pervasive deficit in scheduled airline capacity.

The Scandinavian markets saw the smallest recovery, up ~5% compared to September 2019. By comparison, France, Germany, The Netherlands, and Poland saw at least 20% increases over two years ago, and Italy, Spain, Greece, and Portugal were seeing much larger gains.

Rest of the World

Flight activity outside Europe and the United States remained a mixed bag – including record activity, modest rebound, and enduring declines. The

aggregate trend was much weaker than for Europe and the US in September, with 4% fewer flights, and 8% fewer hours flown, compared with September 2019.

•

Both Canada and Mexico have had very weak recoveries throughout the recovery, and September didn’t alter anything.

• China’s activity fell-off in August and September, with sectors down 6% on 2020.

• Australia was among the top five markets, with September activity still shading 2019 levels, despite ongoing lockdowns.

• The fastest growing business jet markets were Brazil, Colombia, UAE, India, and South Africa. The UAE has seen tremendous growth in activity this year, and was up 70% on 2019.

“The recovery in flight activity is entering an uncertain phase as the global backdrop for Business Aviation gets more complicated,” reflected Richard Koe, Managing Director of WingX Advance. “The pace of the economic recovery is slowing, with inflationary risks increasing as postpandemic supply-line disruption becomes more apparent.

Ongoing virus concerns are keeping a lid on international travel, although the softening restrictions in Europe have clearly prompted a big rebound, particularly around re-opened calendar events.” page 24 MI www.wingx-advance.com



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MARKET INDICATORS

AVBUYER.com

Aero Asset: Stable Heli Sales Volume, Shrinking Supply Aero Asset’s Q3 2021 ‘Heli Market Trends’ reported a decrease in the supply of pre-owned twin-engine helicopters, along with a stable retail transaction volume Year-over-Year (YoY)…

For the first time, Heli Market Trends published worldwide flight data tracking helicopters equipped with ADS-B transponders in Q3. The report also published market data of twin-engine pre-owned helicopter models in production, and variants with recent preowned sales activity, including VIP, EMS, OGP, and others).

“Year-to-date (YTD) retail sales were stable compared to the same period in 2020,” said Valerie Pereira, Aero Asset’s Vice President of Market Research. “In the last quarter, many aircraft for sale were removed from the market and returned to service, translating into a 24% reduction of supply for sale YoY. There were 196 units for sale at the end of Q3.”

To date, 98 pre-owned twin-engine helicopters had been sold to retail buyers on- and off-market, totalling

$263m. This dollar sales volume was down 26 percent YoY, mainly because of a significant decrease in heavy retail sales activity over same period.

VIP-configured twin helicopter sales volume rose 8%, and was the best performing market segment YTD. North America was the best performing region YTD, accounting for a third of all retail transactions.

The best performing pre-owned twinengine helicopter market, YTD, is the Airbus EC/H145, followed by the Leonardo AW109S/SP, and the Sikorsky S76C+/C++.

Year to date, light twin-engine retail sales volume increased 5%, compared to the same period in 2020, while medium twin retail sales were up 43%. Heavy retail sales declined substantially over the same period.

The number of deals pending at

various stages of transaction declined 24% in Q3, versus Q2 2021. However, the number of deals pending in Q3 remained 23% higher than in Q3 2020.

MI https://aeroasset.com

IADA: Pre-Owned Business Aircraft Demand to Continue Rising Takeaways from the International Aircraft Dealers Association’s Q3 Market Report show an astounding 20-30% increase in sales prices of used business aircraft, driven by historically low inventory and a backlog of new aircraft orders from manufacturers.

Wayne Starling, Executive Director of IADA described the market for used business jets as being “at an unusual place, with much higher prices and dearth of inventory in the most modern used business aircraft markets.”

Responses from IADA’s membership in Q3 predict the next six months will continue to have increased pricing and demand for all sectors of the market, while inventory deficiencies will continue to drive higher prices, he revealed.

Year over year, Q3 used aircraft dealer activity reflects a continuing heated market, with 182 aircraft agreements, compared to 110 in Q3 2020. There were only seven transactions with lowered prices in Q3 2021, while there were

24 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

83 in the same period in 2020.

IADA dealers reported 40 transactions that fell apart in Q3 2021, compared to 50 in the same period in 2020. And they closed a combined 325 deals this past quarter, compared to 283 in Q3 2020.

Projections for the next six months for the pre-owned Turboprop, Light Jet, Mid-size, Large, and Ultra-Long-Range Jet markets, all show prices and demand are both up dramatically. Similarly, supply will stay far below normal, or even drop slightly lower.

MI https://aircraftexchange.com/market-report



page 28

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MarketIndicators.qxp_Layout 1 27/10/2021 10:57 Page 5

MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition A review of Q3 sales figures revealed a 1.5% increase in aircraft transactions compared to Q2. Asset Insight’s September 30, 2021 market analysis also exposed another 4.3% availability decrease (82 units) for its tracked fleet of 134 models, leaving 1,190 jets and turboprops listed for sale, mostly of the well-aged variety…

Year-to-date (YTD) availability has been steadily decreasing since June 2020, and is down 37.8% (722 fewer aircraft), equating to a 47.0% Year-over-Year (YoY) reduction.

In an attempt to benefit from the lack of availability, many Large and Mid-size Jet sellers have increased their asset’s Ask Price.

Whether or not that strategy will bear fruit remains to be seen, but it did increase the tracked fleet’s average Ask Price by 12.3% in September, following August’s 12-month low figure. Overall values were still down 2.4% during Q3; 1.7% YTD; and 4.2% YoY.

AVBUYER.com

Table A Fleet Maintenance Condition $ Million $1.55 5.40

$1.50

5.30 5.245

5.20 N

D

J

Quality Rating

F

M

A

M

Maintenance Exposure

J

J

A

S

Quality Rating Trendline

Table B G500 G650ER Citation CJ3+ Citation CJ4 525C Citation Sovereign + F2000LXS G280 Citation X+ F7X Global 6000 King Air 350i F900LX Phenom 300 Boeing BBJ F2000EX Legacy 650 Pilatus PC-12 Citation Encore + F900EX EASy Piper Meridian Citation CJ2+ 525A G150 Citation Sovereign 680 Caravan 208-675 TBM 850 Citation CJ3 F900EX G550 G450 CL-605 King Air B200 Post-2000 F900C Citation Encore Citation V Ultra Global XRS Learjet 40 King Air 350 - Post-2000 Citation Mustang 510 Piaggio P-180 II Caravan 208 Citation CJ1+ CL-300 F50EX GV Caravan Grand 208B Hawker 850XP Citation X (MSG3) Hawker 4000

The inventory aircraft mix change during Q3 negatively impacted the Quality Rating of Asset Insight’s tracked fleet, and Maintenance Exposure deteriorated further.

The Quality Rating saw little change in September, improving by 0.1%, but deteriorated 0.7% for Q3, and 0.9% YoY. At 5.245, the fleet retained its ‘Very Good’ Quality Rating, but the Q3 deterioration reveals that, compared to Q2, more near-term maintenance events are due for the listed fleet.

Maintenance Exposure, defined as an aircraft’s accumulated/embedded maintenance expense, worsened (increased) another 1.9% in September and ended the quarter 0.3% higher (worse) than Q2, as well as 1.9% higher YoY. So, in addition to more maintenance events coming due, these tasks will, on average, be more expensive to complete.

Maintenance Exposure to Ask Price (ETP) Ratio

Statistical proof that the available inventory is comprised of older, difficult to remarket aircraft can be gleaned from the latest ETP Ratio, which has reached a record-high 78%.

The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price.

‘Days on Market’ (DoM) analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. During Q3 2021, assets whose ETP Ratio was 40% or higher were listed for sale more than 84% longer (on average) than aircraft whose Ratio was below 40% (296 versus 545 Days on Market).

September’s market analysis also revealed that 49% of our tracked models, and 59% of our tracked fleet, posted an ETP Ratio greater than 40%.

Market Summary

28 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

$1.45 $1.40

O

Inventory Fleet Maintenance Condition

The third quarter resulted in 547 transactions for Asset Insight’s tracked models, compared to 539 during Q2. The unprecedented number of first-time buyers is continuing to strain the supply chain, making purchasing or selling a used aircraft very challenging – assuming buyers can locate the type of asset they need.

Simply securing a slot to conduct a pre-purchase inspection has become difficult, and it may soon be impossible to book a spot at

$1.49

2.9% 5.1% 6.7% 7.3% 7.5% 7.6% 8.4% 9.5% 9.5% 9.8% 10.0% 11.7% 14.3% 14.9% 17.9% 18.1% 18.1% 19.2% 19.2% 19.5% 20.1% 20.2% 21.0% 21.7% 22.8% 23.4% 23.9% 27.2% 29.4% 29.4% 31.6% 32.0% 32.2% 33.2% 33.5% 34.0% 34.7% 34.8% 35.5% 35.8% 35.9% 36.0% 36.4% 36.8% 38.0% 38.6% 39.8% 39.9%

Embraer Legacy 600 40.8% Citation CJ2 41.2% Phenom 100 41.6% King Air 350 - Pre-2001 42.2% G200 43.8% Citation Excel 560XL 45.9% Hawker 400XP 46.7% Global Express 48.2% King Air B200 - Pre-200151.4% Citation CJ1 54.1% King Air 300 58.9% F2000 64.2% Hawker 800XP 66.2% Premier 1A 67.2% CL-604 67.5% TBM 700A 67.9% Citation VII 72.2% Premier 1 72.8% Hawker Beechjet 400A 73.4% F20-5 87.0% GIV-SP (MSG3) 88.1% GIV-SP 90.4% Learjet 60 92.0% Hawker 1000A 97.0% Piaggio P-180 97.5% G100 99.7% King Air C90 103.3% Citation VI 113.3% Hawker 800A 113.6% Learjet 31A 116.2% GIV 116.4% Citation ISP 117.6% Hawker Beechjet 400 127.6% Citation II 131.8% CL-601-3R 158.7% CL-601-3A 173.7% Citation V 560 179.4% Citation III 183.7% Learjet 55 192.2% Learjet 31 212.5% Learjet 36A 223.4% Citation Bravo 248.3% Learjet 35A 273.8% Hawker 125-700A 285.2% CL-601-1A 331.8% GIII 458.0%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of September 30 2021



page 32

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

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MarketIndicators.qxp_Layout 1 27/10/2021 10:57 Page 6

MARKET INDICATORS

Large Jets

Mid-Size Jets

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure

$1.24 $3.25 Sep-21

Jul-21

Jun-21

Oct-20

$1.22 Apr-21

$2.90

Sep-21

Jul-21

Aug-21

Jun-21

May-21

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Oct-20

Nov-20

$11.41

$1.26

May-21

$3.00

$1.26

Feb-21

$3.10

$1.28

Mar-21

$3.20

$3.80 $3.60 $3.40 $3.20 $3.00 $2.80 $2.60 $2.40 $2.20 Jan-21

$3.30

Dec-20

$3.25

Nov-20

$12.5 $12.0 $11.5 $11.0 $10.5 $10.0 $9.5

$ Millions

Aug-21

$ Millions

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.800

5.400 5.700

certain service centers prior to year-end.

With respect to our tracked assets, only 5.6% of the active fleet was listed for sale as Q3 2021 ended, compared to 10.4% one year ago. More challenging yet, most of the available assets have been listed for quite some time, suggesting they may well be with their final owner, and average Days on Market have been steadily increasing since June 2020.

Large Jets: Inventory for Asset Insight’s fleet of 43 tracked models decreased 1% in September (three units), which reads better than prevailing market conditions, considering the group has seen availability decrease 34.1% YTD (147 units) and 44.2% YoY. However, the limited number of higher quality assets found homes, thereby pushing the group’s September Quality Rating down 0.6% to its second consecutive 12-month low (worst) figure.

The 5.451 Rating was also 2.2% worse than in Q2, and off by 4% YoY. The good news is that the Quality Rating is still well within the ‘Excellent’ range, but that may make little difference to buyers unable to locate an asset with the specification/configuration they seek. Maintenance Exposure increased 0.2% for the month, 0.7% for the quarter, and 4.8% YoY. While the average Ask Price increased 14.2% in September, it was still down 5.8% for Q3, 2.6% YTD, and 0.8% YoY. All these facts pushed the ETP Ratio up to 72.7%, the group’s highest (worst) Ratio over the past 12 months. Entering Q4, we see virtually no relief in sight, relative to availability of lower-time, younger assets. We urge buyers to be patient, even if that means completing an acquisition in 2022.

32 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Oct-20

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

5.100 Nov-20

5.400

Oct-20

5.200

Nov-20

5.451 5.500

Sep-21

5.256

5.300

5.600

Mid-Size Jets: This was the other group to post an Ask Price increase in September, and it was an impressive 25.4%. While 6.4% lower YoY, the figure was 10.7% higher for the quarter, and 4.5% higher YTD. At 5.256, the group’s ‘Excellent’ Quality Rating decreased (worsened) by 0.5% for the month, 1.3% for Q3, and 1.1% YoY. At the same time, Maintenance Exposure rose (worsened) 1.4% for the month and 2.2% for Q3 (although it was 1.4% better/lower YoY). An Ask Price increase could not overpower the Maintenance Exposure influence, raising the ETP Ratio to a 12-month high 72.7%.

During Q3, 168 aircraft changed owners compared to 158 during Q2, and available inventory for Asset Insight’s 45-model tracked fleet decreased 4.8% (25 units), bringing the YTD decrease to 42.8% (223 units) and 52.8% YoY. Clearly, selection within this group is problematic, as many sellers are simply not offering aircraft that buyers desire.

Light Jets: The ETP Ratio for Light Jets continues to amaze – and not in a good way. Reaching a new record high 119.7%, the group achieved its latest feat through a 2.9% Ask Price drop. In addition to the average Ask Price remaining below that of Turboprops, it was also down nearly 1% for the quarter, 13.4% YTD, and 18.1% YoY. The Quality Rating for the 29 tracked models improved to a figure approaching the group’s 12-month high figure but, at 5.225, was insufficient to push the group beyond ‘Very Good’ territory. On a positive note, the Quality Rating did improve 3.2% during Q2, and is 1.7% better YoY.

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MarketIndicators.qxp_Layout 1 27/10/2021 10:59 Page 7

AVBUYER.com

Light Jets

Turboprops

Ask Price vs. Maintenance Exposure

Ask Price vs. Maintenance Exposure $ Millions

$ Millions

$1.90

$1.75

$1.80

$1.05

$0.55 $0.55

$1.70

$0.972 $1.70 $1.60

$1.65

$0.95

$1.60

$1.52

$1.60 Sep-21

Jul-21

Aug-21

Jun-21

May-21

Apr-21

Mar-21

Jan-21

Feb-21

Oct-20

$0.45 Dec-20

$1.55

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Jan-21

Feb-21

Dec-20

Nov-20

$0.85 Oct-20

$1.40

Nov-20

$1.50

$0.50

Asset Quality Rating

Asset Quality Rating

Scale -2.500 to 10.000

Scale -2.500 to 10.000

5.300

5.225 5.200

5.200 5.100

5.051

5.100

Turboprops: Following a slight increase in availability during August, September posted a 5.4% decrease (22 units), equating to a YTD decrease of 29% (118 units) and 39.2% YoY. The availability reduction may have been why Asset Insight’s tracked 17-model fleet chalked up just 88 sales as Q3 ended, compared to 102 during Q2.

Higher Quality Rated assets are the ones that continue to sell, with the Rating reflecting that fact through a 0.5% decrease for the month, 2.62% for the quarter, and a slight 0.1% YoY. The group barely managed to maintain its Rating in ‘Very Good’ territory at 5.051.

While Maintenance Exposure was down 1.4% for the month, it

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

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

Very Good 5.000 to 5.249

Good 4.750 to 4.999

Below Average Average 4.500 Less to than 4.749 4.500

actually rose (worsened) 0.2% during Q3, and 1.6% YoY. Ask Price decreased 2.6% in September, and has fallen 4.2% for the quarter, and 0.2% YTD, although it was 0.4% higher YoY. The changes in fleet mix, maintenance and pricing resulted in the ETP Ratio worsening (increasing) from 41.9% to 42.9%.

Considering that this is just barely above the 40% point we consider excessive, the latest Ratio shouldn’t worry many sellers as opportunities abound (at least statistically).

MI www.assetinsight.com ❙

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

www.AVBUYER.com

Dec-20

Oct-20

Sep-21

Aug-21

Jul-21

Jun-21

May-21

Apr-21

Mar-21

Feb-21

Jan-21

Dec-20

Nov-20

Oct-20

Maintenance Exposure decreased 2.6% for the month (1.6% for the quarter and 4.3% YoY), but that improvement was unable to override the Ask Price decrease.

Exactly as in Q2, 158 aircraft transacted during Q3. That lowered availability by an additional 5.8% (32 units), 42.4% YTD (234 units) and 49.5% YoY. Considering all these challenges, it is amazing that buyers and sellers can find common ground.

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AVBUYER MAGAZINE Vol 25 Issue 11 2021

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36 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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AVBUYER MAGAZINE Vol 25 Issue 11 2021

37

Market Insights 1.qxp_MARKET INSIGHTS 27/10/2021 11:17 Page 1

MARKET INSIGHTS

AVBUYER.com

RENÉ ARMAS MAES is Vice President Commercial at Jet Link International LLC, an international aviation consultancy.

He has built a successful track record for delivering Business Aviation consulting projects for Fortune 500 companies, Venture Capital firms, and HNWIs in North America, the Middle East, Europe and Latin America. His expertise includes corporate travel assessments, business aircraft analysis, aircraft financing and sales.

BizJet Sales Outlook: What do the Current Trends Imply?

What are the trends in new and pre-owned business jet sales in 2021, and how do these compare with pre-Covid? René Armas Maes reviews the vital statistics to gauge the pulse of the industry… rom 2017 to 2019, the top five business jet Original Equipment Manufacturers (Bombardier, Dassault, Embraer, Gulfstream, and Textron) delivered an average of 606 aircraft between them, annually. In 2020, they delivered 493 business jets (19% fewer).

This year, I predict the top five OEMs will deliver between 523 and 544 jets, which would be between 6% to 10% higher than in 2020, but still 10% to 14% below the 2017-2019 average.

In reality, a comparison with the pre-pandemic years is much more meaningful, and the two industry players who will be closest to matching their delivery averages of 2017-2019 are likely to be Gulfstream and Embraer (see Chart A, overleaf).

Moreover, I predict an uptick in Light Jet deliveries to benefit Textron and Embraer, while the Mid-size and Super Mid-size Jet segment will largely benefit Bombardier (Challenger 350) as it continues to see strong

F

38 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

retail and fleet deliveries in the Super Mid-Size Jet segment.

However, if Embraer wishes to seize a larger market share, it will need to further penetrate the Super Mid-Size Jet (Praetor 500) and Large Cabin Jet (Praetor 600) segments.

The majority of the Large Jet market penetration is likely to come from Bombardier and Gulfstream, with Dassault expected to also enjoy a larger share in the next two to four years as it introduces, and ramps-up, production of its new Falcon 6X and Falcon 10X products.

In order to meet my year-end conservative aircraft delivery forecast of 523 units, the top five OEMs will need to deliver a total of 308 business jets in the second half of (H2) 2021, or 1.4 times more units than they did in H1.

Thus, Gulfstream must deliver 71 aircraft (59% more) in H2 2021, while Textron, Bombardier, Embraer and Dassault need to deliver 91, 64, 63 and 19 jets, respectively.

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Market Insights 1.qxp_MARKET INSIGHTS 28/10/2021 08:51 Page 2

MARKET INSIGHTS CHART A: 2021 BUSINESS JET SHIPMENT FORECAST - TOP FIVE OEMs

SOURCE: OEMS 10Q, AND 10K REPORTS. CONSULTANT ANALYSIS

Q4 is a Key Time for Shipments

Positively, between 2017 and 2019, Q4 traditionally saw a surge in OEM shipments, and, excluding Embraer, averaged 32% of total annual aircraft deliveries for the leading OEMs. During the same timeframe, Embraer reported a much higher proportion of its annual deliveries in Q4, with an average 43% of its total annual shipments coming between October 1st and December 31st (see Chart B, below).

Two OEMs to see Improved Billings…

I would expect to see improved profitability at Bombardier (owing largely to its ultra-long-range Global 7500 product, which should provide a significant boost to the company over the next 24-36 months as deliveries continue to ramp-up).

Moreover, Textron should see improvements in billings as it further positions its Latitude and Longitude products, while Gulfstream and Embraer must keep pushing their products to optimize billings.

Pre-Owned Business Jet Market Continues Recovery

As global economies continue to recover, and scheduled airline capacity remains 30% below 2019 levels, with little hope of significant improvement this year, the global preowned business jet market continues to be strong.

Inventory levels continued to decline in H1 2021, and remained at historically low levels as strong demand continues.

Looking at pre-owned jets from the Top Five business jet OEMs, Embraer and Gulfstream had the lowest number of units available for sale (less than 4.4% of the active fleets were available for sale, per AMSTAT data in September). On the other hand, Bombardier, Dassault and Textron jets on the pre-owned market averaged 5.3% of the active fleet.

In terms of resale retail transactions, Chart C (top, right) depicts that H2 2020 recorded more transactions compared to H2 2019. The same was true for H1 2021 compared to H1 2020. However, the limited inventory that

CHART B: TOP FIVE BUSINESS JET OEM AVERAGE SHIPMENTS, BY QUARTER (2017-2019)

SOURCE: OEMS 10Q, AND 10K REPORTS, GAMA. CONSULTANT ANALYSIS

40 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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Market Insights 1.qxp_MARKET INSIGHTS 27/10/2021 16:17 Page 3

AVBUYER.com CHART C: BUSINESS JET RESALE RETAIL TRANSACTIONS

SOURCE: AMSTAT. CONSULTANT ANALYSIS

is currently available for sale may mean fewer transactions as buyers find it more difficult to find a suitable jet for sale.

Pre-Owned Jet Median Value Trends

While reviewing short-term median values, Large Jets (referred to as Heavy Jets by AMSTAT) have continued to rise by 20% over the last 12 months, essentially recovering all of the value that was lost in 2020.

This has been driven by continued robust transactions, which have risen by 49% and 31% in the first eight months of 2021 compared to the same periods in 2020 and 2019, respectively. Large Jet inventory is down 41% year-overyear.

The median values of Mid-size and Super Mid-size Jets have risen 18% and 11%, respectively, over the last 12 months, recovering from their declines in 2020, but the increase plateaued in July and May this year.

Again, the upward trend in values is being driven by strength of resale transactions, and a continued contraction in unit availability. The Mid-size Jet segment in

particular has performed above expectation with strong transaction activity during the first eight months of 2021, exceeding the same timeframe in 2020 by 68%.

Finally, the median value of Light Jets has risen 11% over the last 12 months, but remains 7% below the January 2020 level. We believe values in this segment have not recovered because it simply takes more to move the needle in this segment than with larger jets. Moreover, there are more of these aircraft, and greater diversity and stronger transaction activity is required to drive values higher.

In Summary…

Based on current business jet pre-owned inventory levels, and an improved business jet delivery forecast (compared to 2020, though still below the historical 2017-2019 average), the business jet market remains strong, and is well positioned to harness the momentum, fueling the expectation of stronger residual values in 2022.

OEMs should see a firming of prices, too, along with improved profitability and returns. T

CHART D: SHORT-TERM MEDIAN VALUE OF MID-SIZE JETS

SOURCE: AMSTAT. CONSULTANT ANALYSIS

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AVBUYER MAGAZINE Vol 25 Issue 11 2021

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Turboprop September.qxp_Layout 1 22/09/2021 14:50 Page 1

The Private Jet Company November.qxp_Layout 1 28/10/2021 09:44 Page 1

1993 Gulfstream IVSP S/N 1210

15,316 Hours, 15 Passenger Configuration, SB for Engines On Condition with 1000 hours intervals, ATG-5000 WIFI, New Interior in 2013, FAA Part 135

2000 Challenger 604 S/N 5447

15,286 Hours, Engines Enrolled on GE On Point, APU Enrolled on MSP Gold, Airframe Enrolled on Smart Parts, GoGo ATG-5000 WIFI, Make Offer

AIRCRAFT DEVELOPMENT 1.qxp_Finance 27/10/2021 11:50 Page 1

AIRCRAFT DEVELOPMENT

VERTICAL AEROSPACE

eVTOL and the Future of Business Flying (Part Three) Fabrizio Poli concludes his overview of the electrical Vertical Take-Off & Landing (eVTOL) market, similar flying machines, and how they fit into the future of business flying.

P

reviously, we considered some of the similarities when it comes to eVTOL development with the Very Light Jet (VLJ) craze at the start of the millennium. We also discussed where eVTOLs might fit into the market once the leading projects in development overcome the many barriers to certification.

With hundreds of eVTOL programs being developed, last month we profiled three of the leading programs.

Following, we outline a few more…

Vertical Aerospace

Based in Bristol, UK, Vertical Aerospace says its VA-X4 model, priced at roughly $4m, is zero emissions and very quiet, and will be able to carry four passengers and a pilot more than 100 miles at more than 200mph.

Aircraft leasing company Avolon will be the biggest launch customer, with a conditional order for as many as 500 VA-X4s, valued at $2bn.

Virgin Atlantic also has options to buy 150, with a 44 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

view to establishing a branded network within the UK. According to Shai Weiss, the Chief Executive of Virgin Atlantic, the airline will be exploring a joint venture “to bring short-haul, electric vehicle connectivity to cities and our UK airport hubs, starting with London Heathrow as well as Manchester and London Gatwick”.

The aircraft could be used to transfer passengers between home and airports, Virgin believes. It would be able, for example, to make the 56-mile journey from Cambridge to Heathrow in 22 minutes, compared with a 90-minute drive.

American Airlines has also placed a conditional order for as many as 250, and will work on similar infrastructure in the US. Having formed strategic partnerships with firms such as Honeywell and Rolls-Royce, Vertical Aerospace plans to float after merging with Broadstone, a special purpose acquisition company (SPAC), with a value of $2.2bn. Microsoft is among its other investors.

More information from https://vertical-aerospace.com/ www.AVBUYER.com

AIRCRAFT DEVELOPMENT 1.qxp_Finance 27/10/2021 11:50 Page 2

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PteroDynamics Parus4

PteroDynamics is currently developing a transwing eVTOL aircraft incorporating a patented folding wing design, where propellers on propulsion pods are distributed down a set of wings that can fold back on dihedral pivot points along the wing.

The folding mechanism is operated by control rods attached to actuators on the main body. When the wings are completely folded, the props point upward, in a similar configuration to a basic multi-copter design.

Transwing aircraft have much greater range, endurance, and cargo carrying efficiency when compared other VTOL aircraft designs.

One of the most important metrics for evaluating alternative VTOL aircraft is “cargo carrying efficiency”, the measure of how efficient an aircraft design is at carrying a payload, whether goods, passengers, and/or cameras and other sensors.

PteroDynamics’ patented design is truly a breakthrough for distance VTOL aircraft. The company is adopting a step-by-step approach to market by first developing its drone (designed to carry a 5lbs payload).

The drone is 18% smaller, flies more than six times as long (100 minutes vs 13 minutes) and more than twelve times as far (80 miles vs 6 miles) than the otherwise most performant VTOL aircraft of a similar size.

Moreover, PteroDynamics already has a working prototype with a four-foot wingspan (Parus4), and has hovered the first of its two Parus12 aircraft (with 12-foot wingspans, which are a quarter scale of the twopassenger vehicle).

Soon, the Parus12 aircraft will embark on full flight, complete with in-flight wing transitions.

More information from www.pterodynamics.com

Dufour Aerospace

Dufour Aerospace has over 30 years’ experience in Swiss commercial helicopter operations, allowing the company a thorough understanding of the real-world requirements of VTOL aircraft.

PTERODYNAMICS

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By combining its helicopter experience, with its electric aircraft know-how, Dufour developed the aEro 2 – and in July 2020 the company announced its engineering team had finished initial phase-of-flight testing of its VTOL technology demonstrator aircraft.

Dufour attracted considerable attention when it released video footage of its large-scale tilt-wing eVTOL demonstrator performing unmanned flight testing, including full transitions between hovering and wingborne cruise flight. The demonstrator has a wingspan of around 4.5 meters.

Over the course of more than 500 test flights, expanding the flight envelope incrementally, Dufour has demonstrated a high degree of stability and control in all conditions, including transition from hover, to cruise, and back again.

Jasmine Kent, Chief Technology Officer (CTO) of the project explained that the company’s goal is to ultimately develop a vehicle that is a helicopter replacement, particularly for medical transport. Dufour sees a big opportunity in the market for an aircraft that can do medical transfer flights faster, and at a lower cost than a helicopter.

In October 2020, additional video footage was released of the demonstrator, this time including sound, making Dufour one of only a handful of eVTOL developers that have shared audio of their prototypes.

Dufour Aerospace received additional funding in April 2021 and is now preparing to launch the build of its hybrid-electric, tilt-wing aEro 3 prototype. The aEro 3 is a piloted tilt-wing aircraft for medical transport and regional air mobility missions, with a hybrid range of 620 miles.

Construction of the aEro 3 prototype has already started, and flight testing will begin in 2022. Meanwhile, the company is refining avionics and flight control laws using its in-house simulation platform, which will be further developed to serve as a pilot training tool.

Certification and market entry is targeted for 2026.

More information from www.dufour.aero

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DUFOUR AEROSPACE

AVBUYER MAGAZINE Vol 25 Issue 11 2021

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AIRCRAFT DEVELOPMENT 1.qxp_Finance 27/10/2021 11:51 Page 3

AIRCRAFT DEVELOPMENT

AVBUYER.com

CRAFT AEROSPACE

Craft Aerospace

The team at Craft Aerospace is certainly experienced in building sophisticated transport. CEO James Dorris was a primary designer on Virgin Hyperloop’s propulsion system, and his Co-Founder Axel Radermacher helped build Karma Automotive’s drivetrain. You may have noticed that neither of those companies makes aircraft, but Dorris considers this a plus.

Craft is also relying on partners with some serious aerospace clout. Among its advisers are Bryan Berthy (once Director of Engineering at Lockheed Martin), Nikhil Goel (one of Uber Elevate’s Co-Founders), and Brogan BamBrogan (early SpaceX employee and Hyperloop faithful).

Craft’s aircraft offers a unique design, with the main fuselage looking like a small, traditional airliner. However, things start getting really interesting when you get to the wings. The front wing joins to the bottom of the cabin, sweeping back at a fairly familiar angle. At their tips, though, the wings curve upwards to meet the rear wings, which are joined to the top of the rear of the cabin.

Thus is formed a kind of box, or blown wing, with a diamond shape. This new VTOL technique, redirects the flow of air from its engines using flaps, rather than turning them, making for a much more robust and controllable experience.

“Our tech is a combination of both existing and novel tech,” Dorris says. “The box wing has been built and flown; the high flap aircraft has been built and flown.

They’ve never been synthesized like this in a VTOL aircraft.”

So far, Craft Aerospace has demonstrated a limited scale model that shows the principle is sound (it doesn’t claim there’s a full-scale craft ready to go – that’s years down the line, but willing partners will help them move forward).

46 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

“Craft’s aircraft offers a unique design, with the main fuselage looking like a small, traditional airliner. However, things start getting really interesting when you get to the wings.”

The fifth-generation prototype (perhaps the size of a coffee table) hovers using the blown wing principle, and the sixth will introduce the transitioning flaps.

Eventually, the aircraft will carry nine passengers, and up to two pilots. It’ll fly up to around 30,000ft at approximately 300kts. While slower than a normal passenger jet, whatever time you lose in the air ought to be regained by skipping the airport. The range of the cleaner hybrid gas-electric engines should be around 1,000 miles.

Craft Aerospace recently announced a letter of intent from JSX, a small airline serving local routes, to purchase 200 aircraft with the option for 400 more. Dorris believes that, with its position and growth curve, JSX could make a perfect early partner when the aircraft is ready, probably around 2025, with flights beginning in 2026.

More information from www.craft.aero

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AIRCRAFT DEVELOPMENT 1.qxp_Finance 27/10/2021 11:52 Page 4

AIRCRAFT DEVELOPMENT

What Impact Will eVTOLs Have on Business Aviation?

If we apply the 95% failure rate the Very Light Jet (VLJ) projects had, we will see around 25 out of 483 of the current VTOL projects succeed.

There are many applications for eVTOL aircraft, whether solving the ‘last mile’ or ‘door-to-door’ challenge by moving people quickly from a company office, to meetings in city centers that are near existing heliports or newly constructed vertiports, or to outlying airports so passengers can depart on a business jet or scheduled airline flight.

An eVTOL is a lot cheaper and more efficient than a helicopter. I could see UHNWIs having one of these eVTOLs parked in a hangar next door to the house and using it to fly to the local airport, perhaps jumping into their Gulfstream G800 or Falcon 10X and flying to the other side of the world.

Urban areas will need the right infrastructure in place to serve the eVTOLs. Starting with existing heliports, as they have the operating certificates and air rights to begin stationing eVTOL aircraft immediately. Some heliports would need to undergo modification to offer recharging stations, hybrid vehicle refueling facilities, passenger shelters, and other amenities.

AVBUYER.com

However, the cost to retrofit a simple landing pad into an eVTOL vertiport would be very affordable.

Heliports currently in use will likely see the addition of, and transition to eVTOL aircraft, and those heliports not in use — a goldmine in economic opportunity sitting idle — will obtain revised operating certificates and air rights for Urban Air Mobility (UAM) use.

And, with airlines such as United, Virgin, and American Airlines already having ordered fleets of eVTOLs, various airports will seek to blend UAM with conventional airport operations to maximize the utility and convenience of its facilities. Airports are the logical point of entry for eVTOLs into an urban transportation network.

Another great area for eVTOLs to help businesses is in cargo transport. Areas of the world with little infrastructure, like Africa or the islands of Indonesia, will benefit from this. It will allow them to move freight a lot quicker, and at a fraction of the cost of flying by helicopter. This no doubt will result in lifting economies in remote locations, and help businesses prosper.

There will be a few growing pains along the way, but these new flying machines will change the way we travel short distances. Overall, eVTOLs will increase our speed, lower our transportation costs, and simultaneously keep the air clean. T

FABRIZIO POLI is Senior Consultant at Orville Aviation. He is also an Airline Transport Pilot. Mr. Poli has over 35 years experience in the aerospace sector, both as an aviator and in business. Fabrizio is also founder of popular YouTube channel, Biz Jet TV. More information from www.orvilleaviation.com

48 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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BUYING & SELLING AIRCRAFT

Buying a Jet? How to Find Gold on the Market

What are some of the key differentiators today’s pre-owned business jet buyers use to filter through the limited pool of available aircraft and find the best options for them? AvBuyer’s Matt Harris spoke with Par Avion’s Janine Iannarelli to find out…

J

ust over a year ago, there were over 40 Cessna Citation CJ3s available on the preowned business jet market. The activity that subsequently occurred in the second half of 2020 into the present day is well documented, as is the fact that supply is limited: The issue is that some buyers may not realize how limited.

According to Par Avion Ltd’s Founder and President, Janine Iannarelli, there were just eight CJ3s remaining for sale as of late September (representing less than 2% of the installed base).

“Regardless of which resource you look at, it’s a very tight market,” she explains.

Ms. Iannarelli had just told an online audience viewing a European Business Aviation Association 50 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

market discussion [for which she was a presenter], that of the eight jets for sale, she believes “it’s possible only one or two would suit the needs of the majority of buyers”.

While that makes for stark reading, viewed in the light of today’s market, the same applies whether the market is awash with options or not. In reality, buyers need to consider a variety of factors when shopping for their ideal private jet, each one whittling down the available options, meaning they will actually be shopping a much smaller pool of jets than the market statistics would suggest.

Akin to panning for gold, a large amount of grit and stones must be sifted through to uncover the treasure. www.AVBUYER.com

Buying&Selling 2.qxp_Finance 26/10/2021 18:03 Page 2

AVBUYER.com

identifies the Proline Fusion flight deck as being one example.

On the other side of the coin, however, as jets grow older, their maintenance needs increase as lifelimited parts need replacing, stresses and strains occur to the airframe and engines, corrosion sets in, and technologies function less efficiently than they once did.

In addition to increased periods of downtime for the jet, the impact on operating costs grows, with maintenance forming a substantial part of an owner’s budget. Thus, many buyers will have a sweet-spot in mind relating to the age of the aircraft they are prepared to purchase, with the ideal being ‘not young, not too old’.

Irrespective of age, though, total time on the airframe and engines is important, as some jets will have been utilized more intensively than others of a similar vintage. “This means they are at a different place in their maintenance cycle to comparable jets,” Iannarelli explains.

“That will absolutely be a differentiator to many buyers, who should look to receive professional advice on how this will impact the cost of ownership.”

With respect to maintenance costs, a buyer may prefer to only shop for aircraft that are enrolled on an hourly maintenance plan, helping ensure at least some of the upcoming costs will be covered, and are more predictable.

Not all aircraft on the market will have such coverage, though, further reducing the pool for some buyers.

Differentiator 2: Geography

So what factors distinguish the best picks for buyers on the pre-owned market? Having identified the aircraft, right down to the desired make and model to fit the mission need, what should today’s buyers be asking as they assess the available pool?

Iannarelli shares some insights…

Differentiator 1: Budget

Any private jet buyer seeking to maximize the benefits offered by Business Aviation will have a fixed budget for buying their aircraft. The budget will apply both to the acquisition cost, and to the cost of ownership (fixed and variable operating costs).

“Often while they’re working through a group of applicable aircraft, budget is a differentiating factor for buyers,” Iannarelli says. “In the case of some buyers, that would certainly exclude the laterproduction serial numbers, or it might preclude a jet that offers a substantial modification, such as an upgraded avionics platform, putting its asking price above like-kind aircraft on the market.”

In the case of the Cessna Citation CJ3, Iannarelli www.AVBUYER.com

Indirectly and partially linked to aircraft maintenance, the physical location of the jet for sale can impact whether it is considered attractive by a buyer or not, and can also work to reduce the list of viable options on the market.

For example, a jet registered with an authority not known for enforcing the same maintenance standards as those in the would-be buyer’s region or nation might automatically be eliminated from the buyer’s search.

Similarly, maintenance support and infrastructure can be sparse in some parts of the world, creating questions in the minds of some buyers over the storage, security and upkeep of a jet for sale from those regions.

Although approximately 70 percent of the business jet fleet resides in the United States, when Iannarelli speaks of an aircraft being “geographically undesirable” to certain buyers, she includes those based within the States.

“Aircraft that are based in saline (coastal) environments could prove to be undesirable to some buyers,” she explains. “If a jet is not properly cared for and protected, salt can corrode the metallic parts and components that make up a jet’s airframe and engines.

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BUYING & SELLING AIRCRAFT

And then there are just the “personal preferences” of buyers, she adds. This includes those who may simply wish to avoid the extra complexities and stresses of buying and importing an internationally-based jet, thus discounting them as viable purchase options.

With the rising call for greater transparency and increased scrutiny from global justice departments, whose focus is squarely on aviation, trading in a questionable region lessens the desire to pursue an aircraft registered or owned by someone based there.

“In these cases, it doesn’t matter how nice the airplane is,” Iannarelli says. “The discriminating buyer is going to reject this complexity and simply wait for the right choice to manifest itself in the market.”

Differentiator 3: Pedigree

Sometimes, it’s not until a buyer delves into an aircraft’s logbooks that they find reason to move on, eliminating it from their search.

The records should offer a complete history of the jet, from the factory floor right up to the present day, and the value of complete and consecutive logbooks cannot be understated (hence the reason that some flight departments keep them in fireproof safes!).

“Incomplete or missing records is an instant red flag to buyers – a show-stopper for my clients,” Iannarelli explains. “Many will not proceed with a transaction if they are not satisfied they have the whole story of the jet – from beginning to end, and that any maintenance issues that have arisen in the past were resolved in a complete and satisfactory manner.”

52 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

She adds that missing or incomplete records can create problems with importation, as, for example, an FAA official is likely to be disinclined to sign-off on issuance of a Certificate of Airworthiness where the records do not attest to the history of the airplane.

There’s one type of record, however, that may reduce the appeal to a buyer regardless of how complete it is. “Damage history never completely goes away,” Iannarelli explains. “If a jet has suffered significant damage, though it may have been repaired by the very best MRO provider in the industry, that history could very well make it a ‘no-go’ for some buyers, or the cause for discounted offers from others.”

Buyer’s Tip: Be Flexible in a Tight Market

The preceding points come with a caveat for the buyer: Iannarelli stresses that buyers must understand not everything is weighted in their favor.

Today’s market moves at lightning speed – with many jets trading before they ever reach the open market. Therefore, she emphasizes the value of using an aircraft sales professional with an extensive network to act on their behalf.

And where a scarcity of jets already exists, some leeway and compromise from the buyer will be needed for any options to exist at all. After all, there is an abundance of others in the market who are almost certainly vying for the same choice picks.

“In a tight market, a buyer needs to be more flexible – which could mean accepting an interior configuration they might not otherwise have accepted,” she explains.

“Likewise, securing an aircraft in today’s market

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AeroBuyNow November.qxp_Layout 1 26/10/2021 11:47 Page 1

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Buying&Selling 2.qxp_Finance 26/10/2021 18:04 Page 4

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BUYING & SELLING AIRCRAFT

“Akin to panning for gold, a large amount of grit and stones must be sifted through to uncover the treasure.” could require the buyer to be willing to spend the time and money fixing the cosmetics, or updating avionics, entertainment, or cabin management systems,” she concludes.

Indeed, Iannarelli’s advice brings us full-circle to the picture of prospectors panning for gold: Having found their precious metal, there is still the need for refinement – the removal of impurities – before the gold realizes its optimal worth.

In like fashion, today’s buyers should expect to iron out some ‘impurities’ for themselves as they move quickly to purchase the best fit from today’s tight marketplace.

MATT HARRIS is commissioning editor for AvBuyer. He is an experienced General and Business Aviation journalist and has edited a variety of titles across the last two decades. These include AvBuyer, BizJet Advisor and GA Buyer Europe. https://www.linkedin.com/in/matthew-harris-avbuyer/

54 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

ABOUT JANINE

Janine Iannarelli, an industry veteran who has amassed over 35 years’ experience in Business Aviation generally, and aircraft sales specifically, founded Par Avion in 1997. Established with the express objective of meeting the demand for a more personalized service in terms of the acquisition and sale of business aircraft, over the years, Par Avion has represented countless buyers and sellers of preowned business jets from all around the world.

Ms. Iannarelli is an active participant in the wider Business Aviation community, and is a current member of the National Business Aviation Association (NBAA), European Business Aviation Association (EBAA), and Women in Aviation, International (WAI).

She was also invited to serve on the EBAA Associate Members Advisory Council (AMAC) Sales and Acquisition committee in 2016, providing expert input on international sales transactions. The following year, she was appointed as its Chair, and elected Vice Chair of the Board by her fellow AMAC Chairs in 2019.

More information from www.paravionltd.com

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AVBUYER MAGAZINE R Vol 25 Issue 11 2021 R

55

Finance.qxp_Finance 27/10/2021 09:38 Page 1

FINANCE

Tips to Prepare Your Jet for End of Lease What is involved in returning a business airplane at the end of a lease term? What should a well-managed end-of-lease return look like, and where do the added costs occur?

Gerrard Cowan speaks to a selection of experts…

A

s business jet leases near the end of their terms, lessees must meet a huge range of demands, from technical, to legal, to financial. Operators must consider the potential requirements as early as possible, according to industry experts, right back to the initial signing of the lease.

The process is highly technical, warns David M. Hernandez, Business Aviation and Regulation SubPractice Chair at Vedder Price, a US law firm. It requires a high degree of planning, with lessees sometimes facing bills for hundreds of thousands of dollars, due to a host of unexpected factors.

“Sometimes people think they’re just going to return [the jet],” Hernandez says. “But it’s not just a matter of cleaning an aircraft and filling it with gas.

There are a lot of steps to perform.”

First, and most importantly, lessees must negotiate the most favourable return conditions when they negotiate and enter the lease, according to Hernandez. This should be guided by expert advice.

Then, six-to-nine months prior to the lease termination, lessees must thoroughly review the return 56 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

conditions or Return Addendum with their flight department, management company, maintenance personnel and legal counsel, to ensure they are fully aware of all necessary requirements.

There is then a range of other important steps to take. Lessees must determine the applicable notice requirements and timing obligations, for example.

They must determine the relevant timing of the return inspection, or related return conditions, assessing whether to repair potential discrepancies or address potential disputes around wear and tear gray areas.

They must also ensure they take the aircraft out of commission for the period of the return inspection, and determine which parties are responsible for the transportation, return and storage costs if a problem arises with the return.

Other questions include whether there are obligations for the lessee to make the aircraft available for prospective buyers or other lessees, or otherwise cooperate in marketing the aircraft.

It doesn’t stop there. Lessees must determine what return inspections, Airworthiness Directives (ADs) and Service Bulletins (SBs) are required, and how much www.AVBUYER.com

Finance.qxp_Finance 27/10/2021 09:39 Page 2

AVBUYER.com

they might cost, Hernandez explains. And they must consider dispute resolution procedures, in the event that there are any disagreements around return conditions.

The Nature of the Lease

The nature of the lease itself will play a key role in how all this plays out, Hernandez adds. A lease with a financial institution like a bank will be completely different to anything negotiated with a private party on an informal basis.

“Leases that are vague on the return conditions, particularly between private parties, have a greater potential to trigger disputes, so it is particularly wise to evaluate the condition of the aircraft before returning the aircraft to the lessor, to avoid any surprise return disputes,” he advises.

It’s a good idea to review the actual lease agreement or contract at least six months, and even up to a year before lease termination, notes Tom Mekis, Head of Asset Management at Global Jet Capital, a business aircraft leasing and lending specialist. This will help the lessee understand the return conditions, as www.AVBUYER.com

well as informing a decision on upgrading or extending the lease or purchasing the aircraft at the end of the lease.

“It’s easy to forget what was agreed five-to-seven years ago,” Mekis says. For a typical operating or “dry” lease, it’s common that the lessor will get to inspect the aircraft upon return to ensure it is in an overall good condition and meets the lease return conditions, he continues.

The lessee typically pays for the cost of this inspection and the cost to repair any discrepancies.

“Additionally, the lessee usually has to return the airplane with at least mid-life or better on many of the life-limited components, such as brakes and tires,” Mekis adds. “This can be accomplished by physically replacing worn out items, or calculating the cost to bring items to mid-life and paying the difference to the lessor.”

It’s best to work with the lessor to schedule a slot at an approved maintenance facility, to perform the inspection and repairs at least 30 days prior to lease end, suggests Joseph Catarina, Global Jet Capital's Chief Credit Officer.

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FINANCE

AVBUYER.com

"[Returning a jet is] not just a matter of cleaning an aircraft and filling it with gas.

There are a lot of steps to perform."

Buying a Jet at Lease-End

A lessee could be interested in acquiring the business airplane at the end of the lease. Typically, the lease will obligate the lessee to notify the lessor 30-90 days prior to the lease expiration of their intent to purchase, allowing “both parties time to negotiate a price (if one is not stipulated) and to secure independent appraisals of the aircraft if needed,” says Catarina.

A decision to buy an aircraft will depend on the buyout provision in the lease, Hernandez notes, (for example, if it allows lessees to acquire an aircraft at a good price). Buying the aircraft also means they could avoid the maintenance expenses for the return inspection, he adds.

“You want to make sure you assess all your options, plan ahead, and talk to an aircraft finance broker,” he suggests.

The Jet Card Bridge

Lessees may also turn to another option altogether.

Doug Gollan is founder and editor-in-chief of privatejetcardcomparisons.com, a website that helps consumers figure out the best solutions for their needs from on-demand charter to jet cards, fractional

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

58 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

ownership and leases.

According to Gollan, jet cards are “a very good way to bridge the gap between leases”. A number of subscribers to his website have found that jet cards can be an extended solution when “the lease inventory is under pressure and people don’t want to jump into something that’s not the best fit for a long period, whereas they can run through the cards 25 or 50 hours at a time.”

In Summary

One way or another, the return of a business jet at the end of a lease term is going to cost the lessee money. The trick is, right from the outset, to be proactive in negotiating the right terms, ideally with the help of an expert, and building these into the budget.

Then, up to a year in advance of the lease-end, make sure that everybody is aware of all the requirements, and a methodical action plan is formulated. Leases can be highly beneficial to the right type of user, and there’s no reason for the experience to turn sour owing to lack of planning at the end of an agreement. T

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\ BUSINESS AVIATION SIMPLIFIED.

YOUR UNIQUE BUSINESS AVIATION FINANCING NEEDS. OUR FLEXIBLE SOLUTIONS.

Since your business is unique, we understand that your business aviation financing needs are as well.

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

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Ownership 1.qxp_Finance 27/10/2021 11:09 Page 1

OWNERSHIP

How to Make Shared-Use Structures Work Shared-use structures are relatively common in Business Aviation. For all of the advantages they bring to the right type of aircraft owner, however, they’re not for everyone. Who does benefit most, and how can you make the most of one? René Armas Maes explores…

F

or those who cannot afford to own and operate a business aircraft by themselves, a sharing agreement allows some users to operate a jet while sharing the ownership burden. But when should a shared-use structure ultimately be considered?

What is the ideal number of annual flight hours to justify such an arrangement? Moreover, what types of shared-use structures are available, and how can multiple owners derive maximum value out of coownership, without compromising flight privileges and aircraft availability?

These are all key questions that must be answered before an aircraft sharing agreement is entered into.

First, a customer profile analysis will be necessary.

This should examine the number of annual flight hours, along with operational, legal, tax, and liability issues, plus costs, among other needs, to determine how far the benefit of a shared-use structure would apply to multiple owners’ needs.

Establishing the Utilization Sweet-Spot

Typically designed to suit owners with the need for more than 75 hours of aircraft utilization per year, Business Aviation offers a number of shared-use structures and ownership options, from fractional ownership and joint ownership, plus more.

Figure 1 (right) highlights the focus area for this article (i.e. aircraft owners with a requirement for between 75 and up to 200 hours per year) and depicts how a shared-use structure could work for them.

As shown, there are two common shared-use structures available to owners typically flying between 75 and 200 hours per year. Discussion of these will form the basis for the remainder of the article.

60 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

1) Shared-Used Structure (Supported by an Aircraft Management Company)

Owning a business aircraft can be logistically complex, thus most first-time buyers entering Business Aviation may prefer not to handle all of the operational details themselves. They may seek peace of mind in terms of record-keeping and regulatory oversight.

Having an airplane registered on an aircraft management company’s certificate can bring operational flexibility, in terms of sourcing flight crews, aircraft maintenance, flight planning, hangarage, insurance, and even providing access to supplemental lift should an unexpected maintenance issue occur. Similarly, it can provide the use of additional aircraft if more than one is required at the same time.

Ultimately, the shared-use structure supported by an aircraft management company can greatly relieve an aircraft owner of the burden of managing their business aircraft.

The management company can also leverage bulk purchase discounts (including fuel, which typically accounts for 50% of a business jet’s direct operating cost), and they may pass those discounts on to you.

For all of the advantages, however, an aircraft management solution will not suit every owner. An analysis needs to be made on a case-by-case basis to determine how far the benefits would apply to a specific owner’s needs. It will also be necessary to identify the best management company and solution that meets the owner’s mission needs.

Perhaps enrolment of the aircraft in a Part 135 charter management program (run by the management company) will allow the owner(s) to maximize their return on investment, generating revenue when the aircraft is not being used, assuming the goal is to make the aircraft www.AVBUYER.com

Ownership 1.qxp_Finance 27/10/2021 11:10 Page 2

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available for revenue flights.

Under this type of sharing arrangement, scheduling conflicts could potentially arise as, typically, the aircraft management company would like to increase the aircraft’s utilization up to 250 hours, or more, annually.

To make this shared-use structure work, planning and flexibility are key, and will be needed on both sides. Plan ahead, and discuss your month-by-month flight schedule needs, and your ‘guaranteed’ aircraft availability with the aircraft management company. Agree when the aircraft will be available for Part 135 activities.

It is important to be clear and up-front as to how your www.AVBUYER.com

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aircraft can be used for charter activities. For example, should it only fly domestically with a same-day return to base?

You may also want to stipulate some rules, such as the type of food and beverages that will be served onboard. To prevent stains on the cabin (and deep cleaning costs), you may choose to forbid red wine from being consumed onboard, for example. Similarly, you may choose to ban pets from flying onboard.

Agree on which type of cabin cleaning procedure should be executed after each charter flight, and the remedy if the aircraft is not available for your personal or

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OWNERSHIP

AVBUYER.com

business use, as agreed. Pre-agreeing these, and other terms, will allow you to build a relationship of trust with the aircraft management company.

2) Co- and Joint-ownership Models

Under a Co-ownership structure, multiple individuals or entities agree to share the ownership of an aircraft. Each co-owner may decide to operate the aircraft independently, or collectively contract for aircraft management services.

A Joint-ownership, as described by the FAA, is a very specific shared arrangement that allows the owners to charge each other for operating the aircraft. The key difference between a Co- and Joint- ownership model is that the Co-ownership agreement does not allow owners to charge one another for operating the aircraft.

The Co- and Joint-ownership models bridge the gaps between charter and whole aircraft ownership, particularly for owners with individual requirements to operate an aircraft between 75 to 100 hours per year.

Such arrangements are usually seen as a stepping-stone for owners to test the water before stepping into whole ownership.

The structures for Co- and Joint-ownership can be complex, especially where multiple owners and users are involved. To make them work, it is essential to find the right partner(s), and each must have an understanding of the others’ flight usage and profiles, average stage length requirements, and typical passenger loads (among other things).

Therefore, a professional corporate travel profile analysis that includes historical scheduled airline travel is recommended (see ‘Jet Ownership: How to do a Corporate Travel Profile Analysis’, p58, AvBuyer November 2020 edition).

Operating cost, versus intended operation budget must be reviewed, and financial targets (i.e. direct operating costs, and cost per seat mile) should be determined. When conducting this exercise, if operating costs exceed the budget, making the airplane available for charter may allow you to defray a portion of your cost.

Flexibility will be key to the successful implementation of these shared-use structures. If any of the individual owners are not flexible, the arrangement may create more problems than benefit.

With this in mind, the size of the aircraft and allotted hours to each owner should be carefully discussed, as well as any residual value expectations at the time of asset disposal – especially if one of the owners decides to break the agreement prematurely.

In Summary

Sharing agreements in Business Aviation may never have been more popular than they are now. Other sharing structures exist, including fractional ownership, timesharing and aircraft leases.

Ultimately, a thorough analysis of the options and costs will allow you to ascertain the type of shared-use structure that’s right for you and your fellow owners. T

RENÉ ARMAS MAES is Vice President Commercial at Jet Link International LLC, an international aviation consultancy. He has built a successful track record for delivering Business Aviation consulting projects for Fortune 500 companies, Venture Capital firms, and HNWIs in North America, the Middle East, Europe and Latin America. His expertise includes corporate travel assessments, business aircraft analysis, aircraft financing and sales.

62 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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VALUES - VERY LIGHT & LIGHT JETS

Business Aircraft Values: Very Light & Light Jets Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Very Light & Light Jets.

A

s business jets increase in size from Very Light & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases.

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

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

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

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

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

Very Light & Light Jet Price Guide

The following Very Light & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 2002 through Fall 2021, and covers 29 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Cessna Citation CJ3+ average value reported in the Fall 2021 edition of Bluebook shows $5.5 million for a 2017 model, $5.3 million for a 2016 model and so forth.

Note: We have included 29 aircraft models in the following Very Light & Light Jets average price guide.

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Retail Values NOV21.qxp_RPG 27/10/2021 10:24 Page 1

VALUES - VERY LIGHT & LIGHT JETS

Very Light & Light Jets: Average Retail Price Guide MODEL YEAR $

2021 US$M

2020 US$M

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

MODEL BEECHCRAFT PREMIER IA

1.9

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

10.75

8.6

7.2

6.8

6.3

6.0

5.7

5.4

5.1

4.8

CESSNA CITATION CJ3+

9.44

7.3

6.6

6.0

5.5

5.3

5.2

5.1

CESSNA CITATION CJ3

5.0

4.8

4.6

4.4

CESSNA CITATION CJ2+

4.4

4.2

4.0

3.8

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

5.575

3.9

3.6

3.4

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50

2.85

2.6

2.2

1.85

3.2

3.1

3.0

2.8

2.6

2.6

2.4

2.2

2.0

1.9

1.8

1.8

1.7 1.4

1.3 1.2

1.1

5.9

5.5

2.0

1.9

2.0

1.6

ECLIPSE 550 ECLIPSE 500 EMBRAER PHENOM 300E

9.65

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV

4.25

9.1

8.7

8.0

8.5

8.0

7.5

7.2

3.8

3.6

3.3

3.1

EMBRAER PHENOM 100E

2.9

7.0

6.6

6.4

2.7

2.4

2.2

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

5.48

4.9

4.0

HONDAJET HA-420

3.3

NEXTANT 400XT/XTi

2.9

2.6 3.1

PILATUS PC-24

11.246

10.5

9.5

2.9

2.5

9.0

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

66 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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Retail Values NOV21.qxp_RPG 27/10/2021 10:25 Page 2

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What your money buys today

Fall 2021 2011 US$M

1.8

2010 US$M

2009 US$M

2008 US$M

1.7

1.6

1.5

2007 US$M

1.4

2006 US$M

2005 US$M

4.6

3.2

2003 US$M

2002 US$M

1.2

MODEL YEAR $ MODEL BEECHCRAFT PREMIER IA

1.0

3.5

2004 US$M

0.95

0.9

0.85

BEECHCRAFT PREMIER I

1.15

1.10

BOMBARDIER LEARJET 31A

2.9

CESSNA CITATION ENCORE+ 2.6

2.4

2.2

1.9

1.8

CESSNA CITATION V ENCORE

1.55

1.45

1.35

1.25

1.15

CESSNA CITATION BRAVO

4.4

CESSNA CITATION CJ4 CESSNA CITATION CJ3+

4.2

4.0

3.8

3.6

3.3

3.2

3.1

3.6

3.4

3.2

3.0

2.8

2.6

2.5

2.4

2.3

1.9

1.8

2.4

2.3

2.2

2.1

2.0

1.7

3.0

CESSNA CITATION CJ3 CESSNA CITATION CJ2+

2.2

2.1

2.0

CESSNA CITATION CJ2 CESSNA CITATION CJ1+

1.6

1.5

1.4

CESSNA CITATION CJ1 CESSNA CITATION M2

1.7

1.6

1.5

1.4

1.3

1.2

CESSNA CITATION MUSTANG CIRRUS VISIONJET SF50 ECLIPSE 550

1.0

-

-

0.9

0.7

0.5

ECLIPSE 500 EMBRAER PHENOM 300E

5.3

5.1

4.9

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1.8

1.7

1.6

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67

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AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 14:10 Page 1

TURBOPROP COMPARISON

EPIC E1000

PIPER M600 SLS DAHER TBM 940

Turboprop Comparison: Epic E1000 vs Piper M600 SLS vs Daher TBM 910/940 How do the Epic E1000, Piper M600 SLS, and Daher TBM 910/940 compare in the single-engine turboprop market? What are the advantages offered by each model, and to whom would they appeal? Mike Chase explores…

O

ver the following paragraphs we’ll consider some of the key productivity parameters for the Epic E1000, Piper M600 SLS, and the Daher TBM 910 and 940 (including payload, range, speed, and cabin size) to establish which aircraft provides the better value in the single-engine turboprop market, and to whom.

For example, how might the desire for higher speed, longer range, or lower operating costs influence a buying decision?

It’s hoped that the following turboprop comparison will help clarify.

Epic E1000

The Epic E1000 is a single-engine, six-seat turboprop manufactured by Epic Aircraft. A development of the kit-built Epic LT, the E1000 features a cantilever low-wing, a 6.6 psi pressurized cabin with an airstair door just ahead of the rear seats, retractable tricycle landing gear, and a single Pratt & Whitney Canada PT6-67A turboprop engine, de-rated

70 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

to 1,200hp in tractor configuration.

The aircraft is predominantly made of carbon fiber, and the certification application process for the E1000 began in 2015 with final FAA Type Certification being granted in November 2019. The aircraft’s certified flight ceiling is 34,000 feet.

Of the nine Epic E1000 turboprops inoperation at the time of writing, all were wholly owned and operated in the US, according to JETNET. Thirteen more units were at the OEM; therefore, a total 22 aircraft had been built.

Piper M600 SLS

The M600 single-engine turboprop is the flagship model in Piper’s product range, and its roots go back to the PA-46 Malibu. While using the same fuselage as the other PA-46 models, the M600 incorporates an all-new wing that allows for additional fuel and range.

The latest version is the M600 SLS (standing for Safety, Luxury, Support (aka Safe

Landing System)). This has been in production since 2020 and incorporates Garmin’s Autoland system, branded by Piper as HALO. HALO enables the airplane to safely, automatically land at the touch of a button in the event of an emergency. The M600 was first produced in 2016.

Seventy-nine percent of the M600/SLS fleet are operated in the US and, at the time of writing, there was a total of 73 M600 SLS in operation worldwide with 72 wholly owned, and one in shared ownership, according to JETNET. An additional 16 aircraft were at the OEM, giving a total of 88 aircraft built.

Daher TBM 910/940

The TBM 910 benefitted from the same range, performance and technical features that had contributed to the TBM 900’s success. A six-passenger pressurized singleengine turboprop, the TBM 910 version climbs to its certified flight ceiling of 31,000ft in as little as 18 minutes. www.AVBUYER.com

AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 16:30 Page 2

www.AVBUYER.com HOW MANY

EXECUTIVE

SEATS

EPIC E1000

(2021 Model)

4

$3.30 Million

4

(Manufactured between 2019-Present)

$3.85 Million

vs.

PIPER

M600 SLS (Manufactured between 2016-Present)

vs.

(2021 Model)

DAHER TBM 940

4

(Manufactured between 2019-Present)

$4.23*/4.58 Million (2021 Model) * Daher TBM 910

WHICH OF THESE TURBOPROPS WILL COME OUT ON TOP

HOW FAR

PAYLOAD

CAN WE GO?

CAN WE TAKE?

(Nautical Miles. 4 Pax) Epic E1000

WHAT’S THE

HOW MUCH

1,232

LONG RANGE CRUISING SPEED?

(Lbs) 2,434

Epic E1000

Epic E1000

(Knots) 238 488

Piper M600 SLS

1,406 1,514

Daher TBM 910/940

1,000

Piper M600 SLS Daher TBM 910/940

1,203

Piper M600 SLS

184

Daher TBM 910/940

252

HOW MANY

HOW MANY

WHAT’STHE

OPERATION?

EACH MONTH?

PER HOUR?

UNITS IN

NEW/USED SOLD

<1 (0%)

9 73 161*

5 (0%)

5* (1.4%)

(* TBM 910/TBM 940 combined) 12-Month Average Figure (% = Global Fleet For Sale)

Sources used: OEMs, Conklin & de Decker, JETNET, B&CA, Chase & Associates

www.AVBUYER.com

VARIABLE COST

Epic E1000

Piper M600 SLS

$483

$433

Daher TBM 910/940

$518

 AVBUYER MAGAZINE Vol 25 Issue 11 2021

71

AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 14:12 Page 3

TURBOPROP COMPARISON

AVBUYER.com

Table A - Payload & Range Comparison Epic E1000 Piper M600 SLS Daher TBM 910/940

8,000

6,000

7,430

1,770

1,742

2,017

MAX Fuel (lb)

MTOW (lb)

2,434

1,000

1,203

MAX Payload (lb)

1,114

458

584

1,243

1,406

1,594

Ferry IFR Range (nm)

Avail Payload w/Max Fuel (lb)

Source: OEMs, B&CA.

Chart A - Cabin Comparison Epic E1000

Piper M600 SLS

Daher TBM 910/940

The latest aircraft in the series, the TBM 940, was announced on March 8, 2019 and features an autothrottle and the Garmin G3000 avionics suite. The autothrottle reduces pilot workload and protects the engine. Meanwhile, since 2020 new production TBM 940s incorporate Garmin’s Emergency Autoland system – essentially the same as the M600’s HALO, but branded as HomeSafe for Daher models.

At the time of writing, there were 69 TBM 910s in operation worldwide, with 65 whollyowned and four in shared ownership, according to JETNET data. With one more aircraft at the OEM, a total of 70 aircraft have been built since 2017.

Meanwhile, 92 TBM 940s are in operation worldwide with 91 wholly owned and one in shared ownership, per JETNET. With 21 TBM 940s currently at the OEM, one more in production, and one retired, a total 115 aircraft have been built since 2019. Almost 90% of the TBM 940 fleet are based in the US.

4.10 ft

3.90 ft

4.50 ft

Payload & Range Comparison

4.10 ft

4.50 ft

4.00 ft

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

Table A (above, left) shows the Epic E1000 has an ‘Available Payload with Maximum Fuel’ of 1,114lbs, which is significantly more than the 458lbs offered by the Piper M600 SLS (458lbs) and the Daher TBM 910/940 (584lbs).

Cabin Cross-Section Comparison

Source: UPCAST JETBOOK

Chart B - Range Comparison Epic E1000 Piper M600 SLS TBM 910/940

1,232 nm (w/Full Fuel) 1,406 nm (w/Full Fuel) 1,514 nm (w/Full Fuel)

Chart A (left) shows the cabin width and height of the Epic E1000 is 4.5ft., which is more than the Piper M600 SLS and the Daher TBM 910/940. However, the Daher TBM 910/940 offers more cabin length (15ft, vs 13.9ft (Epic E1000) and 12.3ft (Piper M600/SLS)).

One of the main selling points of the Epic E1000 is the cabin volume, and in this comparison the 184cu.ft offered by the Epic E1000 is slightly more than the 178cu.ft. provided by the Piper M600 SLS, and 123cu.ft. for the Daher TBM 910/940.

In terms of luggage space, the Daher TBM 910/940 provides more internal volume (30cu.ft.) and an additional 5.9cu.ft. externally. By comparison, the Piper M600 SLS offers 20cu.ft. internal volume, and the Epic E1000 offers no internal luggage space.

Range Comparison

Source: Chase & Associates

72 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

Using Wichita, Kansas as the start point, Chart B (left) compares the ranges of our comparative field. The Epic E1000 (1,232nm) offers less range than the Piper M600 SLS (1,406nm) and Daher TBM 910/940 (1,514nm), with each aircraft carrying full fuel with available payload. www.AVBUYER.com

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AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 16:29 Page 4

TURBOPROP COMPARISON

AVBUYER.com Note: ‘Full fuel with available payload range’ represents the maximum IFR ranges of the aircraft at Long Range Cruise with NBAA IFR alternate fuel reserve calculation for a 100nm alternate. This does not include winds aloft, or any other weather-related obstacles.

Chart C – Cost per Mile Comparison

Epic E1000

$2.23

Piper M600 SLS

$2.25

TBM 910/940

Powerplant Details

All aircraft in this field of comparison have single-engine Pratt & Whitney Canada powerplants.

$2.13 $0.00

$1.00

$2.00

•

$4.00

$3.00

US $ per nautical mile

•

*600 nm mission costs

•

The Epic E1000 utilizes a 1,200shp Pratt & Whitney PT6A-67A engine, burning 51 gallons of fuel/hour (GPH).

The Piper M600 SLS has a PT6A-42A engine providing 600shp and burning 45 GPH fuel.

Daher’s TBM 910/940 utilizes a PT6A66D engine, which provides 850shp of output, burning 65 GPH fuel.

Thus, the Piper M600 SLS has lowest hourly consumption of fuel within this field of study.

Chart D - Variable Cost Comparison

Cost per Mile Comparison Epic E1000

Chart C details ‘Cost per Mile’, comparing all three models, and factors direct costs with each aircraft flying a 600nm mission with available payload. The Piper M600 SLS has a marginally higher cost per nautical mile (at $2.25), compared with the Epic E1000 at $2.23 and $2.13 for the Daher TBM 910/940.

$483

Piper M600 SLS

$433 $518

TBM 910/940 $0.00

$250

$500

Variable Cost Comparison

$750

The ‘Variable Cost’ illustrated in Chart D (middle, 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 Daher TBM910/940 ($518) shows the higher variable cost per hour compared to the Epic E1000 ($483) and the Piper M600 SLS ($433).

US $ per hour Source: JETNET

Table B - Market Comparison

Epic E1000 $1.5

Piper M600 SLS TBM 910/940

238

184

Comparison Table

252

Long Range Cruise Speed (Kts)

184

178

123

Cabin Volume 28,000 30,300 Cu Ft

30,800

1,232 1,406 1,514

$4.230/ $3.850 $3.300 $4.580

Full Fuel IFR Range nm

2021 New B&CA Price - $USm

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

74 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

9

73

69/92

In Operation

0%

1.4% % For Sale

0%

<1

5

1/4

Average Sold Per Month*

Table B (left) contains the 2021-model prices for our comparative aircraft, per B&CA. At $3.35m, the Piper M600 SLS costs less than the Epic E1000 ($3.85m). The Daher TBM 910 costs $4.230m, and the TBM 940 costs $4.580.

The long-range cruise speed and range numbers listed are also from B&CA, while the number of aircraft in-operation, the fleet percentage for sale, and average sold per



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AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 14:17 Page 5

TURBOPROP COMPARISON

Table C -

Epic E1000 Sample MACRS Depreciation Schedule 2021 Epic E1000 - Part 91 Full Retail Price - Million $3.850 1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.770

$1.232

$0.739

$0.444

$0.444

$0.222

Depreciation Value ($M)

$3.080

$1.848

$1.109

$0.665

$0.222

$0.000

Cum. Depreciation ($M)

$0.770

$2.002

$2.741

$3.185

$3.628

$3.850

Year

2021 Epic E1000 - Part 135 Full Retail Price - Million $3.850 Year

1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.550

$0.943

$0.673

$0.481

$0.344

$0.344

$0.172

$0.285

Depreciation Value ($M)

$3.300

$2.357

$1.684

$1.203

$0.859

$0.516

$0.172

$0.000

Cum. Depreciation ($M)

$0.550

$1.493

$2.166

$2.647

$2.991

$3.334

$3.678

$3.850

Source: B&CA

Table D -

Piper M600 SLS Sample MACRS Depreciation Schedule 2021 Piper M600 SLS - Part 91 Full Retail Price - Million $3.300 1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.660

$1.056

$0.634

$0.380

$0.380

$0.190

Depreciation Value ($M)

$2.640

$1.584

$0.950

$0.570

$0.190

$0.000

Cum. Depreciation ($M)

$0.660

$1.716

$2.350

$2.730

$3.110

$3.300

Year

2021 Piper M600 SLS - Part 135 Full Retail Price - Million $3.300 1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.472

$0.808

$0.577

$0.412

$0.295

$0.294

$0.295

$0.147

Depreciation Value ($M)

$2.828

$2.020

$1.443

$1.031

$0.736

$0.442

$0.147

$0.000

Cum. Depreciation ($M)

$0.472

$1.280

$1.857

$2.269

$2.564

$2.858

$3.153

$3.300

Year

Source: B&CA

Table E -

Daher TBM 910 Sample MACRS Depreciation Schedule 2021 Daher TBM 910 - Part 91 Full Retail Price - Million $4.227 1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.845

$1.353

$0.812

$0.487

$0.487

$0.243

Depreciation Value ($M)

$3.382

$2.029

$1.217

$0.730

$0.243

$0.000

Cum. Depreciation ($M)

$0.845

$2.198

$3.010

$3.497

$3.984

$4.227

Year

2021 Daher TBM 910 - Part 135 Full Retail Price - Million $4.227 1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.604

$1.035

$0.739

$0.528

$0.377

$0.377

$0.377

$0.189

Depreciation Value ($M)

$3.623

$2.588

$1.848

$1.321

$0.943

$0.566

$0.189

$0.000

Cum. Depreciation ($M)

$0.604

$1.639

$2.379

$2.906

$3.284

$3.661

$4.038

$4.227

Year

Source: B&CA

76 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

month are from JETNET. At the time of writing, only the Piper M600 SLS had 1.4% (one aircraft) of its fleet ‘for sale’ on the pre-owned aircraft market.

None of the Epic E1000, TBM 910 or TBM 940 had any pre-owned aircraft ‘for sale’.

The average number of new and used transactions (units sold) per month over the previous 12 months was less than one for the Epic E1000, five per month for the Piper M600 SLS, four for the TBM 910, and one for the TBM 940.

Representative MACRS Depreciation Schedules

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

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

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS), based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There is a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelve-year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a seven-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year.

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023.

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

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

AirCompAnalysis NOV21.qxp_ACAn 27/10/2021 16:28 Page 6

AVBUYER.com Table C (top, left) depicts an example of using the MACRS schedule for a 2021-model Epic E1000 in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods. The price is as published in the June 2021 B&CA Magazine.

Table D (middle, left) depicts an example of using the MACRS schedule for a 2021edition Piper M600 SLS in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published in the June 2021 B&CA Magazine.

Table E (bottom, left) (depicts an example of using the MACRS schedule for a 2021model Daher TBM 910 in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published in the June 2021 B&CA Magazine.

Table F (top, right) depicts an example of using the MACRS schedule for a 2021edition Daher TBM 940 in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods. The price is as published in the June 2021 B&CA Magazine.

Table F -

Daher TBM 940 Sample MACRS Depreciation Schedule 2021 Daher TBM 940 - Part 91 Full Retail Price - Million $4.575 1

2

3

4

5

6

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.915

$1.464

$0.878

$0.527

$0.527

$0.264

Depreciation Value ($M)

$3.660

$2.196

$1.318

$0.791

$0.264

$0.000

Cum. Depreciation ($M)

$0.915

$2.379

$3.257

$3.784

$4.311

$4.575

Year

2021 Daher TBM 940 - Part 135 Full Retail Price - Million $4.575 1

2

3

4

5

6

7

8

Rate (%)

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Depreciation ($M)

$0.654

$1.120

$0.800

$0.571

$0.409

$0.408

$0.409

$0.204

Depreciation Value ($M)

$3.921

$2.801

$2.001

$1.429

$1.021

$0.613

$0.204

$0.000

Cum. Depreciation ($M)

$0.654

$1.774

$2.574

$3.146

$3.554

$3.962

$4.371

$4.575

Year

Source: B&CA

Chart E - Productivity Comparison $8.0

At the time of writing, one Piper M600 was available on the used aircraft market for sale that displayed an asking price of $2.8m.

There were no Epic E1000 or Daher TBM 910/940 pre-owned aircraft for sale.

While each aircraft serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variation in the price of a specific aircraft – even between two aircraft from the same year of manufacture.

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

Productivity Comparison

The points in Chart E (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in the June 2021 B&CA magazine. The productivity index requires further discussion in that the factors used can be somewhat arbitrary.

Productivity can be defined (and it is here) as the multiple of three factors: 1. Full Fuel with available payload Range (nm).

2. The long-range cruise speed flown to achieve that range.

3. The cabin volume available for passengers and amenities.

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

The Epic E1000 offers greater cabin volume than its competitors, but less range.

Moreover, the Epic E1000 has significantly more ‘Available Payload with Maximum Fuel’. www.AVBUYER.com

Price (Millions)

Asking Prices & Quantity

$6.0

$4.0

2021 Daher TBM 910 $4.227m

2021 Daher TBM 940 $4.575m 2021 Epic E1000 $3.850m

2021 Piper M600 SLS $3.300m

$2.0

$0.0 0.040

0.060

0.050

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

Meanwhile, the Daher TBM 910/940 offers more range and greater speed, but comes at a higher price. Meanwhile, the Piper M600 SLS is competitive throughout, and offers the lowest variable operating cost than the rest of the field. Though its cabin volume is slightly less than the Epic E1000, it does offer internal luggage space whereas the E1000 model doesn’t.

Among the important questions is which combination individual operators require of speed, range, payload capability, or cabin volume. Thought should also be given to the technology installed, with Daher and Piper both promoting the benefits, and peace of mind

the Autoland system from Garmin offers.

Within the preceding paragraphs we have touched upon several of the attributes that business turboprop operators value. There are other qualities such as airport performance, terminal area performance, and time-to-climb that might factor in a buying decision, however.

Ultimately, there is plenty for a prospective buyer to consider when deciding which performance criteria is better suited to them. These turboprops offer great value in the single-engine turboprop market today, serving their respective markets well. T

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

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FLIGHT DEPARTMENT MANAGEMENT

Tips When Planning or Reducing a Budget When budgeting season arrives, what are the assumptions Flight Department managers should establish in order to plan accurately?

How can you know where to cut costs without adverse impacts on operations? David Wyndham offers some pointers…

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s year-end approaches, we enter ‘budget season’. This is a time that many aviation managers dread.

Others simply use the previous year’s costs, add a few percentage points, and assume their budget to be complete. Neither approach works – but what does?

Budgeting for flight department operations during the coming year becomes easier once you get past the dread, expand your information, and agree on the assumptions. Here are some tips…

Agree on the Assumptions

For any given period, your operating budget is reliant on what missions you’re expected to accomplish with the company airplane. Inputs from senior leadership as to what types, how much, and where flight activity is expected to occur in the coming year will be vital. Armed with such information, the operating budget is simply the cost to accomplish that mission need.

The approach of allocating a total budget amount first, then trying to perform at or below budget, given any assumptions, is destined to fail and disappoint. Here’s why…

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The wrong example: Assume that this year you will fly 300 flight hours and your operating expenses are approximately $2.5m. Senior leadership, still worried about COVID, labor costs, and supply shortages, has informed you that the coming year’s budget is being cut by 10% ($250k).

In this scenario, assume there has been no communication about flight hours, levels of service, changes in department structure, staffing levels; and no request has been made for your estimated minimum costs.

Assuming that $750,000 of your current budget is a variable cost, the $250,000 reduction for next year may result in a one-third reduction in flight hours, unless significant changes are made to the fixed expenses.

The right example: Senior leadership needs to let you know what air travel is expected, including where, and how frequently, since changes in your utilization will impact your variable costs. Your fixed costs will remain essentially unchanged. Once you have the mission defined, then your variable operating budget is set.

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costs. If fuel prices increase and a major maintenance inspection is due in 2022, your hourly variable costs will increase, and your variable operating budget will be higher if you fly the same number of hours as you have this year. (If your maintenance costing is based around a guaranteed hourly plan, then fuel is the major cost factor to consider.)

If senior leadership is requesting a budget cut, you first must know what the required utilization is to be. Only then can the assumption of a reduced budget be discussed in terms of the impact on mission accomplishment.

Where to Cut the Costs

Cutting down catering helps reduce the costs of operations, as does the use of lower-cost hotels while traveling. How much of your in-flight connectivity bill is a variable?

If there is to be a significant budget cut, however, it may not be possible to find significant savings in the variable budget alone. This is where you must have a clear understanding of all your costs. How do you track your operating costs?

Some operators only have a few categories of www.AVBUYER.com

costs. Unsurprisingly, they typically find it hard to manage these effectively.

Those who we’ve helped establish more detailed accounts find it easier to manage and control their costs since they have the detail needed to truly understand their costs. Once you know where your dollars are flowing, then you can examine ways to reduce outgoings.

How to Reduce Fixed Expenses

Reducing the fixed expenses can come from two general areas; operational changes and structural changes.

Operational Changes: These center on how the department operates day-to-day. Do you use supplemental lift, such as charter or jet cards? That can be reduced or eliminated, as long as leadership understands the schedule ramifications.

Do the pilots train every six months? What impact on safety would there be if training slipped to eight months between classes?

Structural Changes: These involve the core organization of the aviation department.

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Downsizing aircraft cannot be done quickly, and not without a thorough mission analysis.

Equipment leases also require advanced planning, as do hangar leases or rent.

Staffing reductions may negatively impact the culture of the aviation department. Hiring (or rehiring) qualified employees takes time. Any staffing changes require careful planning and consideration of the long-term effects.

Changing the operations and structure of the aviation department (as with any organization) can impact the level of service that the aircraft users have been accustomed to receiving.

Always Start Here…

Begin with the assumptions: Have detailed cost data at hand, and discuss budget changes first, with respect to its impact on mission accomplishment. Once the assumptions are agreed with senior leadership, the remaining part of the process flows much more easily. T

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“Once you know where your dollars are flowing, then you can examine ways to reduce outgoings.”

DAVID WYNDHAM is the Founder of David Wyndham + Associates, LLC. He is a highly respected industry veteran having built up more than 36 years of aviation experience, including as President and Co-Founder of Conklin & de Decker. He is also Vice President, Asset Insight Consulting Services. https://www.linkedin.com/in/davidwyndham/

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GE OnPoint October.qxp_Layout 1 23/09/2021 11:39 Page 1

We know your engine better because we designed it OnPoint engine maintenance program SM

GE’s OnPoint program provides the most comprehensive business jet engine coverage, including full risk transfer of your engine maintenance, support and diagnostics. Beginning on day one with 100% coverage,

geaviation.com/bga

OnPoint ensures your aircraft retains the highest level of performance and residual value. No matter where you are in the world GE can tailor a solution to best suit your operating needs.

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FLIGHT DEPARTMENT MANAGEMENT

Managing Flight Training: Tips from a Veteran Andre Fodor draws from years of experience piloting and managing flight departments of many different shapes and sizes to share tips on managing training within your operation... s professional pilots, training is intrinsically a part of our lives. We train for our pilot ratings. We train to be type-rated on an aircraft. We train to stay current, and to learn differences in avionics, or new procedures.

We complement proficiency with more training, using them as building blocks as we learn about changes in the airspace (such as the Atlantic High Altitude, or coping with NextGen’s airspace upgrades).

Being type rated in a variety of aircraft, from Light to Large Jets, and from experience gained in management positions held within flight departments of various different shapes and sizes, I believe I have learned a few tricks of the training trade during my career. As I share some of them here, I do so in the hope they may be helpful to other pilots or flight department managers

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Manage Your Training Nerves

There is always a measure of nervousness that comes with training. Pilots, by nature, are perfectionists. The desire for perfection can translate into anxiety, which can impair the quality of training.

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A friend with many years of professional experience (he has flown as a Boeing 767 captain, and also as a high-end business jet pilot), still suffers training and ‘check ride’ anxiety. At the pinnacle of his career, he was offered a position at one of the world’s most prestigious airlines, and immediately nerves set in.

At the time, we had a long discussion about training and outcomes, and it was important to remind him that he had accepted the new position, and training challenge, by choice.

Reflecting on his many successes, we also discussed the causes for some of his training mishaps in the past. The conversation highlighted that he lacked nothing in professional skills, but that his nerves often depleted his high performance energy.

I could identify. Many years earlier, I had been required to pass at least two flight checks each year, and I got nervous every time. One day, while walking to the simulator bay with sweaty palms, I reflected that I was going to have to endure training and testing for my entire career, whether I was scared or not.

It dawned on me that if I could relax, and allow myself to feel self-assured, my chances of success www.AVBUYER.com

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would increase. That day I had the best simulator session I’d ever had and, thereafter, I made sure I took a mental Valium every time I needed to train.

It has worked ever since.

Set aside time to center yourself ahead of training. Focusing on your upcoming success. Do what is needed to feel self-assured, confronting any lingering fears in your mind head-on.

Correct Your Perception of Training

The pass/fail standards in pilot training are set by the regulations. Very little is left for the abstract judgment of the assessor, other than to make sure you’re in control of your aircraft.

In fact, the entire training structure is geared towards success. After all, there is no good business sense in having a high failure rate that would reflect badly on the quality of the training curriculum and instructors.

There are knowledge gates to warn you if you need any remedial training. And, if you are having trouble with training, be honest and work on a plan with your instructors to help you succeed.

They will appreciate your honesty, and reward it with renewed efforts to help you get you to your goal. www.AVBUYER.com

Flight Department Managers: Think Ahead

From a management viewpoint, my greatest concern is to ensure all training is secured for my team. With high demands being placed on the entire corporate aviation provider network currently, you are likely to experience challenges to secure training slots – especially if you leave it to the last minute.

My team’s recurrent training happens annually, and my contracts with the training provider for these are signed two years ahead of time, whenever possible. Unfortunately, some providers restrict scheduling to twelve months in advance, which I always find puzzling.

Regardless, secure the training for your team at the earliest possible time before it’s due. Then, when the training approaches, verify that your account is fully paid. Don’t let your pilots be denied training because you forgot to approve the invoice payment!

Make sure you have correctly prepared and sent the Training Course Authorization (TCA) paperwork. I have seen instances where pilots successfully finished their coursework, but had to return to school because it had not been done in accordance with their SOPs or OPS-SPEC.

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The TCA gives clear guidance to the instructor (and the checker) on the procedures and maneuvers that should be included in the training curriculum – and this may vary according to the type of operation, or the certifying authority.

With geopolitics and COVID travel restrictions in mind, verify your crew can travel for training.

The training locations may be located in countries requiring visas, medical testing, and – more critically – a security assessment before your crew can enter the facility – especially one with a full-motion simulator.

Your job is to ensure your pilots have been cleared in advance since there are no exceptions to these types of safety rules.

And be prepared: With the current high demand for training, it may be necessary to accept a slot at a more distant training facility. (I know of US-based colleagues who now train in Dubai, due to the lack of slots.)

The takeaway is to be flexible, and think farenough ahead.

How to Keep Sharp…

To help keep proficiency levels sharp, consider developing a complementary training program within your flight department.

I select several online classes annually for each person in my team, and also schedule First Aid and CPR training. We conduct an Emergency Procedure Drill every three months (instead of annually), and we design it to help each team member since the drill-leader is allocated on a rotating order, empowering everyone while building a safety culture of knowledge exchange.

Ultimately, well trained crews will perform better during high-demand and/or emergency situations when using the same standardized procedures. It makes a great deal of sense to be highly trained, and is an investment with tangible returns. Good training builds a culture of high professionalism and high self-esteem.

These are the components of a successful flight department! T

“Good training builds a culture of high professionalism and high self-esteem. ”

ANDRE FODOR With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is the Aviation Director for his current employer. https://www.linkedin.com/in/andrefodor/

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FLIGHT DEPARTMENT MANAGEMENT

Tips for Incorporating a Jet into your Flight Department (Part 2) Mario Pierobon explores the principles for managing a change of aircraft in the flight department, including aspects of maintenance and airworthiness change management, plus learning newer technology types.

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t a time that the pre-owned aircraft sales market has been very active, many flight departments around the world will have been integrating, or will be planning to integrate, one or more new jets into their operations. But what are the challenges of doing so, and how can a flight operation prepare?

The introduction of a new aircraft type into the flight department will, of course, require formal change management with an organization’s safety management system (SMS).

From a technical point of view, change management considerations must be made if maintenance is contracted to a Part 145 maintenance organization (in Europe). Moreover, “If it’s contracted, is the new aircraft within the scope of work of the contracted Part 145 organization,” Wolter Portier, a Continuing Airworthiness Surveyor, asks, “or is there another Part 145 organization available with the correct approvals?

“If the operator has its own Part 145 approval, does it plan to perform the maintenance itself? If so, the certifying staff and maintenance technicians need to have specific type-training, and obtain proven experience at another MRO,” Portier continues.

“The same holds true for the Continuing Airworthiness Management Organization (CAMO), 88 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

within Europe. Is the CAMO capable of extending the approval with the new aircraft type? If not, is there a CAMO organization available with the correct approvals?”

An important requirement to satisfy is the training for all personnel involved in the acquisition and management of the new aircraft, notes Fleet Technical Management Specialist, Sara Zerbini.

“An additional requirement is to update all manuals and documentation, namely the continuing airworthiness management exposition, and any equipment compliance list that is needed. And it will be necessary to plan to undertake difference training courses in the case where an aircraft that is similar to those already operated is acquired,” she says.

“It is necessary to identify what the differences are as a matter of safety, because if the aircraft types are similar, the technical management personnel may not realize those differences that have an impact on airworthiness management, or maintenance operations.”

Newer Levels of Technology

Considering how fast business aircraft technology has developed, change management considerations must be given to the hazards that can manifest when the new aircraft type has significantly more technology and/or automation. www.AVBUYER.com

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“Absolutely, consideration must be given to additional training, and you should verify if there is someone already in the department who has experience on aircraft types with similar technology, who may be able to provide some guidance – especially in the initial phase,” Zerbini suggests.

“Everyone should be allocated training that, at a minimum, describes the principles and workings of the newer levels of technology.”

From a change management perspective, newer technologies should not be assumed as being automatically safer, warns Human Factors and Crew Resource Management (CRM) Trainer Thomas Fakoussa. “Equally important is a correct understanding and handling of the automated and computerized systems.

“Newer technology will have its shortcomings, just like any program on our personal computers or laptops. Many honest reports from the flight and ground crews will be needed to highlight what needs to be updated, and what has to be emphasized to the crew. So to begin with, the way the departments work together will be extremely important, regarding new technology.”

A good practice to manage changes in technology is to prepare a small booklet, illustrating the main aspects of operating a type of aircraft with glass cockpit or fly-by-wire technology (for example). www.AVBUYER.com

Safety Assessment, Action Plan, and Assurance

Following identifications of the different hazards, together with existing and possible additional mitigations, these need to be thoroughly considered via a structured safety assessment.

“First, the safety assessment must verify the competencies of personnel, the need for training, and whether it’s possible to perform the operations needed (i.e. Reduced Vertical Separation Minima (RVSM),” Zerbini suggests. “It must also verify that there are no gaps within the flight department that would make it inconvenient to take this type of aircraft from a safety point of view.”

The safety assessment should be conducted in a way that requires constant feedback from the crew about their experiences with the new aircraft type, and the feedback should then be analysed by a designated safety specialist, says Fakoussa.

“Airport approaches and weather conditions vary, and could have a very different impact on the new aircraft type you’re looking to implement in the flight department,” he says. “So, be proactive and seek out as many reports as possible.”

Following the safety assessment, ICAO’s SMM requires owners/operators to develop an action plan, which it says “should define what is to be done, by whom and by when. There should be a clear plan describing how the change will be

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implemented and who will be responsible for which actions, and the sequencing and scheduling of each task.”

The sign off would serve to confirm that the change is safe to implement into the flight department. The person with overall responsibility and authority for implementing the change should sign the change plan.

Meanwhile, an assurance plan should also be established to determine what follow-up action is needed and to consider how the change will be communicated, and whether additional activities (such as audits) are needed during, or after, the change. Any assumptions made must also be tested, according to ICAO’s SMM.

In Summary

In the change management process relating to the introduction of a new aircraft type into a flight operation, there are some important maintenance and airworthiness management aspects that apply in addition to challenges specific to handling newer levels of technology.

Change management must include a safety assessment, and this must be followed by an action plan and a safety assurance program. T

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“From a change management perspective, newer technologies should not be assumed as being automatically safer...”

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

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

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Elliott Jets November.qxp_Layout 1 27/10/2021 12:47 Page 1

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CABIN Electronics 1.qxp_Finance 27/10/2021 16:34 Page 1

CABIN ELECTRONICS

Five Must-Have Bizjet Cabin Electronics Retrofits MRO centers performing business aircraft cabin refurbishments are seeing clear trends in the types of functionality and electronics equipment their customers are requesting for retrofit. Three leading MRO providers discuss those trends with Chris Kjelgaard.

I

n conversations with AvBuyer, three leading North America-based bizjet MRO providers report that many of their customers are telling the providers much the same thing. The customers want exactly the same internet, video, audio and lighting capabilities in their aircraft as they have in their homes.

Not only that, but they want to be able to control those capabilities remotely, from controllers and, increasingly, from their personal electronic devices (PEDs). “More and more people want what’s in their house, for their airplane,” says Dennis Kruse, a Senior Avionics Sales Representative for Duncan Aviation.

The three MRO providers interviewed agree that, when onboard, their customers want to be able to stream video, audio and text content to their PEDs where possible.

Each person in the bizjet cabin wants to be able to individually consume the content he or she is most interested in (rather than everyone on board having to look at a wall-mounted screen and thus have no individual content choice).

Meanwhile, increasingly, because of the rapid pace of technological advancement in household consumer electronics — which has made voice-activated devices and controllers such as Amazon’s Alexa, Apple’s Siri and Google’s Voice Assistant commonplace — business jet owners and operators are hoping soon to be able to 92 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

control their cabin electronics by voice too.

Indeed, in launching its Challenger 3500 Bombardier recently announced that the aircraft would feature an element of voice control for its cabin systems. Given that the Challenger 3500 launch may also have signaled the launch of the fifth generation of Lufthansa Technik’s Nice Touch cabin management system [the timing squares well with LHT’s previous comments to AvBuyer on when it would complete development of the new-generation system], it seems likely that LHT has designed the new iteration of Nice Touch with voice-activated control at its heart.

All these trends — involving increased and individually streamed consumption of content, new electronics control capabilities, individually enabled (rather than centralized) cabin-control functions, and more sophisticated monitoring of all cabin functions — will rely on there being enough wireless connectivity to the cabin to support each of the improved capabilities.

Apart from anything else, aircraft owners today want their video content to be at least viewable in high definition, if not in 4K definition, all of which takes bandwidth of true broadband scale.

So it will come as no major surprise to business jet owners and operators that the most-requested cabin electronics upgrade today by those refurbishing their aircraft is the installation, or upgrading, of wireless internet connectivity. www.AVBUYER.com

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1. Broadband Cabin Connectivity

“Right now, almost all [business jets inducted for refurbishment] have obsolescence in connectivity and cabin entertainment,” notes Kruse. So when Duncan Aviation’s customers bring their aircraft in for cabin refurbishment, many ask the MRO provider either to install equipment that will provide broadband wireless connectivity for the first time, or to upgrade the aircraft’s existing cabin-connectivity installation to offer much greater bandwidth.

Both Duncan Aviation and Elliott Aviation say refurbishment customers who primarily fly their aircraft over the US continental mainland and through the major Canadian airspace pathways often choose Gogo Business Aviation’s AVANCE L3 or L5 4G air-to-ground (ATG) connectivity platforms.

Gogo still has a dominant share of this market, but with the introduction of 5G capability fast approaching, its own new 5G solution is likely to face some competition from SmartSky’s planned service.

According to Bill Forbes, director of avionics for Elliott Aviation, many bizjets the company inducts for refurbishment were originally fitted with cabin management systems that used a lot of cabin displays; among them wall or seat displays showing Collins Aerospace’s popular Airshow moving maps. Now, however, “most people just bring their own streaming devices,” he says. www.AVBUYER.com

For customers choosing Gogo’s AVANCE L3 air-toground 4G broadband installations, their preference for content streamed to PEDs means that they often choose to purchase Gogo’s hourly unlimited-rate data packages, Forbes says. However, he says, “not too many” L3 customers — who typically are installing the connectivity systems in smaller bizjets — buy the monthly or annual data and voice/text service plans that Gogo offers for the system, for cost reasons.

The same isn’t true for customers of Gogo’s AVANCE L5 systems, who typically install the system in Mid-Size Jet cabins, according to Forbes. Such customers “are into higher subscriptions, but not full streaming, because of cost,” he explains.

Gogo’s website quotes three official ‘manufacturer’s suggested retail price’ (MSRP) prices for AVANCE L3 installation, ranging from $39,995 to $67,995 depending on how much internet use the system is expected to handle, and how many onboard PEDs and other electronic devices [ranging from five to 25] it is required to support.

Gogo’s AVANCE L5 installation officially costs $133,000 at MSRP and can support up to 40 devices within the cabin. The company offers promotional pricing for both the L3 and L5 systems, which is likely to bring down the net prices of the installations — not counting the MRO shop’s labor and other costs.

Most customers who operate their aircraft beyond the

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boundaries of the US and Canadian mainland either will choose only a satellite-provided broadband system, or pair such a system (for use in European, international and oceanic airspace) with a terrestrial Gogo 4G system for use over most of North America.

Although Gogo also offers a Kuband satellite-based broadband installation, Forbes reports that many of Elliott Aviation’s retrofit customers are likely to choose either an Inmarsat or an Iridium Ka-band installation, the latter integrating well with Garmin G5000 and G1000 integrated flightdecks.

Meanwhile, Kevin Kliethermes, Director of Sales for Flight Colours Corporation, typically performs Gogo AVANCE L5 retrofits for aircraft operating in North America, while for Europe-operated aircraft, the retrofits are of Ka-band and Kuband systems. “Our Ka-band installations have all been Honeywell JetWave [systems],” he notes, though Flying Colours has also performed Viasat Ku-band installations.

“The biggest percentage [of retrofit installations by the company] have been Ka-band, and then Gogo systems, and sometimes both,” Kliethermes summarizes, estimating that as part of a cabin refurbishment it can cost “as little as $185,000 [overall] to get good, robust broadband” for smaller bizjets.

However, the price can range “all the way up to $650,000 for the highest JetWave [installation] — and double that if redundant systems are installed”.

2. Cabin Management Systems

In addition to broadband installations, “we are seeing a lot of CMS (cabin management system) modernization,” Kliethermes notes.

“There is a lot of interest in upgrading those,” with “some older ones” being obsolescent, or even obsolete in terms of finding replacement spare parts.”

In some older bizjets – for instance Gulfstream GIVs which might be approaching 30 years old, “the switches, panels and components can’t be supported 94 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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because they’re not even being made any more,” says Kruse. “If they break, then you can’t turn the lights on and off, and you possibly can’t flush the toilet.”

When inducted for refurbishment, aircraft with obsolescent cabin management systems which rely on physical switches are, at the very least, candidates for replacement switching systems. One such is Alto Aviation’s line of replacement switch controls, designed specifically to interface seamlessly with older cabin management systems and also with newer ones.

However, many aircraft owners and operators choose to have the aircraft’s entire cabin management system replaced with one offering a more modern look and modern-day functionality (control, capabilities, flexibility, scalability and — not least — weight).

“A lot of new players” have entered the CMS field, according to Kruse, but some particular names cropped up repeatedly in AvBuyer’s survey of the three North Americabased MRO providers.

Two of the most popular systems chosen for retrofit are Collins Aerospace’s Venue, and Honeywell’s Ovation Select systems, both of

which offer streaming to PEDs, PEDbased app control and (in Ovation’s case, according to Kliethermes) partial CMS replacement.

“Venue is a big [retrofit] upgrade system for us,” he says. Flying Colours has also performed a hybrid installation of a Venue CMS paired with Alto Aviation switch controls.

“Collins’ Venue is pretty popular — it has caught on considerably” as a retrofit choice, says Forbes.

“Honeywell’s Ovation has picked up considerably too.”

Today, two parts of many CMS retrofits receiving very little recognition but being absolutely required by customers are “USB plug-in adapters, [which] seem to be really big, and the ability to charge devices”, Forbes says. These requirements feature in “probably 80% of the installations we do.”

One former staple of the CMS market, the Micronet system, is now obsolete and aircraft fitted with the system — which didn’t offer Collins’ Airshow moving-map displays — are key candidates for CMS replacement. But traditional Airhshow seat or wall displays are on the way out too, increasingly replaced nowadays by semicustomizable Airshow graphic

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screens streamed to each passenger’s PED, the passenger being able to choose from a range of different display styles on the PED screen.

Alto Aviation also markets its own CMS, which it designed specifically for retrofit and which has seen particularly fertile ground in retrofits of Challenger cabins. “Alto was very smart about it,” Kruse suggests.

“They went into niches and they were first into the [retrofit] market. It has been a big help to them.”

Kruse highlights Texas-based Cabin Management Solutions and California-based DPI Labs as two of the more notable recent entrants

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$550,000 to $900,000 — and much more for very large business jets.

Kliethermes’ rough estimate of CMS retrofit cost is very much in line with that. “Typically, for a Challenger or a Global, plan on at least $500,000 to start with.” But the retrofit can cost less than that “if you’re not re-doing the cabinetry, and depending on what capabilities you’re looking for”, he says (for example, if the customer doesn’t want a “higher-level audio system” to be installed). Many do, however.

3. High Quality Audio

Having the highest-possible quality audio reproduction is a key

PRIZM CABIN LIGHTING SYSTEM. PHOTO COURTESY OF ELLIOTT AVIATION

into the CMS market, and also cites Washington state-based Innovative Advantage as an important player in the market.

Innovative Advantage “doesn’t have its own CMS, but does provide the [audio, video and data distribution] backbone to Gulfstreams, and to other companies,” he says.

Replacement CMSs don’t come cheap. Kruse estimates that an installation for a Mid-Size or Large bizjet can range from about 96 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

requirement for some cabinrefurbishment customers, according to Kliethermes. “It’s very, very important for some clients,” — so important that some are more concerned about the fidelity and quality of their cabin audio systems than they are about the definition standards of the video content they watch.

High-quality cabin audio “is not part of every single refurbishment project, but it is a part of a lot of them,” he says.

In recent years, Alto Aviation has been seen as the industry benchmark for cabin-audio quality and the company’s speakers are installed in the cabins of many different bizjet types, in pairing with various CMS installations such as Venue. Alto’s cabin speakers are popular with bizjet owners — all the more so since the company introduced its range of Bluetoothenabled wireless speakers, according to Forbes.

But Alto Aviation is likely to face increasingly stiff competition from Bongiovi Acoustic Labs, in the form of that company’s recently developed “Speaker-less Audio” system. This uses Bongiovi’s patented Digital Power Station (DPS) algorithms to send signals to transducers attached to the rear sides of cabin interior panels.

These signals cause the transducers to produce vibrations in the panels which create high-fidelity audio reproduction, automatically compensating for intrusive aircraft noise.

Biongiovi’s DPS-driven system weighs much less than a traditional cabin audio system which uses speakers. Bongiovi has certificated its new cabin audio system for various bizjet types — including several Citation models — and Duncan Aviation has completed several installations, including one in a Gulfstream G450.

Aircraft owners won’t find either the high-quality speaker systems produced by Alto Aviation or Bongiovi’s new Speaker-less Audio system cheap to install.

According to Kliethermes, customers can expect to pay “$100,000-plus for a typical, welldesigned, robust audio system, and [costs of audio systems] go up from there,” depending on how large the aircraft is, and how many speakers or transducer-driven interior panels are required.

4. LED Lighting

Replacing obsolescent fluorescent lighting or aging first-generation, slowly weakening LED lighting in business jet cabins is an important task in cabin refurbishment.

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Replacing older LED lighting with new-technology LED lighting is a relatively simple task, because the older systems “are fairly easily swapped out” and the new systems are “pretty close” to them in terms of electrical connections, says Kruse.

In many if not most present-day bizjet cabin refurbishments, “the final touch is LED (light emitting diode) lighting,” says Meghan Welch, Director of Paint and Interior Sales for Elliott Aviation.

In addition to overhead lighting for general illumination of the cabin, many LED lighting retrofits include new lighting for galleys, reading lamps at each seat in the cabin, and

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effects to change the mood and feel of the overall cabin environment.

Increasingly, modern aircraft provide overhead LED lighting which changes automatically (or is controlled by flight attendants) to suit the time of day. This function is seen as being particularly useful in combating jetlag on long flights covering many time zones.

Prizm’s systems for bizjets can be manually controlled to offer the same effects, but at present does not have preset programs to provide that function. However, such LED lighting systems do offer the benefit of being highly customizable to the customer’s and passengers’

of some systems can be performed quickly and easily, says Kruse.

While Prizm’s multicolored lighting systems are popular, Duncan Aviation also performs retrofits using LED lighting systems made by Aircraft Lighting International (ALI). ALI “is very good about quick retrofits”, Kruse notes, adding that DPI Labs also offers a full package of LED lighting for bizjet cabin retrofits.

Kliethermes says LED lighting systems for cabin retrofits can be “fairly inexpensive” to install. Full replacement of an older cabin lighting system can start “in the $40,000 range and it goes up from

DUNCAN AVIATION: Bongiovi Rep Rob Hamelink and Duncan Aviation Avionics Modifications Specialist Ritchie Peterson work on installing transducers for the Bongiovi Aviation audio system.

also accent lighting of cup holders in the cabin seats and side panels, she says. “LED lighting is nice, because you can control it with your iPad or your phone app,” says Welch.

Additionally, various LED cabin lighting systems can provide combinations of blue, red and green lighting “to add ambience to flights,” and some systems — such as the Prizm LED lighting system manufactured by Elliott Aerospace’s sister company Elliott Technologies — offer a range of preset lighting 98 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

preferences, says Forbes.

For instance, modern bizjet LED lighting systems can provide different lighting effects in different parts of the cabin — for instance, to suit passengers who want to stay awake and read or talk, and also passengers who want to be undisturbed to rest, or view content on their PEDs, at the same time.

LED lighting systems are popular with retrofit customers because they can usually be fitted without having to replace the CMS, and installation

there, depending on how far you want to go” in installing accent lighting (for cup-holders, etc.) and offering different LED lighting effects in different zones of the cabin.

Customers can typically expect to pay from $40,000 to $100,000 to retrofit a new LED lighting system, he says.

5. Plasma Ionization Cabin Air Filtration

The Covid-19 pandemic has made owners and operators of business

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“However, many aircraft owners and operators choose to have the aircraft’s entire cabin management system replaced with one offering a more modern look and modern-day functionality (control, capabilities, flexibility, scalability and — not least — weight).” aircraft keenly aware that traditional bizjet cabin air filtration systems may not provide enough protection against pathogens, such as coronavirus particles being transmitted throughout the cabin.

The viral particles of Covid-19 are many times smaller than the holes in the HEPA filters used in many cabin filtration systems, so those systems – and others which rely totally on frequent, rapid replacement of all the air in the cabin – are not completely effective in removing airborne pathogens.

This has created increased Business Aviation (and commercial aviation) interest in the plasma ionization cabin filtration system developed by Savannah-based Aviation Clean Air (ACA) in the past few years.

Gulfstream Aerospace became the first bizjet manufacturer to install

ACA’s systems in its new aircraft as line fit, and also quickly certificated the system for retrofit to several of its bizjet types. Other business jet manufacturers have followed, and ACA’s plasma ionization system is now available for retrofit to the aircraft of manufacturers such as Bombardier and Dassault.

The system ionizes water molecules in the cabin air to produce hydrogen and oxygen ions.

These ions then bond to the molecular surfaces of any pathogens in the air, weakening those molecules’ hydrogen bonds, preventing the pathogens from being able to reproduce and they quickly die.

The ions also bond to any tiny particles of other pollutants in the air, increasing their weight to a point where the particles fall out of the air to the floor and can be cleaned, or

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.

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become large enough to be trapped

by HEPA filters in the filtration system.

Both Flying Colours and Duncan Aviation already have considerable experience in performing retrofit installations of ACA’s plasma ionization cabin-air filtration system in business jets. Duncan Aviation developed several supplemental type certificates for ACA, and has completed installations in Bombardier and Dassault Falcon aircraft.

Flying Colours is a dealer for ACA’s system and Kliethermes estimates the company has performed “probably at least ten” retrofit installations.

Kliethermes reports that recently Flying Colours has actually experienced less retrofit-customer interest in the ACA system than it was receiving about a year ago, but isn’t sure why that should be.

However, plasma ionization of cabin air “certainly remains a topic for conversation” for the company and its refurbishment customers, he says.

Aircraft of Bombardier Challenger or Global size need two ACA plasma-ionization units installed to make sure all the cabin air is properly filtered, according to Kliethermes. So it costs “$100,000 to $125,000 to have the aircraft set up,” he says.

“It is much easier than some installations. The equipment is light [weighing only 1.34lbs per individual system] and you can basically attach it to the [cabin air ducting] and then run power checks on it.” ❙ More information from: Duncan Aviation – www.duncanaviation.aero Elliott Aviation – www.elliottaviation.com Flying Colours Corp – www.flyingcolourscorp.com

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CABIN Electronics 2.qxp_Finance 27/10/2021 16:38 Page 1

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Smaller Aircraft Served in Evolving Connectivity Landscape Traditionally, the fastest connectivity has been available to larger jets that can accommodate larger antennas on their fuselage. That looks set to change through Satcom Direct’s Plane Simple Antenna Systems…

O

nly 15 years ago, successfully sending an SMS from a business jet was cause for celebration.

Today, depending on the aircraft and connectivity options, passengers expect unrestricted browsing, movie and news streaming, video chat, and even live gameplay.

In the cockpit, pilots benefit from unprecedented situational awareness and operational oversight.

Powerful real-time weather apps, airport maps, and operational and maintenance systems are together driving improvements in efficiency and, most critically, safety.

Now, a new generation of cloud-connected, alwayson avionics is emerging. Integrating apps and electronic flight bags, they also enable secure in-cockpit access to third party websites and provide everyone involved in an airplane’s operation with immediate access to aircraft and operational data, anytime, anywhere.

These potentially game-changing systems are driven by robust connectivity. It’s no surprise then that for many operators, if the connectivity is down, the airplane stays on the ground.

Connectivity may have become flight critical, but the options available for connecting an airplane remain complex. Today’s fastest connections are through Kaand Ku-band satellite connections, requiring antennas practical only for Super Mid-size Jets and larger.

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Operators of smaller airplanes must therefore examine the alternatives. For US-based aircraft the best solution may well be an air-to-ground (ATG) system, where smaller antennas provide fast connections, albeit geographically limited. A very basic decision about connectivity is thus fundamentally determined by antenna size.

With a system chosen, the process of modification may still be less than straightforward. Existing antennas are less likely to be compatible with new networks, while even the radome may have to change, depending on the frequency of the ‘connectivity pipe’ from the satellite.

So, how should you choose a connectivity supplier, with disparate variables to consider, and with every provider promising the highest levels of service and customer support? The answer to that question ultimately depends on the customer, but a single-source, agnostic solution may be the best option

Satcom Direct’s Plane Simple Solution

Florida-based Satcom Direct (SD) offers agnostic connectivity across the full spectrum of providers, adding value through proprietary software tools and apps that help operators maximize the benefits and efficiency that are enabled through their chosen pipe.

The systems also allow integration of third-party www.AVBUYER.com

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services to add value to the flight operation’s ecosystem. Returning to the antenna conundrum, SD also builds its own hardware, lately including the Plane Simple Antenna System.

SD recently proved the Plane Simple™ Antenna’s compatibility with Intelsat’s FlexExec network during a return trip along the US East Coast and over the North Atlantic to Ireland.

Connecting with SD’s Gulfstream G350 through a tailmount Plane Simple Antenna, FlexExec delivered service to multiple Wi-Fi devices in the cabin via an SDR Gateway router.

Business jet antennas have traditionally evolved from larger equipment designed for commercial aircraft. With less space available on a typical business airplane, compromise has been inevitable, with little choice but to accept large, complex, heavy antennas and associated hardware.

Developed jointly with Germany’s QEST (Quantenelektronische Systeme) specifically for business jet applications, the Plane Simple Antenna System offers the smallest form factor available.

Internally, associated cabling is minimalized, while just two ‘boxes’, the antenna and a modem, complete the fit, promising reduced downtime for installation and lowering cost. And, since the boxes may be installed in a non-pressurized space, there is no need to compromise www.AVBUYER.com

the luggage hold with avionics boxes, as is often the case with retrofit connectivity solutions.

A suite of Plane Simple Satcom Antenna Systems is planned, bringing high-speed connectivity options to smaller aircraft, including Mid-Size Jets previously less well served. They represent an important market segment as customers who may previously have chartered look to aircraft ownership in an increasingly COVID-compliant world.

Meanwhile, SD is working to extend the Plane Simple range to platforms as small as the Embraer Phenom 100.

Again, working with QEST, the company is incorporating pioneering microhorn technology into a flat panel antenna.

Experience and Optimization

The evolving connectivity landscape is simultaneously delivering service to smaller aircraft while expanding to offer more high-speed satellite and ATG options. On the one hand that’s good news for operators, but on the other it can be confusing.

The key to smart buying is to focus on experience and optimization. Assuming airframe and budget compatibility, the fastest service may seem the obvious best choice, but there’s little point paying for unused capacity.

An owner expecting only to need SMS and voice-

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“A suite of Plane Simple Satcom Antenna Systems is planned...” calling may consider a more budget-friendly option, but will they have the bandwidth necessary to exploit the operational benefits of value-added services?

Based on the principle that buyers should select their connectivity package to match the experience they desire, SD dips into its Xperience portfolio to best match solutions with customers. The optimal solution may also include SD’s value-added apps, synchronized through the SD Pro platform to enable complete data accessibility across aircraft and flight departments, and access to easily interfaced third-party applications.

A further benefit of taking a complete connectivity package from a value-added reseller is single-point billing. Advertised fees easily increase with additional data costs, extras and semi-opaque charges, and multiple subscriptions magnify the challenges of cost control.

Billing through a single point not only simplifies the process, but also ensures that should an issue or query arise, the solution is with a single billing entity.

The benefit of a single line of communication also applies to problem-solving and customer service. When SD sells a connectivity package it becomes the sole customer contact for all aspects of that package, from cybersecurity through connection issues to hardware compatibility.

Customers generally take connectivity for granted; they are more likely to notice it when an issue prevents their iPhone from connecting than when everything 104 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

works. A proactive approach means emerging issues are frequently identified and fixed before they become a problem – but when a connection does unexpectedly fail, SD is the customer’s single point of contact.

Essential Element of Passenger Experience

Connectivity has become more than a text message sent from 30,000ft. It has become an expected, essential element of the passenger experience. It is also taking on expanded significance as today’s business aircraft navigate through a connected, networked space.

Datalinks for airplane maintenance data, real-time weather information, situational awareness and support for NextGen/FANS are essential elements in futureproofing business jets while adding layers of additional safety and operational efficiency.

Meanwhile, smaller antennas and an expanding list of connectivity options are helping the owners of smaller airplanes reap the benefits previously only enjoyed by large aircraft operators.

And for these new market entrants, responses to simple questions about their chosen supplier – ‘Are they proactive in the selection and support processes?’ ‘Do they provide robust, single-point billing and support?’

‘How do they keep customer data safe?’ ‘Do they match their offer to the customer requirement?’ – will help optimize and inform their future connected experience.

More information from www.satcomdirect.com

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Understanding BizAv Avionics: Surveillance Within the field of cockpit avionics, a core category of instruments and functionality covers surveillance. Ken Elliott takes a closer look…

S

urveillance, observation, or monitoring for aircraft, is best described as real-time situational awareness and, in the fullest sense, it should include three perspectives:

TABLE A: Evolution of Basic T-Instrument Arrangement Analog Instrument

Avionics System

Altimeter

1) Flight crew 2) Air traffic control (ATC) systems 3) Aircraft systems (avionics), where they may operate independent of, or in support of, the flight crew.

Airspeed Indicator

Air Data System

Vertical Speed Indicator Artificial Horizon Instrument Turn & Bank Indicator

In the early days of flying, pilots relied on the eyeball, the basic T-instrument layout, and limited ATC input. This provided the real time situational awareness of the day.

Analog instruments of the ‘basic T-instrument arrangement’ have since evolved into air data and inertial reference aircraft systems (avionics), as shown in Table A (right).

Attitude & Heading Reference System

Directional Gyro

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AVIONICS FIGURE 1: Situational awareness for each aircraft relies on the monitoring of the following conditions

The progress of flight crew and ATC integration has advanced to datalink and direct avionics flight information, and to ATC automated systems. From the aircraft perspective, the evolution of aircraft systems (avionics) has been the primary game-changer, and – from a surveillance perspective – has expanded to horizons never imagined in the mid-20th century.

However, keep in mind that pilots are still responsible to see and make final trajectory decisions, based on human surveillance, but now have many system tools at their disposal. These range from sensors, databases, RADAR, pulse transceivers, and collision avoidance (see Figure 2).

Having all of these tools visualize their findings on large flat panel displays is also very convenient, making flight decisions easier.

Situational Awareness Conditions

The system tools used by aircraft crews and ATC, monitor different situations of the airspace environment. The situations are diverse involving: • • • • • •

Weather Terrain Airport & terminal environment Other aircraft Air Traffic Control monitoring Own aircraft status, and more…

To be responsible for this much information, pilots are highly trained where safety is the highest goal of vigilance.

Tools for Situational Awareness

The system tools used to monitor and inform airspace situations form several independent evolved technologies.

When reviewing an aircraft equipment list as part of a trade, you may not see many of them.

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Here are the common avionics considered as fundamental for an aircraft transaction: • • • • •

Traffic Alert & Collision Avoidance System (TCAS) Mode S (Transponders w/ADS-B Out) Weather Radar Terrain Avoidance & Warning System (TAWS) Controller Pilot Data Link Communications – Future Air Navigation (CPDLC-FANS) • Enhanced Flight Vision System or just Head Up Display (EFVS/HUD) Reviewing Figure 2, it is apparent there are several other less familiar required and optional system tools for awareness, surveillance and flight performance monitoring.

It should be useful to at least discuss these equipage options during an aircraft evaluation or pre-purchase.

System Tools Outlined

Automated vs Manual: There is a delicate balance between automated authority and pilot override. Aircraft manufacturers are keenly aware of human factors inside and the dynamic environment outside of the fuselage.

System tools – mostly avionics – must not compete for attention. Prioritization of information, alerts and responses is integrated into the design of a modern business aircraft.

Colors indicate the level of alert on cockpit displays and primary information is displayed directly in front of, and especially at eye-level, for each crew member to see.

Audio alerts occur in both headsets and speakers, overriding other audio in progress.

Standard Fit

Transponder: For years, transponders have been standard fit in all corporate aircraft. Originating from military ‘friend or foe’ identification, the device has slowly expanded its

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AVBUYER.com FIGURE 2: Modern avionics used as system tools to monitor the situations shown in Figure 1

capability to broadcast data sets.

Through several iterations, the Transponder Mode S is providing significant aircraft performance and identification information to other aircraft systems such as ADS-B and TCAS, as well as to ATC. Radar Altimeter: Sitting in the background of most aircraft is the Radar Altimeter. This is the only system that can provide an accurate height above the ground. Naturally, this is crucial in the airport environment, or close to mountainous terrain (and usually anything below 2,500ft above ground level).

Like the transponder, the Radar Altimeter provides information to other systems – in this case the TAWS, TCAS and directly to the crew.

Weather Radar: Developed during the Second World War, this trusted pilot tool holds pride of place between the pilots. Today, with its multiple colors, ground mapping, precipitation detection, vertical view, and turbulence prediction, it is a very useful awareness and avoidance tool.

Modern radars integrate their display information with other system data on the MFD. Here lightning detection and other related weather can be combined with the radar depiction, all as a background to the route being flown.

Pilots can select navigation waypoints, moving them around inclement weather or turbulence to define a modified flight plan. The position of the newly placed waypoint will be inserted into the active plan during flight.

Stall Warning & Angle of Attack (AOA): While not strictly an avionics function, stall warning and angle of attack are used heavily by the modern aircraft autonomous systems.

Apart from pilot presentation, the possibility of an oncoming stall is relayed to various sensors and systems to www.AVBUYER.com

calculate a stall prediction.

Warnings and alerts are immediately provided to the crew and the flight control (and augmentation) systems to take corrective action.

Emergency Locator Transmitter (ELT): Originating from beacons in boats, emergency locator transmitters have saved many lives, providing a continuous locatable transmission from a crashed or disabled aircraft. The ELT is automatically triggered by a G switch, and is independent of any aircraft system – it has its own battery.

Today’s ELTs, having an additional 406 MHz signal, provide greater user information and last known GPS position to the search and rescue organizations. Regular checks of the battery and functionality are required. This also helps prevent unwanted emergency transmissions.

Evolution from Optional- to Standard-fit: Different manufacturers of both avionics and aircraft arrange their systems in individual ways. The primary avionics manufacturers are Honeywell, Collins Avionics, Thales, and Garmin. Universal Avionics also features across many airframe.

These manufacturers’ avionics form suites by aircraft type, with variations and different options for each model.

Surveillance systems are no exception. Be aware that many of the system tools shown in Figure 2 will be optional.

Matching up system tools to all the possible internal and external conditions can be a stretch if an aircraft is not fully equipped.

While options are not considered minimum required equipment, they can be very useful when the need arises.

For years EFVS was considered a luxury in a busines jet, with many owners settling for the lower-cost EVS as a situational awareness tool.

Within the past few years, aircraft developers have AVBUYER MAGAZINE Vol 25 Issue 11 2021

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THE MODERN INSTRUMENT PANEL, LOADED WITH SITUATIONAL AWARENESS INFORMATION FOR THE CREW. PHOTO COURTESY OF GARMIN AVIONICS.

provided EFVS as standard equipment across many of their models. (Note that the HUD is an integral part of EFVS, and it is rare that a legacy HUD-only aircraft can be upgraded to EFVS, while retaining or upgrading the existing HUD.) Other systems that are evolving from optional to standard-fit include SVS, lightning detection, electronic fight bags, or integrated flight information and aircraft health monitoring.

Electronic Flight Bag (EFB): Electronic Flight Bags can be considered portable or installed, with the degree of installation a reflection of aircraft integration and level of software. EFBs are strictly for information and not for primary navigation. The aircraft position may be displayed on the EFB during taxi and in flight, if also displayed on a primary aircraft display. There are different operating rules for Part 91, 91K, 125 and 135 operators, so be careful to fully understand how you are permitted to operate your iPad, EFB or integrated display in your own aircraft.

Synthetic Vision System (SVS): Because Synthetic Vision relies on a current database and is not ‘live’, it has been difficult to garner credit for operations using SVS alone. This is slowly changing, thanks to the strenuous efforts of RTCA SC213, FAA, and the avionics and aircraft manufacturers.

The biggest concern has been the depiction of obstacles, and the potential for a database error. When certified as a guidance tool, the synthetic vision is termed ‘Synthetic Vision Guidance System’ (SVGS).

Aircraft Health Monitoring: This relatively new technology comes in all shapes and sizes. For most new business aircraft, it is built into the avionics as a self-check mechanism, alerting the crew with amber and red warnings as failures emerge, and storing a history on memory chips.

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However, the growth and future direction involves the communication of health data in real time, and the ability to monitor non-avionics aircraft systems, with RFID devices or other means.

Recording: Some health monitoring systems are complex, and will store significant amounts of data. The Quick Access Recorder (QAR) is one storage method, and is currently a popular upgrade for aircraft. Aircraft engine manufacturers find the QAR very useful.

The aircraft Digital Flight Data Recorder (DFDR) and Cockpit Voice Recorder (CVR) have a shared surveillance purpose to maintain a semi-permanent record of aircraft performance for post flight/incident analysis.

Meanwhile, the parameters of the DFDR have dramatically increased and the CVR can now record data, as well as voice. For those adding FANS to their aircraft, as an upgrade make sure the CVR is modified or capable of recording both voice and data.

Note that some recording systems are combined as CVDFR, where voice, data and aircraft performance are all monitored in the same unit. Also, because DFDR’s need to be integrated into many complex aircraft systems that differ from aircraft to aircraft, most include a Flight Data Acquisition Unit (FDAU). This is a separate device from the recorder itself.

Newer Surveillance as an Operational Requirement

Systems such as ADS-B Out and CPDLC-FANS are operational dependent. ADS-B Out is pretty much required everywhere, while FANS is currently tailored for Oceanic/Remote operations.

Flight tracking can be achieved with the emerging SpaceBased ADS-B Out, but already there are several novel and low-cost non-ADS-B aircraft tracking systems on the market.

These will track, then relay an aircraft’s global position

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continuously. Disappearing aircraft should be much less of an occurrence in the future.

Aircraft Collision Avoidance System (ACAS-X)

In Europe, ACAS-X is the future of TCAS II. This ‘other aircraft’ collision alert and avoidance tool comes in different flavors, with light aircraft systems termed TCAS I or, in a different form, TAS. The lower cost TCAS I and TAS systems display other traffic and provide useful intended flight path information.

However, TCAS II predicts future path and directs the pilot as to the action to be taken, helping avoid aircraft impact.

The latest version of TCAS II is 7.1 and is required for aircraft operations in Europe and for some operators in Mexico after December 2021. The progression of TCAS II to ACAS-X is a sensible step, however, and involves minimal changes to the aircraft’s equipment and antennas.

ACAS-X uses probabilistic modelling, enabled by advancements in electronics and software since the days of TCAS II development. As with TAS and TCAS, there will be variants, reflecting the emergence of new airspace users, including: • • •

ACAS-Xa: For general purpose users.

ACAS-Xo: A later version, planned for specific users on closely-spaced parallel runways and other restricted spacing maneuvers.

ACAS-Xu: For unmanned, remotely piloted aircraft.

•

ACAS-Xp: A future passive system relying solely on ADSB data while not interrogating other aircraft. This is targeted for General Aviation on the continued assumption they will not require a TCAS-II or ACAS-Xa later.

In Summary

As with Communication and Navigation, Surveillance is a vast topic reaching into communication with FANS and Navigation via GPS, as well as tapping many other aircraft primary systems.

With the impending arrival of additional unmanned, remote pilot, and eVTOL platforms, there will be many additional airspace users. Surveillance will be subject to greater vigilance, where margins for error will tighten. Other airspace users, such as growing air carriers, and eventually supersonic aircraft, will present new challenges.

The one outcome of more people flying will be reduced airspace spacing. Parallel runway and in-trail spacing will rely on new features of ADS-B and the soon to arrive ACAS-Xa, along with version -Xo, to sense potential conflict.

This article has not touched on cybersecurity, which can be considered surveillance of a different kind. While advancements of technology are further developed to accommodate less available airspace and more user groups, they need to laser focus on protections from electronic and human interference, where vulnerabilities will exist in both hardware and software. ❙

KEN ELLIOTT has 52 years of aviation experience focused on avionics in General and Business Aviation. Having a broad understanding after working in several countries on many aircraft types and avionics systems, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology. In retirement, he is striving to give back the knowledge gained with an eye on aviation’s future direction.

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NBAA-BACE REVIEW

NBAA-BACE 2021: They Came Back. By the Thousands!

The Business Aviation community swarmed the Las Vegas Convention Center's newest space, the West Hall, to learn, earn, and reconnect with their world at the National Business Aviation Association Business Aviation Conference and Exhibition (NBAA-BACE) in October. Dave Higdon reports...

T

he atmosphere at NBAA-BACE 2021 reflected something of a celebratory mode as friends, colleagues, customers, and products and service providers re-convened for face-to-face meetings, just glad to be there after months of virtual events and Zoom meetings.

Strong crowds circulated across the static display at Henderson Executive Airport and moved through the convention’s West Hall adjoining the older sections of the Las Vegas Convention Center.

There was something of a contrast among the convention delegates: On the one hand, international visitors were absent, due to the US government’s international travel restrictions. But on the other hand, many first-time attendees mixed with veteran show-goers in their quests to seek out new opportunities, make new connections, and learn what’s new in the Business Aviation industry.

With a mix of new aircraft announcements and a string of

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avionics- and electronics-oriented unveilings, business was strong.

The show featured inspirational figures and trailblazers who shared personal stories of passion, perseverance, and triumph. Among them were Olympic champion skier Lindsey Vonn; astronaut Dr. Sian Proctor, the first Black woman to pilot a spacecraft; and visionary pioneer Martine Rothblatt.

Sustainability Focus

A central focus during NBAA-BACE 2021 was sustainability, highlighting the sundry opportunities to reduce the impact of carbon dioxide on our atmosphere and its contribution to global climate change.

With NBAA’s carbon-offset effort active, the convention’s carbon-offset program made the show one of the world’s largest carbon-neutral aviation events. The efforts went beyond mere pledges, and into action with almost 100 show exhibitors signing a Green Pledge to reduce their

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Dassault. Those dimensions allowed the interior design teams to “imagine a cabin environment more characteristic of a posh penthouse apartment than a leading high-end business aircraft,” according to the company.

Meanwhile, look for the Falcon 6X – which Dassault claims will be the first ultra-widebody business jet – to receive type certification in 2022.

Although Dassault introduced the aircraft in 2018 and completed its first test flight in March 2021, the Falcon 6X has already begun winning awards, including a 2020 International Yacht & Aviation Award for interior design and a 2021 Red Dot: Best of the Best award for its premium cabin design. carbon footprint.

And the underlying theme of the gathering reflected Business Aviation’s concern about global climate change and their contributions to the effort to lower carbon dioxide emissions through a variety of methods – most prominently through operators’ focus on using sustainable aviation fuels (SAF).

A plethora of Business Aviation players – including fuelers and operators – addressed Business Aviation’s leadership toward advancing the global market for SAF. Each departing flight from Henderson Executive Airport flew away with SAF in the tank, while McCarran International Airport also offered SAF for the first time. And new this year, operators flying to NBAA-BACE had the opportunity to use book-and-claim to choose SAF. In his remarks at NBAA-BACE 2021 FAA Administrator Steve Dickson told delegates that his agency is focused on supporting the development of new Business Aviation technologies, and initiatives to contribute to further lowering carbon emissions.

The day before the convention's opening, executives with several Business Aviation organizations stood unified in renewing the Business Aviation Commitment on Climate Change, renewing support launched previously, the organizations reaffirmed their goal of reaching net-zero carbon emissions by 2050.

Among the other key happenings at the event were:

Honda Aircraft

New, larger, offering longer legs, Honda Aircraft had a cabin mock-up on the convention floor, providing delegates a glimpse at its concept for a jet that will follow the current HA-420.

Honda Aircraft’s HondaJet 2600 would offer transcontinental range of 2,625nm, and Mid-size Jet cabin seating for up to 11. A fuselage mockup revealed stub wings, and engines of the same pylon style as the existing HondaJet HA-420.

According to Honda Aircraft president and CEO Michimasa Fujino, the HondaJet 2600 is being developed similarly to the HA-420, with the company first showing it as a concept for market research ahead of a later a decision whether to move into full-scale R&D – with market interest the guiding factor.

“There is a lot of activity in R&D with the interior mockup and progress of our design,” he said. “What we are proposing by the HondaJet 2600 is very unique compared to other business jets.”



Dassault Falcon

Development of Dassault’s Falcon 10X is progressing onschedule and is set for service entry in 2025. The company displayed a full-scale Falcon 10X cabin mock-up for the first time at NBAA-BACE in October.

Measuring 6.7ft high and 9.1ft wide, the cabin offers a larger cross-section than some regional jets’, according to

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Textron Aviation

Textron Aviation made two introductions at NBAA-BACE 2021: Gen2 variants of its Cessna Citation M2 and Citation XLS jets, adding a blend of new technology and interior upgrades to its Light and Mid-size business jets.

According to an overview of the Citation M2 Gen2 from Textron, the upgrade gives the Citation M2 a range of 1,550nm, and capacity for up to seven passengers. In the cockpit, pilots will “enjoy improved boot-up and processing speed” with the aircraft’s advanced Garmin G3000 avionics suite. The company also added three inches of legroom for the First Officer/Co-Pilot right seat position.

Textron has added wireless charging capabilities and USB-A ports to each of its cabin seats, upgraded cabin illumination with accent lighting, wireless charging, and USB-C ports in the cabin club area.

Meanwhile, Textron Aviation’s upgraded Citation XLS Gen2 has a range of 2,100nm and seating for up to 12 passengers. Inside the cockpit, Collins Aerospace is providing its Pro Line Fusion 21 avionics, while the main exterior enhancement includes a lighted airstair door.

Other cabin enhancements include a new wireless cabin management system that includes a touchscreen moving map monitor, wireless charging, USB charging ports at each cabin seat and optional Bongiovi Immersive speaker-less sound system.

Pilatus Aircraft

Pilatus reported strong interest and order activity on its PC-24 Super Versatile Jet and the PC-12 NGX. Pilatus Aircraft Ltd CEO Markus Blucher said, “Two years ago, we were unveiling the newly certified PC-12 NGX to an enthusiastic audience at this same location. Who could have

“Each departing flight from Henderson Executive Airport flew away with SAF in the tank...” predicted the events of the past 24 months?

“We are happy to be back here, in the largest market for Pilatus aircraft, and are very fortunate that in this challenging environment sales of the PC-12 NGX and the PC-24 continue to exceed our original projections.

“Sales may also improve with news that both aircraft are now certified to operate using sustainable alternative jet fuel,” he added.

Other Noteworthy Items...

The avionics business is more than holding its own in the aftermath of the pandemic’s onset two years ago.

While sales for forward-fit suffered a bit from a slowdown in airframe manufacturing, in the past 12 months both forward-fit and retrofit have been strong players as operators – with most mandates behind them – look to the operational gains of new navigators, radar altimeters and lighter, sharper, less power-hungry cockpit and cabin displays.

These are all part of the endless cycle of product development that typifies business and general aviation.

More information from www.nbaa.org/bace T DAVE HIGDON is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets.

Contact him via Dave@avbuyer.com

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COMMUNITY

Gulfstream Announces New G400 and G800 Gulfstream Aerospace has announced two new business jets, the Gulfstream G400 and the G800.

The jets are expected to cost $34.5m and $71.5m respectively.

G

ulfstream's new G400 will fill a perceived gap in the Large Cabin business jet sector that Gulfstream previously exited when it stopped producing the G450 in 2017, while the manufacturer will be expecting the G800 to recapture top spot in the Ultra-LongRange jet market.

Having dominated Ultra-Long-Range Business Aviation travel for several years with its G650/G650ER model, the arrival of the Bombardier Global 7500 to market, and announcement of Dassault’s Falcon 10X, will undoubtedly have turned up the heat for Gulfstream to respond with a model that will help reassert its position at the top of the range-map.

Mark Burns, President of Gulfstream, described the new $71.5m G800 as the “capstone” of Gulfstream’s fleet during the online launch which saw the first G800 test plane rolled out.

Due to enter service as soon as 2023, the jet will be powered with the same Rolls-Royce Pearl 700 engines that were selected for the Gulfstream G700, helping the G800 push the Ultra-LongRange boundaries to 8,000nm at Mach 0.85, or 7,000nm at Mach 0.90.

“The Pearl 700...brings together our latest technology to deliver outstanding efficiency,” said Dr. Dirk Geisinger, Director Business Aviation, Rolls-Royce.

“It is part of our commitment to reach net zero operations and has already proved its ability to run on 100% sustainable aviation fuel. We are now in the final phase of the engine certification program and everybody at our team is fully committed to support a smooth entry into service of the Pearl 700 next year.”

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The G800 will also share the wing and winglet design introduced on the G700. Meanwhile, Gulfstream’s Symmetry touchscreen flight deck features in the cockpit, which also includes a Combined Vision System displayed via dual Head-Up displays, and (an industry first) the incorporation of Active Control Sidesticks.

The cabin is designed to seat up to 19 passengers, and can comprise up to four living areas. Featuring the signature ‘Gulfstream Cabin Experience’ with 100% fresh air (never recycled), exceptionally quiet cabin environment, low cabin altitude of 2,916ft at Flight Level 410, and 16 Gulfstream panoramic oval windows designed to maximize natural light within the cabin environment, Gulfstream is confident the G800's cabin will deliver what it says its customers have been asking for, and more.

Fresh Approach to Large Cabin Segment

Until the announcement of the new G400, the Large Cabin business jet sector has primarily been contested between the Bombardier Challenger 650 and Dassault Falcon 2000S/LXS, and more recently the 4,018nm Embraer Praetor 600 has also entered the scene.

Previously, Gulfstream enjoyed significant market success within the sector with its Gulfstream GIV and GIV-SP models, and later with the (old) G400 and G450 programs. A combined 880 jets were produced across all four models between 1986 and 2017 (per AMSTAT data).

Since then, the Savannah, Georgia-based OEM has focused a significant portion of its effort on enhancing and expanding its

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Ultra-Long-Range jet market presence. But with the Challenger 650 and Falcon 2000 models being derivatives of older jet models, Gulfstream will feel bullish that its clean-sheet design can win customers, and once again claim a significant Large Cabin market share.

Powered by a pair of Pratt & Whitney Canada PW812GA engines, the G400 will be capable of a range of 4,200nm, and speeds up to Mach 0.90.

“Gulfstream was the launch customer for the PW800 engine family, when the PW814GA-powered G500 entered into service…followed by the PW815GA-powered G600,” Maria Della Posta, President, Pratt & Whitney Canada commented.

“The PW800 engine on the G400 will bring a new level of performance and efficiency to the large-cabin business aircraft class,” she promised.

The engines (along with Gulfstream’s aerodynamic clean-wing design) will enable the G400 to ramp up environmental performance, “reducing fuel consumption, emissions, and noise”, according to Gulfstream.

As with the G800, pilots will enjoy Symmetry touch screen flight deck technology in the cockpit, while G400 passengers will appreciate what Gulfstream claims to be the largest cabin in its class, seating up to 12 passengers, with a forward galley.

As aboard the G800, the G400 will offer 100% fresh air in the cabin, what Gulfstream says will be the lowest cabin altitude in class (3,255ft at flight level 410), and Gulfstream’s unmistakable panoramic oval windows, flooding the cabin with natural light.

Expected to cost $34.5, it is believed the Gulfstream G400 will make its first flight within eighteen months. It’s certainly priced competitively, with the Bombardier Challenger 650 costing $32.4m, the Dassault Falcon 2000S costing $28.8m, and the Falcon 2000LXS priced at $35.1m, according to Aircraft Bluebook data. The Embraer Praetor 600, meanwhile costs $20.995m. www.AVBUYER.com

Did the Industry see These Jets Coming?

In the lead-up to Gulfstream’s announcement, René Armas Maes, Editor, Buyer Strategy and Finance for AvBuyer, issued a LinkedIn poll asking what respondents thought Gulfstream’s plans could entail for the OEM’s portfolio development.

In May 2021, Armas Maes highlighted in his article Business Jet OEMs: Where are the Product Gaps (AvBuyer June 2021 issue, p36) that space existed in the market for a new 4,250nm4,750nm range jet that Gulfstream may exploit.

His recent poll drew more than 125 votes, with 39% electing for an official launch of a new, clean-sheet design 4,250nm to 4,750nm platform, enabling Gulfstream to once again penetrate a market segment it once dominated.

“A new, clean sheet product in this sector of the business jet market will certainly push Bombardier to develop a new product; it does need to replace its 40+ year-old Challenger 600 platform,” Armas Maes said.

A larger percentage of respondents believed Gulfstream would refresh or upgrade its G280 Super Mid-Size Jet, particularly considering the recent launch of Bombardier’s Challenger 3500. “Gulfstream officially launched its Gulfstream G280 in 2011, and it could be argued the aircraft is due an upgrade, per the industry’s seven-to-eight-year average refresh cycle for business jet models,” Armas Maes continued.

While a further 13% of poll respondents predicted a quick upgrade to the G500 and G600 models (launched in 2015 and 2017, respectively), a much lower percentage (7%) of voters expected another product or announcement (which included anything in the G800’s category).

Regarding the Gulfstream G800 launch, Armas Maes added, “Gulfstream may have an eye on staying ahead of the curve, and specifically keeping a step ahead of any potential upgrade to the Global 7500.”

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OEM Bites

Dassault Falcon 8X Interior Upgrade

Airbus revealed plans for a new CityAirbus as the emerging Urban Air Mobility (UAM) market begins to firm up. The fully electric, fixed-wing vehicle is equipped with a V-shaped tail and eight propellers as part of its uniquely designed distributed propulsion system. It is designed to carry up to four passengers in a zero emissions flight in multiple applications. www.airbus.com

Dassault Aviation has enhanced the interior design of its Falcon 8X with the intention of providing added comfort and ergonomics on its flagship aircraft…

A

ccording to Eric Trappier, Chairman and CEO of Dassault Aviation, “the upgrade incorporates the latest cabin technology and contemporary stylistic thinking from our interior teams.”

Drawing on innovative features in the award-winning cabin of the Falcon 6X, the restyled interior design for the Falcon 8X presents a fresh look, with flowing lines and curved surfaces intended to provide a perception of uninterrupted spaciousness from one end to the other.

New LED lighting, including highquality white light and a variety of programmable settings, aims to reduce strain on the eyes, and new sunrise/sunset functions help passengers adapt to new time zones, stimulating a natural circadian rhythm on long, intercontinental flights.

New acoustics reinforce the Falcon 8X cabin’s standing as an extremely quiet environment, and noise levels average less than 50 dB (as quiet as a suburban living room).

A new Innovative Cabin System (ICS) simplifies control of cabin management and entertainment functions, and can be activated via a personal device or cabin touch panels. The latter are flush mounted into the cabin side ledge.

And, the cabin is fully Bluetooth capable, allowing passengers to stream music through the aircraft’s speakers or through a wireless headset. Once

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connected through Bluetooth, the ICS app identifies a passenger’s seated location and proposes environmental settings for temperature, lighting and window shade adjustment.

Dassault’s FalconConnect communications service provides a full line-up of passenger cabin connectivity applications, including real-time videoconferencing, voice over IP, Internet browsing, and email, virtually anywhere, anytime.

For the Flight Crew

The entryway/galley area also displays a number of new features — largely based on cabin crew feedback — including a more comfortable crew rest area and an improved, more efficient galley equipped with a larger sink, new faucet, better lighting, larger chiller, and increased storage space.

More information from www.dassaultfalcon.com

Bell Textron has appointed Universal Helicopter (UHI) as its first Bell 505 Dealer in the United States with Authorized territory of Arizona and Utah. Speaking about the UHI dealership appointment, Lane Evans, director, Bell 505 Sales, said the company’s “customer reach will play an important role in continuing interest for the Bell 505.” www.bellflight.com

Bombardier received a firm order for 20 of its new Super Mid-Size Bombardier Challenger 3500 only days after unveiling the jet. The order, from an unnamed customer, represents Bombardier’s largest bizjet transaction of 2021, worth US$534m.

The launch customer for the Challenger 3500, which was announced just prior to NBAA-BACE, will be Les Goldberg, Chairman and CEO of Entertainment Technology Partners. www.bombardier.com

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Jetcraft Expands Asia Presence

Sunset Aviation Insurance Moves Sunset Aviation Insurance has moved to a new office.

T Jetcraft is opening an office in Singapore to support growth in Southeast Asia, and across the region.

T

he office will be led by Tim Yue, who is currently Hong Kong-based and has over a decade of experience in Business Aviation. Tim will work closely with Jetcraft Asia President David Dixon, who will be overseeing all activities in the region.

“Asia remains a crucial market for Jetcraft, so expanding our footprint into Singapore is a logical step, providing further proof of our long-term commitment to serving our global client base,” Dixon commented.

“Singapore has seen significant growth in Business Aviation, and the multiple maintenance facilities at Seletar Aerospace Park, paired with the region’s role in the financial service sector, make it an optimum location.”

More information from www.jetcraft.com

he company is now located at John Wayne Airport, and can be contacted via: 19301 Campus Drive, Suite 264, Santa Ana, CA 92707.

Explaining the move, Ben Peterson, Founder of Sunset Aviation Insurance, told AvBuyer, “Our move to John Wayne Airport gives us better exposure to our clients, being right on the airport. We are now able to drive on the airport and meet with clients based here in their hangars and on the ramp space.

“Also, being based on the airport makes it very exciting, being able to hire employees for Sunset Aviation who have existing aviation experience. The new location enables networking to continue to be one of our strongest priorities in building lasting relationships within the aviation insurance industry.”

More information from https://sunsetais.co/

RECAP on Key Business Aviation news, appointments, and events with

AVBUYER

Industry Appointments

Tyler Bowron

Matthew Gahrmann

Tyler Bowron was announced as a new Partner at Hatt & Associates. Mr. Bowron joins fellow Partners Brad Hatt, company Founder and Managing Partner, and Jayson Hatt, Vice President of Sales.

“Tyler brings a wealth of experience and professionalism to the Hatt team as we position ourselves for a bright future,” Brad Hatt commented.

Matthew R. Gahrmann recently joined Par Avion Ltd., an international business aircraft brokerage firm headquartered in Houston, in the role of Executive Sales Director. Gahrmann, who is based near Charlotte, North Carolina, will support Par Avion Ltd. in the sales and acquisition of business and private aircraft for international clientele as well as be responsible for new business development.

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Ann Pollard

Ann Pollard has joined the Duncan Aviation Aircraft Sales & Acquisitions team.

Ms. Pollard is a skilled aviation professional with 30+ years of diverse experience. She has extensive experience with complex aircraft transactions, aircraft management relationships, and development/oversight of completion projects, inspections, and avionics/cabin upgrades.

Andrew Karas was announced by the International Business Aviation Council (IBAC) as its new IS-BAO Program Director.

He replaces Bennet Walsh, who recently left IBAC to become the safety and security director for Hawaiian Airlines.

Robert L. Sumwalt III, a highly distinguished aviator and former chair of the world’s premier transportation safety board, NTSB, is teaming up with his alma mater, EmbryRiddle Aeronautical University, to launch a unique global Center for Aviation and Aerospace Safety. T www.AVBUYER.com

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S H O W C A S E

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

Email: KOKOLOFF@gmail.com

www.AVBUYER.com

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

Vasily

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

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

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S H O W C A S E

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

65253 SP-MRW 26

 As owner, we are proud to present  this BRAND NEW Bell 505  Price from Bell in this configuration  (including ferry to EU) was $1,85M  Now reduced to $1,72M Airframe Delivery hours: 26 hours Dual Pilot Controls Wire Strike protection Engine Dual-channel FADEC engine control system Auxiliary Control Unit (backup for HMU) Automatic startup Surge and flame-out protection Engine parameter recording for maintenance (BOOST compatible) Automatic cycle and flight hour counting

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

Avionics ADS-B Equipped Garmin G1000H™ avionics suite Integrated on PFD / MFD Traffic Information System (TIS) Moving Map Fuel and NAV range HTAWS, and Synthetic Vision System

STS Centrum Dystrybucji Samochodów Sp. z o.o.

Swarzedz, Poland

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Tel: +48 663 792 802 E-mail: agnieszka.hips@clip-group.com

www.AVBUYER.com

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S H O W C A S E

2009 Bombardier Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

60-372 OE-GSE 5.831 3.351

 Fresh 12 years inspection  New interior  ADSB out  On CAMP  Airshow 410  15.1“ & 10,4“ TV Monitors  DVD & CD Player  Microwave oven  Irridium Phone System  ESP Gold Engines #1 PW305A #2 PW305A Engines 5.831 5.831 Cycles 3.351 3.351 Last actuals as of 14.09.21 Avionics • Collins Pro Line 21 EFIS /Avionics System • including the following: • Dual Collins FMS-5000 Flight Management • System • Dual Collins GPS-4000A • Dual Collins VHF-422C (8.33 spacing) • Dual Collins DME-442 • Dual Collins ADF-462 • Collins ALT-4000 Radio Altimeter • Rockwell Collins VIR-432 w/FM Immunity

• Collins TWR-850 Weather Radar w/Turbulence • Detection • Collins TTR 4000 TCAS II w/change 7.1 • Dual Honeywell HF-1050 HF Radios • w/SELCAL • Universal CVR Cockpit Voice Recorder • ICS-200 Iridium Transceiver • RVSM compliant • MNPS, RNP-5, RNP-10 Capable • ARTEX 406-2 ELT w/Nav interface • Honeywell Mk V EGPWS w/windshear • L3 Communications WX-1000E Stormscope Interior & entertainment EXTRAORDINARY CABIN DESIGN Eight (7+1) seats: • RH 3 place divan • 4 place club seating • 1 belted toilet seat Location: Austria Price: Make offer

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

www.AVBUYER.com

Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com

AVBUYER MAGAZINE R Vol 25 Issue 11 2021 R

125

Skyworld Aviation November.qxp_Heeren Cit Ultra sep 27/10/2021 14:33 Page 1

S H O W C A S E

1996 BAE Avro RJ100 Serial Number: Registration: Airframe TT: Landings:

E3282 N479NA 45,996 43,332

On behalf of Neptune Aviation Services, Skyworld Aviation is pleased to present this 1996-built BAE Avro RJ100 aircraft for sale which presents in excellent condition and benefits from the following equipment installed: Recaro 3-2 Configuration  97 leather seats  Good overall engine status  Steep approach certification  Sundstrand APU  Cockpit Door Surveillance System  Pannier Tanks  ADS-B Out / FDR Channel STC  Collins GNLU-2 FMS  Fwd Airstairs  Aircraft availability: Immediately Engine data Eng: 1 2 3 4 Type: LF507-1F LF507-1F LF507-1F LF507-1F S/N: LF07414 LF07637 LF07552 LF07213 TSN: 40,889 28,292 37,004 44,074 CSN: 39,189 27,735 36,194 43,613 HTG: 2,988 3,243 2,988 2,988 APU Type: T-62T-46C3-HS S/N: SP-E957450

Avionics FMS Display Honeywell ED-800 Autopilot Honeywell SEP10 DFCS Digital Flight Guidance Computer ADFCollins ADF-700 Air Data ComputerHoneywell ADC DFGCHoneywell DFGC DMECollins DME-7002 EFIS Symbol Generator Honeywell SYMBOL GEN GNLU Collins GNLU-910A ILS Receiver Collins ILS-720 Inertial Reference Unit Honeywell IRU Multi-purpose CDU Collins MCDU-901 Transponder, Mode S ACSS XS-950 (ADS-B Out) VHF Comm RX/TXCollins VHF-700B #3 VHF CommCollins VHF-900B VOR/MB Receiver Collins VOR-700A ACARS MU/Comms MU Honeywell MKII CM AFDAMU SAGEM Air Data Acc. Unit Ultra Electronics BAE REGIONAL Audio Warning Ultra Electronics AUDIBLE WARN CVR Fairchild CVR-ULD DK-120 FDR Honeywell 4700 SSFDR FDR-ULD EGPWS Honeywell MARK V EGPWS ELT SERIES 4 Kannad 406AF ELT ID Module SERIES 2 Honeywell 406AF MODULE Radar Transceiver Bendix/King WX RADAR Location: Montana, USA

Skyworld Aviation Contact: Juliet Hewitt or Oliver Portwood

126 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

Tel: +44 1753 832088 E-mail: juliet@skyworld.co.uk E-mail: oliver@skyworld.co.uk

www.AVBUYER.com

P127-129.qxp 27/10/2021 11:22 Page 1

2013 Gulfstream G650

The Ritchie Group Price:

Please call

Year:

2013

S/N:

6015

Reg:

-

TTAF:

1,509.8

Location: USA, CA

M A R K E Tel: +1 (314) 409-4791 T E-mail: sales@jet-transactions.com P L LOW TIME, EXCELLENT PEDIGREE. Inquire Today! U.S. Registered, A Professionally Maintained and Operated, Excellent Pedigree.

C Engines & APU Enrolled on JSSI Platinum Program 100% Coverage.

96-Month Inspection Completed April 2020. Block Point 2’ (ASC E 902A & ASC 038A Incorporated). ADS-B Version II (DO-260B). CB 162 FMU and Fuel System Upgrade Completed. ASC 093 Flight Control Computer software (V7.1). REU and MEC Reliability Updates. ASC 098 Horizontal Stab Control Unit Mod 4. Main Entrance Door Lock, Latch Actuator and Rigging Improvements.

Avionics: The Gulfstream G650 is Equipped with the Gulfstream PlaneView™ II /Honeywell Primus Epic Avionics Suite

www.jet-transactions.com

Bombardier Learjet 60XR

Price:

Please email

Year:

2007

S/N:

60-329

Reg:

LZ-BVE

TTAF:

3880

Location: Bulgaria

Bombardier Learjet 36A

Tel: +359 2 878 18 25 E-mail: camo.manager@airvolta.com

Air Volta Ltd.

Airframe: 12 Years Airframe Inspection - 2020. Current as of 12 October 2021. Landings: 2476. Engine Specs: Model: PW 305A. Engine #1 S/N PCE – CA0517: Total Hours 3880 Cycles: 2476. Engine #2 S/N PCE – CA0516: Total Hours 3880 Cycles: 2476. Hot Section Inspection - 2020.

APU: APU SUNDSTRAND GEMINI T-20G-10C3 S/N SP- E070483: HOURS 1881, CYCLES 3798 OVERHAULED - 2020. Avionics: COLLINS PRO LINE 21 EFIS. DUAL COLLINS FMS 5000 WAAS w/LPV, DUAL GPS 4000S. DUAL FCC-850A AUTOPILOT. DUAL ADC-850D AIR DATA COMPUTERS. Int: Eight (7+1) passenger configuration in an executive arrangement with a Fwd R/S three-place divan and four club seats with swivel and reclining capabilities in Tan leather featuring dual bi-fold executive tables set atop a factory installed carpet and a belted Lavatory aft.

Leonard Hudson Drilling Price:

USD $695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Would consider trade for KingAir 200/300 Price Reduced

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

www.AVBUYER.com

AVBUYER MAGAZINE R Vol 25 Issue 11 2021 R

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P127-129.qxp 28/10/2021 09:26 Page 2

M A R K E T P L A C E

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Please email

Year:

2002

S/N:

900-00103

Reg:

G-CIOS

TTAF:

2900

Location: United Kingdom

McDonnell Douglas 902 Explorer

DynamicPitch Ltd Price:

Please email

Year:

2007

S/N:

900-00121

Reg:

G-HMDX

TTAF:

3600

Location: United Kingdom

Bell 412EP

Neeru Singh Price:

Make offer

Year:

2010

S/N:

-

Reg:

-

TTAF:

3633:41

Location: India

Airbus/Eurocopter AS 350B-3

H2I HELICOPTERS Price:

Please email

Year:

2009

S/N:

-

Reg:

-

TTAF:

2185

Location: France

Airbus/Eurocopter AS 350B-3

Hermann Eder Price:

Make offer

Year:

2001

S/N:

3414

Reg:

-

TTAF:

4330

Location: Austria

128 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net A well specified MD902 Explorer helicopter in excellent condition.

PWC PW207E Engines. Category A, Single Pilot. IFR Certified.

NVIS Certified. EMS/Multirole Configuration. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support also available.The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet

Tel: +44 (0)794 359 1121 Email: bobby@dynamicpitch.net This distinctive looking, later serial number MD902 Explorer helicopter is in excellent condition and ready to fly. The aircaft can be specified, painted or modified to the new owners exact specification. A Spares package and ongoing maintenance/spares support is also available.

PWC PW207E Engines. Single Pilot, Category A IFR Certified. NVIS Certified. Utility / Air Medical Interior. The MD902 Explorer posseses No Tail Rotor (NOTAR) Technology, an ultra smooth rotor system with plenty of ground clearance, spacious cabin, and powerful Pratt & Whitney engines. All resulting in a supremely capable and cost effective helicopter. The true definition of a multi-role helicopter, this MD902 Explorer is a worthy addition to your helicopter fleet.

Tel: +91 9023929214 E-mail: neeru@caladriusaero.com Highly motivated Seller for BELL 412EP with comfortable VIP configuration along with the airconditioning system. The asset is currently located in Delhi, India. The helicopter is configured for a wide rage of missions like VIP transporation, off shore & other special operations, etc. Immediate Transaction feasible. Attractive price with maintenance adjusted values to incentivise buyer investment. #bell412forsale #helicopterforsale #bell412EP #helicopter #VIPheli. Airframe: • Aluminium alloy fuselage loading space • Glass windshields • Tinted overhead windows • Dual windshield wipers • Fresh air ventilators with adjustable outlets (8 cockpit and 12 aft cabin). Engine Details : Pratt & Whitney

Tel: +33 (0) 617 675 405 E-mail: h2i.helicopters@gmail.com FEW HOURS ! / DIRECT OWNER. Delivered Brand New by Eurocopter in 2009. 2190 hours Since New / 5950 Cycles NG Since New. Currently in operation until mid-november (will be more hours / more Cycles Ng at the end of operations). As Is Where Is. Engines: ARRIEL 2B1.

Avionics: Radio FM Motorola (STC + FP & MP). RAD ALT : RADAR ALTIMETER. VFR Day & Night package. AIM 205-1 BL Gyro directional.

UI 9560 turn and Bank indicator. Honeywell KX165A VHF/VOR/LOC/GS. Int: Basic Aircraft components : AS 350B3 06.100.01.F AS350 B3+ Baseline Aircraft. Ext: Basic Aircraft components : AS 350B3 06.100.01.F AS350 B3+ Baseline Aircraft Blue / Grey. Pilot side wind screen wiper (MP & FP) Copilot side Double seat (FP)

Tel: +43 (0) 664 819 3682 E-mail: hermann.eder@sennair.at We are offer our utility/passenger/VIP AS350 B3 Helicopter which is currently in use for sightseeing and VIP flights.

Carefully stored in hangar only and very well maintained. - This AS350 B3 comes wiht a 5 passenger configuration. - Cargo hook and swing - Floats fix - VIP leather interior - Great component times - New Enginge - on SPH contract - Cockpit floor window - New Starflex - New Tail Rotor - Newly painted With 600 hrs 24 months inspection currently done - Engine flushing w/out removal of cowlings - Pilot’s windshield wiper Dual Controls - Emergency Floatation Gear – Fixed parts If you have any question, please do not hesitate to contact us

www.AVBUYER.com

P127-129.qxp 27/10/2021 11:22 Page 3

M A R K E Tel: +1 (516) 658 1847 T P L Bristell LSA 915 Turbo - 141 A HP C E 1500 FPM Climb - 160 KTS

Bristell LSA

True Airspeed at 18,000 feet Order Now and avoid the

9% Price Increase!

Call Lou

www.sportflyingusa.com

Airbus/Eurocopter AS 350B-2

Aura Aviation Price:

$1,395,000 VAT Paid Aura Aviation are delighted to present this best in class Eurocopter AS

Year:

1985

S/N:

1809

Reg:

HB-ZAR

TTAF:

8264

Location: Switzerland

350B2 Ecureuil (Squirrel) which has undergone an extensive and complete renovation during the 12 year overhaul including the conversion from BA to B2 standard, with the installation of a freshly overhauled Turbomeca Arriel 1D1 engine. The works were undertaken

by RUAG, the internationally respected Swiss government owned MRO. Swiis Tax is paid, therefore the aircraft enjoys free circulation within the EU, if it stays on the HB register. The aircraft presents as showroom fresh. A video walk around is available and a link included in the specification. The complete works took 14 months to complete and cost $1,460,000. The aircraft will stand up to all and any inspection.

Tel: +1 (754) 666 2997 E-mail: Seanethan@leeaviation.com

Sean Lee

Airbus/Eurocopter EC 155B1 Price:

USD $659,000

Year:

1999

S/N:

5683

Reg:

N824AF

TTAF:

5245

Location: USA, FL

Bell 407

Tel: +44 (0)203 290 3311, +44 (0)771 732 7065 E-mail: slambert@auraaviation.com

Beautiful Helicopter was operated by the police so all maintenance was done!!! She's ready to fly nothing is wrong. One of the engines was recently overhauled only 15 hours! Call me won't last long 754666-2997. or what's app if your outside of the USA 305-733-0037.

12 year inspection and 5000 hrs ( 2012). Engines: TURBOMECA. Avionics: Garmin 500H EFIS -Synthetic Vision, L-3. Trilogy - Standby Horizon, Garmin 430 NAVCOMM - GPS, Garmin SL-40 - VHF, Garmin GTX-330 - Transponder, Garmin 350- Audio. Panel 3D, Guardian Avidyne- GPS Tracker, EX5000 Multi-Function Display. 406 MhZ KRA10A KCS-55A Ryan. ATS9900B, ELT Radar Altimeter, Compass System, TCAD. Int: Done in 2012. Ext: Paint done in 2012

Tel: +371 26 40 58 72 E-mail: u.dzenis@gmail.com

Uldis Dzenis Price:

USD $2,000,000

Year:

2006

S/N:

53683

Reg:

LY-ERA

TTAF:

1856

Location: Latvia

Aircraft Spare Parts

Wheels, Starters, Brakes, etc.

Outright and Exchange

Very Good Condition, Always Hangared, Good Avionics Package, Refurbished 7-Place White/Red Leather Seats, Cabin AUX Power Plugs, Only Corporate Owners, 8.33kHz COM and ELT Compliant, Flown Only by Professional Pilots, All AD’s and Mandatory Bulletins Complied With, can be sold with fresh 60 month inspection and ARC. Turbine overhauled in 2020. Airframe: Dual Controls. Rotor Brake. Max Gross Weight Kit (5250 Lbs). Corporate Soundproofing. Spacemaker Baggage Extender. Avionics: Garmin GMA-340H Audio Control Panel.

Garmin GNS-530 GPS/NAV/COMM. Garmin GNS-430.

GPS/NAV/COMM. Int: Refurbished 7-Place White/Red Leather Seats (Part 21 certified). Aft Center Seat Folding Armrest. Brown Wool Carpet

Par Avion Ltd

Cessna, Learjet, Hawker, Westwind, Falcon, Gulfstream, Global Express

FALCONS • HAWKERS • LEARS

Tire Inflation Cage, Hydraulic Wheel Dolly, Lav Cart Brake Bleed Kits, O2 & N2 Single Bottle Carts, Socket Kits Mobile A/C Cart, Oxygen Fill Adapter, Jack Adapters

www.paravionltd.com

Manufacturer of Select GSE & Speciality Tooling Preowned GSE also available

www.AlberthAviation.com www.AVBUYER.com

Buy * Sell * Trade

SALES • ACQUISITIONS • CONSULTING

832-934-0055 AVBUYER MAGAZINE R Vol 25 Issue 11 2021 R

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P130 AIRCRAFT INDEX.qxp 28/10/2021 11:46 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS

A318 Elite . . . . 5 A319 VIP . . . . . 5

BAE

Avro RJ100 . . . 126

BOEING/MCDONNELL DOUGLAS

BBJ . . . . . . . . . 27, 34, 132 BBJ2 . . . . . . . . 49 BBJ3 . . . . . . . . 34 767-300ER . . . . 5, 6 787-8 . . . . . . . 5 787-8 VIP . . . . . 27, 35, 132 787-9 . . . . . . . . 34

BOMBARDIER

Global 5000 . . . 35, 132 Global 6000 . . . 22, 35 Global Express. . 5, 132 Global Express XRS. 5, 22, 34, 35

Challenger

300 . . . . . . . . . 35, 79, 132 350 . . . . . . . . . 35, 132 601-3A. . . . . . . 69 601-3AER. . . . . 34 601-3R . . . . . . . 87 604 . . . . . . . . . 34, 69 605 . . . . . . . . . 18, 34, 35, 132

Learjet

36A . . . . . . . . . 127 45XR . . . . . . . . 15, 35, 49, 132 60 . . . . . . . . . . 35, 47 60XR . . . . . . . . 125, 127 75 . . . . . . . . . . 132

AIRCRAFT

PAGE

AIRCRAFT

BRISTELL

II . . . . . . . . . . . 31 III . . . . . . . . . . . 87 X . . . . . . . . . . . . 69, 91 XLS . . . . . . . . . . 49 XLS+ . . . . . . . . . 47, 101 CJ3 . . . . . . . . . 31 Excel . . . . . . . . 19 Sovereign . . . . 79 Ultra . . . . . . . . . 18 182S Skylane . . 31 182T Skylane . . 31

PAGE

PILATUS

IV . . . . . . . . . . . 19 IV SP . . . . . . . . 69, 101 V . . . . . . . . . . . 73, 101 150 . . . . . . . . . 69 200 . . . . . . . . . 5 280 . . . . . . . . . 15, 69 450 . . . . . . . . . 35, 101, 132 550 . . . . . . . . . 5, 23, 26, 69, 101, . . . . . . . . . . . . 123 650 . . . . . . . . . 23, 35, 127, 132 650ER . . . . . . . 23, 35, 132

CESSNA

PC-12/47E . . . . 35, 132 PC-12 NG . . . . 18

PIPER

PA46-350P . . . . 53

SOCATA

TBM 700C2 . . . 91 TBM 930 . . . . . 91 TBM 940 . . . . . 91

HELICOPTERS

AIRBUS/ EUROCOPTER

HAWKER BEECHCRAFT

CIRRUS

King Air

SR22 . . . . . . . . 31 SR20G2 GTS . . 31

DASSAULT FALCON

6X . . . . . . . . . . 53 7X . . . . . . . . . . 35, 79, 132 50-40 . . . . . . . . 131 50EX . . . . . . . . 53 900EX . . . . . . . 35, 69, 132 900EX EASy. . . 22, 35, 47, 49, 132 2000 . . . . . . . . 79, 2000 . . . . . . . . 131 2000EX EASy. . 47 2000LX . . . . . . 69 2000LXS . . . . . 35, 132

350i . . . . . . . . . 91 C90GTi . . . . . . 101 C90GTX . . . . . . 69 F90-1 . . . . . . . . 15

Beechcraft

1900D . . . . . . . 53

Hawker

400A . . . . . . . . 87 400E . . . . . . . . 39 400XP . . . . . . . 18, 91 800XP . . . . . . . 101 900XP . . . . . . . 47 4000 . . . . . . . . 15, 39

EMBRAER

Legacy 650 . . . 19, 35 Phenom 300 . . 19, 101

AIRCRAFT

GULFSTREAM

LSA . . . . . . . . . 129

Citation

PAGE

PIAGGO P180 Avanti . . 63

AS 350B-2 . . . . 128 AS 350B-3 . . . . 128 EC 120B. . . . . . 39, 53, 101 EC 130-B4 . . . . 39 EC 135T2 . . . . . 101 EC 155 B1 . . . . 69

AGUSTAWESTLAND

AW109E Power .18 AW109S Grand. .19 AW109SP. . . . . .34

BELL

206 . . . . . . . . . 18 212 . . . . . . . . . 127 407 . . . . . . . . . 129 412EP . . . . . . . 101 412EMS . . . . . . 127 505 Jet Ranger X. .124

MCDONNELL DOUGLAS

902 Explorer . . 128

Advertiser’s Index 1st Source Bank ........................................ 55 Action Aviation ........................................... 73 AeroBuyNow.............................................. 53 Aircraft Blue Book ..................................... 68 Airline Transport Professional.................. 107 AMSTAT .................................................. 117 Aradian Aviation ...................................... 101 Avpro ........................................................ 69 Carolina GSE ............................................ 55 Central Business Jets ............................. 131 Clip Aviation ............................................ 124 Concorde Battery .................................... 105 Dassault Falcon Pre-Owned ................. 2 - 3 Duncan Aviation ........................................ 49 Eagle Aviation............................................ 31

ElliottJets .................................................. 91 Engine Assurance Program....................... 25 Freestream Aircraft ............................ 26 - 27 General Aviation Services ......................... 79 GE OnPoint .............................................. 83 Global Jet Capital ..................................... 59 Global Jet Monaco ................................. 5 - 7 Gogo Business Aviation............................. 95 Hatt & Associates ...................................... 15 Jetbrokers ................................................. 87 Jetcraft Corporation.................... 34 - 35, 132 JetHQ ....................................................... 39 JETNET ................................................... 113 Jet Values .................................................. 68 Lone Mountain Aircraft Sales .................... 63

Marbale Universal ................................... 123 Mesotis Jets ............................................ 125 OGARAJETS............................................. 29 Par Avion ................................................... 47 Pratt & Witney............................................ 75 Rosen Visor ............................................ 107 Satcom Direct ........................................... 97 Singapore Airshow .................................. 121 Skyworld Aviation ................................... 126 Sparfell & Partners ............ 1, 18 - 19, 36 - 37 Stevens Aerospace ................................... 21 The Jet Business................................ 22 - 23 The Private Jet Company .......................... 43

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),November 2021, Vol 25 Issue No 11, is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

130 Vol 25 Issue 11 2021 AVBUYER MAGAZINE

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CBJ October.qxp_CBJ November06 22/09/2021 14:17 Page 1

Germany Office

General Offices

TEL: +49 151 15295243

Minneapolis / St. Paul TEL: (952) 894-8559

E-MAIL: julian@cbjets.com

FAX: (952) 894-8569 E-MAIL: INFO@CBJETS.COM

Falcon 50-40 SN25

2003 Falcon 2000EX SN14

COLLINS PROLINE 21 AVIONICS PACKAGE, AGT-5000 GoGo WIFI, Extended Altitude S.B. 49,000 FT capable, 3rd Collins VHF, Baker LCD Cabin Control System w/ 10 Panels, One 15” LCD Monitor, Artex ELT w/ NAV Interface, XM Weather, Baker Cabin Video System (4 ea. 5.6” Slim Line Plug in Monitors), Fire blocked foam with Fabric Protection

ProLine 21 Avionics Upgrade, All new soft goods throughout with Led wash lights, all plating is new.

The interior of all drawers were redone to match new colors throughout the aircraft. Synthetic Vision System, Electronic Charts, FANS 1/A, CPDLC, ADS-B Out V2, WAAS/LPV, Gogo Advance L5 WIFI, ESP Gold, MSP Gold, CASP, 10 PAX Configuration (Preferred)

D L SO

D L SO

2004 Falcon 900C SN199

2012 Gulfstream G450 SN4263

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

Gulfstream Maintained – 8C Heavy Check 07/20, RRCC, HAPP, ASC 912C – PlaneView software update, ASC 037B – Synthetic Vision System 2.0, Near Perfect Paint & Interior, GOGO Wi-Fi, HD710 High Speed Data, 8 Monitors with DVD & Blu Ray

D L SO

D L SO

Citation X SN281

2005 Lear 60SE SN282

Honeywell Primus Elite DU-875 LCD Displays, Engines on Rolls Royce Corporate Care, Winglets, WAAS (Wide Area Augmentation Service), ADS-B Out, XM Weather, Airshow 4000, AGT-4000 GoGo with Talk & Text, Aircell Axxess II Iridium Satcom System

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

Aircraft wanted: Gulfstream G450 • Gulfstream G550 • Falcon 7X • Falcon 2000LXS Falcon 900EXy • Falcon 50EX • Lear 75 • Challenger 350

www.cbjets.com

The smoothest connection to your next aircraft.

2014 BOMBARDIER LEARJET 75 S/N 45-491 • 1,611 Hours; 1,083 Landings • SwiftBroadband Internet • Engines Enrolled on JSSI 100%

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

1997 DASSAULT FALCON 900EX S/N 0006 • 9,001 Hours; 5,126 Landings • Engines Enrolled on MSP Gold • A ircell ATG-4000 High Speed Internet

2015 BOEING BBJ S/N 61040

2013 GULFSTREAM G650 S/N 6047

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

• 2,178 Hours; 846 Landings • Forward Galley • 16 Passenger Configuration

2009 BOMBARDIER GLOBAL 5000 S/N 9293

2015 BOEING 787-8 VIP 2008 CHALLENGER 300 2015 CHALLENGER 350 2012 CHALLENGER 605 2009 GLOBAL 5000 2012 GLOBAL 6000 2011 GLOBAL XRS 1999 FALCON 900EX

2005 FALCON 900EX EASY 2015 FALCON 2000LXS 2016 FALCON 7X 2006 LEARJET 45XR 2008 GULFSTREAM G450 2014 GULFSTREAM G650 2017 GULFSTREAM G650ER 2016 PILATUS PC12/47E

2000 BOMBARDIER GLOBAL EXPRESS S/N 9023 • 7,227 Hours; 2,351 Cycles • FANS 1/A+ and ADS-B Out • Fresh 240 Month Inspection

ALSO AVAILABLE

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• 7,032 Hours; 3,248 Cycles • Engines Enrolled on RRCC • Fresh 120 Month June 2019

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