FC Avpro October 2020.qxp_FC December 06 15/09/2020 11:00 Page 1
Volume 24 Issue 10 2020
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ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION
THIS MONTH Jets Comparison: Bombardier Learjet 75 vs Gulfstream G100 proudly presents
2004 Dassault Falcon 2000EX EASy Serial Number 42 | D - B M V V See page 11 for further details
The Eight Steps to Evaluate a Business Aircraft The Evolving Business Aircraft Flight Deck www.AVBUYER.com
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Editor Welcome.qxp_JMesingerNov06 15/09/2020 10:18 Page 1
Guest Editor’s VIEWPOINT Ed Bolen
Industry's COVID Moment Highlights Need for Sustainability mong the many effects from the COVID-19 pandemic has been a noticeable reduction in greenhouse gas (GHG) emissions around the globe, as international travel restrictions and regional lockdown efforts stifle demand across all modes of air, land and sea transport.
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That hasn't gone unnoticed. While global Business Aviation operations represent but a tiny fraction of overall CO2 emissions, the National Business Aviation Association (NBAA) and others in our industry are working proactively along several fronts to reduce that already-low carbon footprint in the years ahead. One of the most promising and accessible means to lower business aircraft carbon emissions is sustainable aviation fuel (SAF). This cleaner-burning alternative to straight petroleumbased Jet-A can be derived from any number of renewable feedstocks and offers the potential for reducing net lifecycle carbon emissions by at least 50%, while still meeting ASTM D1655 standards.
More to be Done…
Although we've made inroads to promote SAF, more work needs to be done to increase availability and access to the fuel and to educate operators about its use as a true drop-in replacement for conventional Jet-A. Earlier this year, the Business Aviation Coalition for Sustainable Aviation Fuel (the SAF Coalition) released its updated and enhanced SAF ‘guide’ for our industry. Titled ‘Fueling the Future’ and available at futureofsustainablefuel.com, the revised guide details the practicalities of SAF development, industry adoption and pending expansion of supply and use. The guide builds upon other recent efforts by NBAA and other members of the SAF Coalition to build enthusiasm and support for sustainable fuels, including a first-ever SAF-focused event in January 2019 at California's Van Nuys Airport, followed four months later by a similar event at Europe's Farnborough Airport. Soon after, 23 SAF-fueled business aircraft flew to Geneva for the European Business Aviation Convention & Exhibition (EBACE). And at the 2019 Business Aviation Convention & Exhibition
(NBAA-BACE) in Las Vegas, every refueling turbine aircraft on display departed from Henderson Executive Airport powered by SAF. Earlier this year, SAF was also made available at Zurich Airport for those traveling to the World Economic Forum in Davos, further emphasizing how sustainability is increasingly intertwined with the global economic community. Plans were also underway for a new Business Aviation Sustainability Summit, to be held in March 2020 in Washington, DC, to accelerate the industry’s development, availability and use of the fuels. Unfortunately, COVID-19 forced the Summit's postponement, in line with the pandemic's impact on nearly all other events.
Virtual Business Aviation Sustainability Summit
Despite need for the postponement, we know that the importance of SAF as a key path toward ever greater sustainability across Business Aviation remains a message that needs to be shared, now more than ever. That's why, on September 14-15, Business Aviation stakeholders around the world convened online for a first-of-its-kind Virtual Business Aviation Sustainability Summit that brought together industry leaders, policymakers, and a host of other noted experts and officials to discuss pathways to accelerate the market for SAF. Topics addressed at the virtual summit included the importance of SAF to Business Aviation and its performance in aircraft; perspectives on near-term supply strategies and SAF transaction models; regulator, supplier and stakeholder insights on long-term solutions to encourage SAF adoption; and ways to expedite access once operators say, “I want my SAF!” Once again, Business Aviation is demonstrating its important part in the global sustainability conversation. The Virtual Business Aviation Sustainability Summit was a watershed moment for our energetic, innovative and international industry, and I encourage AvBuyer readers to explore use of SAF in your operations as we all work toward a greener, more sustainable future. More information from www.nbaa.org ❙
Ed Bolen became the president and CEO of the National Business Aviation Association (NBAA) on September 7, 2004. Prior to joining NBAA, Bolen was president and CEO of the General Aviation Manufacturers Association (GAMA) for eight years.
4 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
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4
2020
14
Contents
Vol.24 Issue 10
38
Guest Editor
Ed Bolen, NBAA
Market Indicators
Trends and Observations from Leading Business Aviation Analysts
Market Insights
Dealer Broker Market Update
44
Helicopter Sales: How to Play the Current Market
48
Eight Steps to Evaluate a Business Aircraft
54
How to Compare Aircraft With Life-Cycle Costing
58
Sponsored Content
62 66 74 80 88 92 100 104
Buying & Selling
Global Jet: Strong in a Changeable Market
Ownership
Business Aviation: America’s Matchless Asset
Jet Comparison
Bombardier Learjet 75 vs Gulfstream G100
Aircraft Price Guide
Medium Jet Aircraft Values
Industry Interview
How Rolls-Royce is Shaping BizAv’s Future
Flight Department Management
Engine Upkeep: Increase Longevity & Decrease Cost Better Understanding BizAv Maintenance Tracking Software
Connectivity
Jet Connectivity: Bridging the Gap on Wi-Fi Demand
Avionics
A Guide to Your Aircraft’s Flight Panel: Cockpit Layout
110
The Evolving Business Aircraft Flight Deck
115
OEM News and Industry Appointments
118
Showcases
127
Marketplace
129
Advertisers Index
130
Aircraft for Sale Index
Community News
Next Month
• Jet Connectivity: What’s Really Necessary for Short-Haul Flights?
• Cockpit Connectivity Evolution: Planning on the Fly
• Jet Comparison: Hawker 400XP
10 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com ADVERTISING Steve Champness - Publisher Americas +1 770 769 5872 Steve@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Head Office +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com AVBUYER.COM Jayne Jackson jayne@avbuyer.com Emma Davey emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com
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S N 5 873
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MARKET INDICATORS
Business Aviation Market Overview Entering the final quarter of 2020, understanding who is buying business aircraft, and why, is more important than ever to dealers and brokers planning and preparing for a hoped-for year-end rush. Rollie Vincent elaborates...
Q
uarter four is upon us in ‘The Year of the Asterisk’, a time that many of us may want to forget – but cannot and will not. These are surely interesting times, given the daily water-cannons of information that we face, leaving us to tend to the never-ending task of sorting the junk from the nice-toknow; the good-to-know; and the mission-critical. For Business and General Aviation (B&GA) aircraft owners and operators, utilization levels have – thankfully – generally rebounded from the depths of the Q2 2020 quagmire, which by most accounts is now one for the history books. How do we know? Real-time aircraft
14 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
tracking software and services that provide detailed reports by aircraft size category, airport, airport pair, country and region are helpful guides to gauge the speed, specifics and trajectory of our industry’s rebound (see the WingX Advance report on p16). By most accounts, aircraft flight cycles and hours have already returned to 70-80% of 2019 levels on a year-todate basis, although affixing any one data point to an industry as diverse and globally-oriented as B&GA is invariably fraught with difficulty, and is open to interpretation and, unfortunately, inevitable misinterpretation.
www.AVBUYER.com
MarketIndicators OCT20.qxp_Layout 1 15/09/2020 15:41 Page 2
AVBUYER.com With 35+ years in the aviation industry, Rolland Vincent, president, Rolland Vincent Associates (RVA) has served as a trusted consultant at Textron, Bombardier and ICAO in various roles in strategy, marketing, business development, aviation economics and aviation statistics. Identifying a need for enhanced insights into the state of the business aviation marketplace, Rolland Vincent Associates partnered with JETNET in 2010 to create JETNET iQ. Mr Vincent is chair of the Transportation Research Board’s Standing Committee on Light Commercial and General Aviation, and is president, RVA, a consultancy focused on aviation market research, strategy, and forecasting. Contact him via rvincent@rollandvincent.com
Preparing for a Hoped-For Year-End Rush…
With numerous signs of bright spots and green shoots in aircraft utilization rates, and with surprisingly strong July 2020 pre-owned sales, there are other signals that are more sobering and thought-provoking. What are some of the mission-critical considerations on the minds of aircraft owners, operators and prospective buyers as we enter the home stretch of 2020? And how should aircraft transaction professionals prepare for the hoped-for year-end rush? Customers – the people who buy and fly in business aircraft – are invariably a subset of the top of society’s pyramid, whether measured by wealth, influence, and/or impact. Good people to know and serve, as a group they epitomize success and tend to be keenly aware of the benefits and true all-in costs of private flying. They are typically loyal to those who they have come to trust, whether a friend or professional colleague, an aircraft salesperson and their organization, or an aircraft brand. While aircraft sales and purchase agreements inevitably involve mounds of paperwork, teams of transactional experts, and dollar values with lots of zeroes, the key players in our industry understand that they represent opportunities to prove their worth and earn the right to be considered as trusted advisors for the long term. While aircraft sales professionals may be staring at their 90-day calendars and wondering how they are going to still get deals done, the fact of the matter is that any such plans should have long-ago been revised to reflect the realities of COVID-19. The coronavirus pandemic, it’s socio-economic, political, and human health shocks and aftershocks are lingering, encompassing, and dangerous. These factors far outpaced all other strategic challenges facing Business Aviation in the next 5-10 years, as identified by aircraft customers who responded to the recent Q2 2020 JETNET iQ Survey. While it is easy to dismiss these as uncontrollable issues that simply need to be factored into today’s and tomorrow’s business plans, that seems (to us) a cup-halfempty approach to what is the notorious elephant in the room that is too big to ignore and, for the hungry carnivores amongst us, far too big to eat at one sitting.
www.AVBUYER.com
The Value of the Time Machine
So, what to do? It may start with the recognition that the highly engineered, brightly painted, and beautifully appointed aircraft is actually not so much a machine as it is a positive enabler of personal autonomy and selfdetermination. While the post-WW2 promise of an airplane in every suburban driveway seems laughingly ridiculous in retrospect, the marketing idea and inspirational for it all was spot-on. With only 37,000 turbine B&GA aircraft in a world of a couple of billion households, we could easily be dismissed as an industry that has little impact on a global scale – but nothing could be further from the truth. Customers for Business Aviation are amongst the titans of society and industry: They’re savvy, connected and hyper-aware of time; the time they have left, the experiences they cherish or yearn for, the dreams they have unfulfilled, and the legacy and impacts they want to leave for the next generation. Whether stitching together their companies, properties, trusts and investments, or connecting them with families, friends and trusted advisors, the savviest amongst them know the irreplaceable value of time that a private aircraft delivers.
Keeping Perspective in Q4 2020
While prospective buyers of new and pre-owned business aircraft are fewer in number today than is typical for Q4, it is important to keep things in perspective. Other considerations they have today may seem allconsuming: De-risking and rebuilding their companies and returning them to health; shifting their investment priorities to capture rapidly emerging opportunities; and recommitting to keeping family values at the center of their lives. All of these are smartly enabled by having ready access to one or more private aircraft. While they may appear to be fewer in number and less bright on the aircraft sales radar screen, the savvy people who have already invested in B&GA aircraft are reimagining and reinventing the way they go to market, and through life, as always at high speed. Getting to know them and becoming part of their trusted network of advisors is a good plan to have. MI www.navigating360.com
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MARKET INDICATORS
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Flight Activity – Europe & North America
According to WingX Advance, European Business Aviation activity for August 2020 finished 3% above traffic levels in August 2019 (the equivalent of 1,845 additional sectors flown). By comparison, North American activity lagged 21%... The figure for July and the start of August was 18% shy of the activity for the same period in 2019 and, according to WingX, the trend hasn’t been smooth, with some relapse in the second half of July before renewed recovery at the end. Nevertheless, BizAv still looks to be in better shape than the Scheduled Airlines, which remained down by almost 60%.
was 77% down over the same period. The continued recovery in business jet and turboprop activity in Europe is coming from the stalwart markets of Germany, Switzerland and Austria, with France maintaining a YoY improvement throughout August. Turkey, and especially Russia, saw a big turnaround in flight activity during August, and were well ahead of August 2019 activity. Central European markets like the Czech Republic were well up, and Croatia stood out as the European summer hotspot for August (though flight connections faded fast since quarantines were imposed late in the month).
Europe
August was a faltering month for Business Aviation recovery in North America, and ended 21% behind August 2019 activity. However, the US domestic market performed slightly better, and was back up to 81% of normal activity for the full month. The US trend fell away in the second half of August, and the month ended with a rolling seven-day average of 7,347 flights (5% down on the traffic seen during mid-August). Weekend travel was the strongest, with activity above 90% of normal in August,
Despite the 3% increase in August activity, European flight hours were down, attesting to the shorter sector trend throughout the COVID-19 recovery. The continent saw a dip in activity during mid-month which coincided with a raft of unexpected travel quarantines. Overall, for the period from April to September European Business Aviation activity was still down by 34% compared with 2019, but that compares favourably against commercial airline traffic which
16 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
North America
whereas weekday travel was stalling at 80% of usual. California and Texas were back to being the busiest US States, flying almost a third of all US sectors in August, but still lagging 16% behind their YoY activity. Flying over the entirety of August confirmed stagnant trends on the East Coast, and strong growth to getaway locations, from Utah to Wyoming (with Florida treading water 8% below). The stand-out decline for August was Hawaii where traffic levels were down by 65% YoY. “August saw the overall market edge further towards recovery, with marked variation between Europe and the US,” Richard Koe, managing director, WingX summarized. “Further ahead in the pandemic curve, European countries have substantially opened their economies, and, belatedly, tourism has been rebooted. With June and July flights concentrated into a short August window, YoY activity has consequently been higher. “The US market is still some way behind, but as the public health crisis recedes, there may now be a quicker upturn.” MI www.wingx-advance.com
page 20
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MARKET INDICATORS
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The Private Jet Charter Juxtaposition Over-exuberant talk of growth in the private charter sector could limit future financial support, according to aviation analyst Brian Foley. What’s the true picture, and why is it important to reflect it accurately? Based on the comments of a few business jet charter providers, one could be led to believe that the private charter industry is on fire as well-heeled travelers avoid the airlines. While there may be some outlier examples, the data generally does not support these claims. In fact, the unsubstantiated exuberance may be setting the industry up for exclusion from any future government aid programs. Most certainly, Business Aviation traffic has recovered much faster than the airlines. North America business jet trips are now within 20% of this time last summer, and about triple what they were in April of this year. For business jet charter flights specifically, activity remained down 12% in July from the same month last year, according to ARGUS International.
a fraction of calls from traditional private flyers. Newbie interest tends to be shortlived once they get a five- or six-figure quote. Many of their requests are for one-and-done trips, and are shopped for the lowest price, which makes any trips actually flown a low-margin proposition. Even with a return to 2019 trip activity levels the industry has been oversupplied with charter for quite some time. Despite increased interest in private charters there has been little change in overall industry pricing discipline thus far. While there are a few pockets of legitimately increased charter activity, depending on region, FAA flight data indicates it’s still off 12% year-over-year. Despite this fact, some charter operators choose to focus public announcements on the positives such as a big increase in their business since April or a new record of inquiries.
The Threat of Backfire
While perhaps beneficial from a marketing perspective, these glowing accounts of the industry could backfire should future government relief programs be considered. A regulator could assume that any further stimulus to the sector is unnecessary given the accounts of business robustness. In short, private aircraft charter has recovered significantly more than the airlines but still isn’t back to normal. While summer travel may have helped expedite that recovery, the upcoming business travel season could notably affect those gains. Driven by first-time private travelers, charter inquiries are up but are more difficult to consummate. Efforts to spin disappointing business conditions into a favorable marketing narrative could create optics which limit future financial support. MI www.brifo.com
As Summer Moves to Fall…
There is growing concern that summer may have been the high point for the aircraft charter season. Once the frolicking at the beach is over and people return home, the focus normally turns to business trips in the fall. All one needs to do to predict the strength of the upcoming business travel season is to look at their own trip calendars, which for most road warriors are pretty scant compared to last year.
Trips versus Inquiries
What some charter operators may report as booming business could in fact just be a spike in new inquiries, not trips sold. The number of first-time flyer calls is undeniably higher, but the closing rate into actual trips flown is just
More Private Charter Flights Contain Families & Pets Reflecting on the ‘rollercoaster’ period of April-June, charter company PrivateFly published its Q2 trends report revealing a rise in bookings for larger cabin private aircraft in Europe. More private jet flights are for family travel than ever before, according to a new trends report. “The April to June period really was a rollercoaster ride with activity at a historic low at 20 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
the start, followed by a surprisingly strong recovery in June - when we were back to over 75% of our expected demand in Europe, and closer to 100% in the US,” said Adam Twidell, CEO of PrivateFly. He added that the trend continued into July. page 24 MI www.privatefly.com
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parallels between the Queffelecs and the Boyles are undeniable, as this lays the foundation of a successful collaboration. “We are excited to join with the Queffelec family to bring the SPARFELL brand to the United States, and are honoured to be a part of their premier aviation legacy. Sparfell USA is committed to providing SPARFELL’s global clientele with personal and trustworthy representation here in the world’s largest aircraft market. The transactional brokerage services we will oversee in the US will be a great benefit to customers who are already part of the Sparfell family in our aircraft management and charter business in Europe. And for our US clients, the added reach into the European market via the local expertise of our office in Geneva will be of great value. We also look forward to introducing our US customers to the first-in-class aircraft management and charter service offered by Sparfell,” says Brandt Boyle, Vice President of Aircraft Trading.
Philip Queffelec, SPARFELL’S Chairman, with Mike Boyle
With over 22 years of experience, a strong worldwide network of contacts and numerous domestic and international transactions completed, Brandt serves his clients with the highest level of professionalism and integrity. His son J.P. follows in his footsteps, keeping up the family tradition of excellence and trustworthiness in business aviation.
Brandt Boyle, Vice President of Aircraft Trading
“We are excited to join with the Queffelec family to bring the SPARFELL brand to the United States, and are honoured to be a part of their premier aviation legacy. ” SPARFELL is very optimistic about the future of aircraft trading within the group, as its activities are built from heritage, by people who adhere to highest standards of aviation values. With a US team now on site in the United States, SPARFELL offers a wide range of opportunities to clients by relying on its international network of professionals around the world – a truly integrated and synergistic system, aimed at satisfying any client need.
+1 301 525 4380 TRADING.USA@SPARFELL.AERO
WWW.SPARFELL.AERO
MarketIndicators OCT20.qxp_Layout 1 16/09/2020 09:42 Page 5
MARKET INDICATORS
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JETNET Business Aviation Market Review - H1 2020 JETNET released its review of the market for business aircraft in H1 2020 (amidst the global COVID-19 crisis). To add context to these findings, Paul Cardarelli, JETNET Vice President of Sales, made the following notes... While the market for business aircraft is undoubtedly under stress, and the COVID-19 crisis is not helping, many of the underlying reasons for the stress pre-existed the crisis. “So far this year brokers, dealers and sellers of business aircraft are showing restraint to not over-react to the negative stimuli that now surround the market,” Cardarelli explains. “They are taking a short-term position on the crisis – a temporary anomaly that can be waited out. As a result of this discipline many key market metrics have yet to turn exceedingly negative.”
Inventory
There were at the time of writing 2,264 business jets offered for sale (representing 10.07% of the in-service fleet). This is technically a buyer’s market but only just, and the market has held steady between 10.1% and 10.3% since April. While there has been an increase of aircraft coming on to market in 2020, it has not moved the market into gross oversupply, and the proportion of aircraft for sale is nowhere near the recessionary days of ten years ago when the inventory of business jets swelled to nearly 18%.
Pricing
Although softer than in 2019, there is no wholesale degradation of prices for aircraft listed for sale on JETNET in 2020.
Retail Sales
Pre-owned business jets sold and leased in the first six months January to June, YoY 2019 vs 2020, is down 19% (from 1,169 to 947). This is undoubtedly substantial. But brokers and dealers report that phones have been ringing with calls from buyers. The reduction in sales would therefore seem less about declining demand and more about sellers not yet capitulating to distressed market offers.
What Has Changed This Year?
What has changed this year is the composition of what’s selling: A bit older, a bit larger, and less expensive than last year. For January to June 2019, the composite of pre-owned
business jets sold was a 2004 model priced at $4.4m (USD) with the Light/Super Light jet category leading the market with nearly a 30% share of all pre-owned business jets sold. By comparison, in 2020 the composite is two years older - a 2002 model priced at $3.7m with Mid/Super Mid-size jets as market leader at 27.25% of all jet sales (up 2% YoY). (The Light/Super Light and Large/Long-Range categories are off in market share this year by 2.7% and 0.5% respectively.) “Bear in mind that the trajectory of the market today was in place going back to last fall, well before the coronavirus, so 2019 was itself a year in decline,” Cardarelli quantifies. “Compared to 2018, pre-owned sales were off last year by 12%, and inventory trended upward ultimately by 6% YoY. Demand softened because so much post-recession pent-up demand had been satiated in 2017 and 2018. “We launched into 2020 already facing the headwinds of a market in cool-down,” he concludes. “To that was added two former market depressants becoming relevant again. Brexit was ratified in January, and another contentious US presidential election is set for November. In this sense 2020 looks much like 2016 when inventory for sale and retail sales both trended unfavorably. MI www.jetnet.com
Summer Sales Soar for IADA Members The pace of used aircraft sales picked up sharply in June and July after April/May doldrums brought on by the COVID-19 pandemic and its economic impact, IADA reveals.... Dealers accredited by the International Aircraft Dealers Association (IADA) reported 103 closed sales transactions in July, more than three per day for every day of the month. In June the association members also had a good month, making 74 deals. Those 177 deals in June and July compare with 100 in April and May, a 77% increase. And fewer deals fell apart in June
24 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
and July (27 versus 38 in April and May). August began with 87 additional aircraft under sales contracts. “Our dealers reported exceptionally brisk activity in June and July after a protracted period in March, April and May where the deals were much harder to put together,” summarized IADA Executive Director Wayne Starling. “IADA dealers also experienced a reduced percentage of deals where lowered prices were integral to completing the deal.” MI www.iada.aero
page 28
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MarketIndicators OCT20.qxp_Layout 1 16/09/2020 09:44 Page 6
MARKET INDICATORS
AVBUYER.com
Table A
Fleet Maintenance Condition
In-Service Aircraft Values & Maintenance Condition
5.40
Turboprops experienced a nominal drop in price, resulting in a YTD overall 2.5% decrease. Large Jets saw values decrease 0.4% which brought the group’s overall 2020 reduction up to 12.2%. Small Jets tumbled 2.5% in August, but are still up 6.5% during 2020.
August’s ‘for sale’ Quality Rating, at 5.329, maintained the tracked fleet’s ‘Excellent’ range figure for 2020, on Asset Insight’s scale of -2.5 to 10. Maintenance Exposure, an aircraft accumulated/embedded maintenance expense, improved (fell) a nominal 0.2% to $1.416m, signaling upcoming maintenance for the latest fleet mix would be slightly lower.
Maintenance Exposure to Ask Price (ETP) Ratio
The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the
28 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
O
N
Quality Rating
Recovering from July’s decrease, the Quality Rating for Asset Insight’s tracked fleet improved to post another 12month best (highest) figure, while the ‘for sale’ fleet mix decreased the anticipated cost for upcoming maintenance events. Asset Insight’s tracked inventory recorded the following:
•
$1.45
$1.35 $1.30
S
Inventory Fleet Maintenance Condition
•
5.329
5.10
Average Ask Price for our tracked fleet increased 2.1% in August, lowering this year’s overall value decline to 3.0%. Interestingly, the increase was perpetuated by Medium Jets, the only group to experience a monthly Ask Price increase, and the 2.8% hike lowered the group’s 2020 value loss to only 1.1%.
•
$1.50
$1.40 5.20
Aircraft Values
•
$1.42
5.30
Aircraft transactions continued their recovery and Asset Insight’s August 31, 2020 market analysis of 134 fixed-wing models showed an additional 2.1% inventory fleet decrease during August. Here’s the latest news on the tracked fleet’s values and maintenance condition… August’s results represented a second consecutive monthly fleet reduction, reducing the year-to-date (YTD) inventory increase to 4.5%. Small Jets led the way with a 4.1% decrease, followed by Medium Jets (3.0%), and Turboprops (1.0%). Large Jets were the only group to post an inventory increase (0.6%).
•
$ Million
D
J
F
M
A
Maintenance Exposure
M
J
J
A
Quality Rating Trendline
Table B G500 G650ER CL-650 Citation Latitude G650 F2000LXS Citation Sovereign + Legacy 500 F7X Global 6000 CL-350 G280 Citation CJ3+ Learjet 75 Citation X+ F2000LX Citation XLS+ (MSG3) Citation CJ4 525C Phenom 300 Boeing BBJ King Air 350i F900EX EASy F2000EX EASy Pilatus PC-12 G450 F900DX CL-605 Citation Sovereign 680 Citation Encore + Piper Meridian TBM 850 G150 Caravan 208-675 Hawker 900XP Phenom 100E G550 Global XRS Nextant 400XTi Citation CJ2+ 525A Citation CJ3 CL-300 KingAir 350 - Post-2000 F2000EX F900EX Citation Encore Global 5000 KingAir B-200 - Post-2000 Learjet 45XR Citation XLS Citation Mustang 510 Caravan 208 Caravan Grand 208B GV Phenom 100 Piaggio P-180 II Hawker 4000
1.2% 4.7% 4.8% 5.0% 5.7% 6.8% 7.8% 8.3% 8.7% 9.1% 9.2% 9.7% 10.0% 10.9% 13.1% 13.2% 13.8% 14.3% 14.6% 14.7% 16.1% 16.5% 17.3% 18.1% 18.1% 18.2% 18.5% 19.8% 20.4% 20.4% 21.4% 21.6% 22.9% 26.6% 27.2% 28.1% 28.7% 29.8% 30.0% 30.0% 31.0% 31.1% 31.2% 31.6% 32.1% 32.5% 33.3% 34.6% 35.2% 35.3% 36.2% 36.6% 36.8% 37.9% 38.2% 38.6%
Citation CJ1+ 40.0% Embraer Legacy 600 40.0% Learjet 60XR 40.8% Citation CJ2 41.0% Hawker 850XP 42.8% KingAir B-200 - Pre-2001 42.8% Citation XLS (MSG3) 43.6% KingAir 350 - Pre-2001 44.1% GIV-SP (MSG3) 44.5% F50EX 46.5% KingAir 300 48.1% Citation CJ1 50.3% F900B 50.6% Learjet 40 50.7% Citation Excel 560XL 50.7% F900 51.8% CL-604 53.2% Hawker 400XP 53.7% G200 54.2% Hawker 750 54.8% Premier 1A 56.0% G400 60.5% Citation V Ultra 63.6% Learjet 40XR 67.7% Global Express 70.1% TBM 700A 71.1% Learjet 45 w/APU 76.3% Learjet 45 79.5% Citation VII 82.6% Hawker 800XP 83.2% F2000 84.6% Hawker Beechjet 400A 86.8% Citation V 560 91.6% Premier 1 97.6% F50 98.1% Learjet 60 102.2% GIV-SP 102.8% Learjet 31A 115.2% Learjet 55C 118.2% Citation VI 119.1% Piaggio P-180 119.6% Hawker 1000A 121.6% KingAir C90 124.2% Citation ISP 124.5% G100 126.1% CL-601-3R 130.6% Hawker Beechjet 400 133.8% Citation II 144.8% Hawker 800A 158.8% GIV 171.5% Learjet 36A 185.5% CL-601-3A 185.5% Learjet 55 201.0% Learjet 31 209.8% Citation Bravo 214.7% Citation III 218.8% Learjet 35A 265.5% CL-601-1A 267.3% F20-5 299.6% Hawker 125-700A 299.7% GIII 709.0% Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of August 31 2020
page 32
Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)
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Jet HQ inventory FP October.qxp_Layout 1 15/09/2020 10:07 Page 1
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1944 BEECHCRAFT D17S STAGGERWING • Serial Number: 6874 • ADS-B In/Out • Total Aircraft Rebuild • New Interior and Paint- 1997
• 1998 EAA AirVenture Award • Winner- Outstanding Open • Cockpit Biplane Runner-Up
2000 BEECHCRAFT BEECHJET 400A • Serial Number: RK-266 • Garmin 5000 Integrated Flight Deck • New Paint and New InteriorNov 2017
• New Hawker XPR WingletsNov 2017 • AirCell ATG 2000 with Talk & Text • Fully RVSM and ADS-B Compliant
1981 KING AIR B100 • Serial Number: BE-118 • 2020 ADS-B Compliant • Executive Wings Winglets • Chelton EFIS Avionics Package
2007 LEARJET 45XR • Serial Number: 45-346 • Engines and APU Enrolled on MSP • Next Gen Avionics: ADSB-Out, TCAS 7.1
• Delivered with Recent A - D Inspections • Paint and Interior Refurbished - 2016
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• High Speed Internet • 13 Passenger Executive Configuration
1996 BEECHJET 400A • Phase 1-4 Inspections CW August 2019 • McCauley Black Mac 5 Blade Props
• Serial Number: RK-120 • Enrolled on IFA- Increased Flight Activity Program • Fresh Hot Section Inspection1,980 Hours Until Next Event
• ADS-B Compliant • New Paint- February 2020; Freshly Refurbished InteriorMarch 2020 • FDR Equipped
MarketIndicators OCT20.qxp_Layout 1 15/09/2020 15:43 Page 7
MARKET INDICATORS
Large Jets
Medium Jets
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure
$ Millions
$3.30
$3.25 $3.10
$3.00 $2.75
5.800
Jul-20
Aug-20
Jun-20
May-20
5.300 5.200
5.600
market increases, usually by more than 30%. During Q2 2020, assets whose ETP Ratio was 40% or more were listed for sale nearly 53% longer (on average) than aircraft whose Ratio was below 40% (251 versus 384 Days on Market). Asset Insight’s August analytics revealed that over 52% of its tracked models, and more than 55% of the tracked fleet posted an ETP Ratio greater than 40%. August’s fleet ETP Ratio improved (fell) to 70.9% from July’s 71.2%. For the ninth consecutive month, Turboprops posted the lowest ETP Ratio at 41.8%, unchanged from July, and also the group’s 12-month best (lowest) figure. Large Jets maintained second position, but the group’s figure worsened to 63.2% from July’s 61.4%. Medium Jets were the only group to post an improvement (to 71.7% from July’s 73.7%). Small Jets posted their worst (highest) 12-month figure at 97.4% fueled by the group’s Ask Price drop.
Market Summary
With the tracked fleet’s inventory posting its second consecutive monthly reduction, the listed fleet’s figure dropped to 10.5% from July’s 10.7%, continuing to show improvement compared to June’s 10.9% and May’s 11.3%. • Turboprops were unchanged while maintaining the lowest figure at 7.4%.
32 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
•
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
Sep-19
• •
Oct-19
5.000
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Feb-20
5.100
5.500
•
Apr-20
5.323
5.741
5.700
•
Mar-20
Scale -2.500 to 10.000
Scale -2.500 to 10.000
•
$1.25
Asset Quality Rating
Asset Quality Rating
•
Jan-20
$1.26
$2.50
Feb-20
$2.90
Dec-19
Aug-20
Jul-20
Jun-20
Apr-20
May-20
Mar-20
Jan-20
Feb-20
Dec-19
Nov-19
Oct-19
$3.01 Sep-19
$1.30
Nov-19
$11.0
$1.35
$3.29
Oct-19
$11.7
$12.0
$3.50
Sep-19
$13.0
$10.0
$ Millions
Large Jets were next with an improvement to 9.4%. Small Jets worsened to 10.4% but held on to third position Medium Jets listed for sale decreased to 11.9% from July’s 12.3%.
Large Jets
The tracked fleet’s Quality Rating improved to 5.741 from July’s 5.712. While below June’s 5.788 record high (best) figure, the figure moved the group further into ‘Outstanding’ territory. Ask Pricing fell another 0.4% to remain lower than the group’s 12-month average. Inventory increased by three Asset Insight analytics (www.assetinsight.com) units, with the newest fleet mix improving (lowering) Maintenance Exposure by 0.7%. Older equipment transacted primarily based on price. Newer equipment sellers should be able to command reasonable prices.
Medium Jets
It may not look like it, based on the group’s 71.7% ETP Ratio, but Medium Jet figures are quite encouraging for sellers. The tracked fleet’s inventory decreased 20 units in August and is now down 19 units for the year (the best percentage decrease of the four groups), while the Quality Rating reached 5.323 (a 12-month high/best figure that pushed the group further into the ‘Excellent’ range).
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MarketIndicators OCT20.qxp_Layout 1 16/09/2020 09:46 Page 8
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Small Jets
Turboprops
Ask Price vs. Maintenance Exposure
Ask Price vs. Maintenance Exposure
$ Millions
$1.10
$1.00
$1.00
$1.85
$1.58
$1.60
$0.60
Aug-20
Jul-20
Jun-20
Apr-20
May-20
Feb-20
Mar-20
Jan-20
$0.53 Dec-19
$1.40
$0.55
Oct-19
$0.70
$1.50
Nov-19
Jul-20
Aug-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Oct-19
Nov-19
$0.80 Sep-19
$0.50
Asset Quality Rating
Asset Quality Rating
Scale -2.500 to(www.assetinsight.com) 10.000 Asset Insight analytics
Scale -2.500 to 10.000
5.300
5.150
5.182
5.200
5.106
5.050 4.950
5.100
4.850
Asset Insight analytics (www.assetinsight.com) Asset Insight analytics (www.assetinsight.com)
Add to that a Maintenance Exposure decrease of 0.6% to virtually equal the 12-month low/best figure, and you have the making of some value-based transaction opportunities for both buyers, provided they do their homework, as well as many sellers.
Small Jets
With an additional 28 unit decrease to the tracked Small Jet fleet, the group’s inventory is now down 46 units over the past two months. While that still represents an increase of 13 units for the year, itAsset alsoInsight demonstrates continued analytics (www.assetinsight.com) improvement. Curiously, buyers appeared to be more interested in lower quality assets during the month of August, presumably due to price, as both the Quality Rating (which Asset Insight’s grading system rates as ‘Very Good’), and Maintenance exposure figures improved, by 0.12% and 2.6%, respectively. Unfortunately, Ask Price took a 2.5% tumble, raising the ETP Ratio to a second consecutive 12-month high (worst) figure – something that is unlikely to help many sellers.
Turboprops
The tracked inventory fleet decreased by five units in August. That may not appear significant, considering the 38 unit increase for the year, but it was sufficient to push asset quality further into the ‘Very Good’ range by way of a 1.2% improvement, while Maintenance Exposure posted the
www.AVBUYER.com
Aug-20
Jul-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
Sep-19
Aug-20
Jun-20
May-20
Apr-20
Mar-20
Feb-20
Jan-20
Dec-19
Nov-19
Oct-19
Sep-19
Jul-20
4.750
5.000
Oct-19
$1.65
$0.65
$0.90
$1.82
$1.75
$1.70
Sep-19
$1.95
$ Millions
group’s lowest (best) 12-month figure by decreasing 0.7%. When you consider that only 7.4% of the active fleet is listed for sale, and Ask Prices are above average, and have remained stable over the past two months, conditions appear favorable for both buyers and sellers to structure transactions that generate good value for both parties. MI www.assetinsight.com ❙
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 4.500 4.749
Tony Kioussis is president of Asset Insight. The company provides audit and valuation services and has developed a standardized Asset Grading System scale that evaluates an aircraft’s maintenance condition.
AVBUYER MAGAZINE Vol 24 Issue 10 2020
33
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1986 Fairchild Metro III s/n AC-621B 1986 Fairchild Metro III s/n AC-662B 2002 Dornier 328-310 s/n 3209 1998 Hawker 800XP s/n 258376 2014 Phenom 100E s/n 329 2010 Phenom 100 2011 Phenom 100 2016 Citation XLS+ s/n 560-6206 2006 Challenger 300 (Available Dec. 2020)
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Corporate Concepts October.qxp 17/09/2020 09:51 Page 1
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Market Insights 1.qxp_MARKET INSIGHTS 15/09/2020 15:10 Page 1
MARKET INSIGHTS 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
Dealer Broker Market Update Dave Higdon speaks with Par Avion's Janine Iannarelli along with others in the market about pre-owned aircraft sales in recent months. hat constitutes ‘up’ for today’s marketplace? Are aircraft sales ‘up’ because the phone is ringing off the hook with inquiries? Or does ‘up’ represent better business for preowned business aircraft sales and summer charter bookings? It depends who you’re listening to. However, seasoned business aircraft sales veterans polled for this story report ample examples of this debate’s opposing sides, and both hold some truth. For example, the hard data indicates that business aircraft flying remains below average, but is recovering better than that of the scheduled airlines. Nevertheless, even though the data show private charter and operator use is recovering faster than the airlines, those recovery numbers fall short of ‘normal’.
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As for influencing enquiries for pre-owned business aircraft, the phones are ringing, dealers, brokers and analysts report. “We have lots and lots of interest in the aircraft we have for sale,” notes Janine Iannarelli, founder and president of Par Avion Ltd. “We get a lot of inquiries, but the inquiry we want to focus on is the one demonstrating not only the desire but the wherewithal to move forward [with a transaction].”
The ‘Could-be’ Buyer
As passengers fled the airlines for fear of contracting COVID-19, many with the need to travel found a solution in Business Aviation. Preowned brokers and dealers heard from new prospects, while old prospects have returned to shop the market in the months that have ensued. www.AVBUYER.com
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To paraphrase several brokers, however, the interests of these market newcomers proves shortlived once they get a seven- or eight-figure quote for the purchase of an airworthy pre-owned business aircraft. But there have been beneficiaries among the fractional operators, and companies such as Wheels Up, where the lower level of investment needed, and the lower overall costs and flexibility, combine to bridge the gap between the ‘could-be’ buyers’ needs and budgets and the available aircraft. Meanwhile, there are genuine buyers calling up to purchase an aircraft as quickly as brokers can locate suitable candidates and help navigate the buyer through the steps leading to a deal closing. Some of the mechanics of shopping, selling, signing and closing a deal have changed, and www.AVBUYER.com
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dealers and brokers previously unfamiliar with ‘Go to Meeting’ and ‘Zoom’ have become fans of these internet-based meeting options. One broker speaking to AvBuyer reckoned these tools shave time and money off the cost of selling an aircraft, whereas another cautioned that the virtual process can only take the effort so far.
Focus of Market Interest
With no shortage of calls being received by the industry’s brokers and dealers, what is the focus of the interest today? “The greatest demand is still in the Small Jet category,” Iannarelli notes. There's sporadic interest in the larger jets, and these callers tend to follow through, she continues with a caveat: “If I had nothing but Bombardier Globals and Gulfstreams, I don't know that my activity would be as great as it [currently] is.
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”For existing operators, brokers suggest that now is a good time to consider stepping up to a more useful aircraft.” "We receive quite a few calls at the lower end of the price point spectrum, but not a lot at the upper end. I think the sales activity level one experiences is very much tied to how many listings you have and the popularity of that particular make/model,” she suggests. “If you have 15 listings and they're popular, in-demand models, you get a lot of calls.”
Looking Ahead: Status Quo?
So, what does this all mean for the pre-owned business aircraft marketplace? Supplies are ample, without being excessive. But in the final accounting, Iannarelli stresses, “Closings are what count. We're a little behind compared to this point last year.” The two quarters that tend to serve as good bellwethers – the second and the fourth. “We lost the second quarter, so I'm hoping for a big fourth quarter,” Iannarelli shares, adding that currently “sales are harder to get over the finish line – the deals are taking longer to get to closing, but the conversations are getting closer towards making decisions.” The oddity of 2020 has had its effects, and those
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oddities will continue with a US Presidential election looming. “If anybody's waiting on the election to decide [whether to buy] that doesn’t leave a lot of time to get the work done and close in 2020,” Iannarelli warns. Meanwhile, the current supply level on the market helps contribute to price stability and affordability, with little to no demand for premium prices on popular business aircraft models. For existing operators, brokers suggest that now is a good time to consider stepping up to a more useful aircraft without the threat of price escalation for the more in-demand models. As operators do so, those transactions will feed some premium pre-owned aircraft back into the market, with many years of useful life remaining. With so many other businesses struggling to generate cash flow, finding competitive finance terms is the easiest it’s been in years. Interest rates mirror the low rates found in the mortgage industry. Taken together, these factors add up to solid opportunities for existing and ‘could-be’ operators. T
MARKET INSIGHTS
at AVBUYER.com
www.AVBUYER.com
Elliott Jets September.qxp_Layout 1 18/08/2020 09:18 Page 1
Freestream October.qxp 16/09/2020 11:10 Page 1
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Market Insights 2.qxp_MARKET INSIGHTS 15/09/2020 09:58 Page 1
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Rebecca Applegarth is an Aviation Journalist on the AvBuyer team.
Helicopter Sales: How to Play the Current Market Though the fixed-wing market hasn’t been flooded with panicked sellers to date, can the same be said of the helicopter market? How should buyers and sellers approach the market today? Rebecca Applegarth asks Mark Clancy and Michael Roberts… viation analyst Rollie Vincent recently suggested that aircraft owners are choosing to ride out the COVID-19 environment. Instead of being pressed into a panic sale that feeds a pool of buyers seeking out distressed sale opportunities, they are choosing to hit the ‘Great Big Pause’ button. That has particularly applied to the owners of fixed-wing business aircraft. But is the situation similar for the helicopter marketplace? “It all depends on the type of owner you’re referring to,” Mark Clancy, president & CEO, Helicopter Buyer suggests. “There are so many helicopter sectors [corporate, charter, HEMS, offshore, law enforcement, utility, tourism and more] than in the business jet market. Each
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helicopter sector is having its own economic challenges, and some are more severe than others. “There are some good helicopter deals available, but it depends on what a buyer is looking for, how much effort they want to go to during the COVID-19 pandemic, and having the right connections to first identify, acquire, and finally deliver the helicopter.” For those looking to sell a helicopter at this time, it’s the “bread and butter” models that will fare best on the market, according to Michael Roberts, founder & CEO, JETVEND; in other words those “with good availability of parts and numerous nearby shops and mechanics with specific model expertise.” In particular, Clancy says, “Legacy [i.e. out of
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MARKET INSIGHTS
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“There are so many helicopter sectors [corporate, charter, HEMS, offshore, law enforcement, utility, tourism and more] than in the business jet market. Each helicopter sector is having its own economic challenges...” production] offshore, HEMS and utility helicopters offer unique values to buyers at this time,” but he adds that there’s also a variety of late-model helicopters in the tourism, corporate, charter and utility sectors which are under-utilized, and some of which “have been idle for several months.” To buyers, Roberts suggests, “It is now more important than ever to evaluate the helicopter model you plan to buy, with the help of the maintenance facility you will primarily use.”
Lining your Ducks in a Row
Even at a time of uncertainty, “Now is a great time to set up your own corporate, personal and family transportation to the extent that you are able to,” Roberts continues. “As one great corporate helicopter client once told me, ‘control the variables’. Owning your own machine gives an incomparable level of control over your schedule and transportation.” Even where the helicopter market is slower, there are things that buyers can be proactive with, making sure they have all of their ducks in a row ready to move quickly on the right helicopter when it comes on the market. “The best strategy would be to identify the make/model that best serves 46 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
your interests and needs,” Clancy says. “Make a comparison of the available helicopters that can be acquired and utilized in their current condition, or with some level of Maintenance Repair and Overhaul (MRO), refurbishment, or reconfiguration. “Select an experienced helicopter agent and MRO service center that specializes in that make/model. They will be able to guide you to acquiring and delivering the best helicopter available on the market.” According to Clancy, while financing is available to qualified private and commercial buyers, insurance may be more of a challenge for private buyers currently. “This is a good time to think about the utility you will get from your helicopter, or the doors it will open in terms of commercial opportunities if that is your concern,” Roberts concludes, “rather than trying to predict the future resale value. “It's all about having the tool, and its ongoing costs in relation to its benefits to you.” More information from www.helicopterbuyer.com or www.jetvend.com T www.AVBUYER.com
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Buying&Selling 1 OCT20.qxp_Finance 15/09/2020 11:12 Page 1
BUYING & SELLING AIRCRAFT
Eight Steps to Evaluate a Business Aircraft What should you know when buying your next business aircraft? René Armas Maes discusses the ‘eight steps’ methodology for professionally evaluating a purchase to ensure you get the right jet. uying a business aircraft can be a daunting task. Each OEM will come up with its own unique comparison matrices and metrics; some aircraft dealers or brokers may try to push their own pre-owned inventory; fractional operators may press home the advantages of their program, even for users flying over 200 hours per year; and so on. Finding an independent Business Aviation
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consulting firm can provide you with an objective opinion and help you avoid paying more than necessary or, worse, being negatively impacted by the hidden costs of aircraft ownership and residual value. The following eight steps will help define the business aircraft acquisition process and clarify your personal, business, and operational requirements to guarantee client satisfaction. www.AVBUYER.com
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AVBUYER.com René Armas Maes is Vice-President, Commercial at Jet Link International LLC and an international consultant with a broad experience in business aircraft sales. He has developed multiple analyses and studies for a number of US Fortune 500 companies and Venture Capital firms, and participated as keynote speaker at a number of business aircraft conferences.
“When evaluating the right business aircraft for your needs, resist the urge to make a decision based on emotion.” Step 1: Define the Mission Need
It is crucial to define your typical aircraft mission requirement before looking at aircraft for sale, including: • Range • Most regular destinations • Number of flight segments • Frequency of flights • The need: non-stop vs. one or multiple stops to pick up business team members • Operating base location • Average number of passengers • Number of hours • Capital expenditure • Luggage requirements • Cabin size, and • New vs. pre-owned (as well as any cabin layout preferences and flight deck specifications). Having a clear idea of these requirements will help sharpen your focus when you do begin shopping the market.
Step 2: What Segment are You Shopping?
Second – and based on Step 1 – which potential jet segments should be considered? There can be subtle differences that have implications for the cost www.AVBUYER.com
of ownership. For the purpose of illustration, we will focus our article on the Super Mid-size and Large Cabin Jet segments….
Step 3: Establish a Preliminary Shortlist of Target Aircraft
Next, illustrated in Figure A (overleaf), identify an initial list of target aircraft and proceed to eliminate the options that don’t meet the required specifications. Once you have a list of no more than five potential aircraft (ideally fewer), you have your preliminary list ready. You are now ready to thoroughly analyze all aircraft on the shortlist to identify the best option that either meets or exceeds expectations.
Step 4: Compare Your Preliminary Shortlist Aircraft
Using a number of metrics, compare the preliminary shortlist aircraft against each other. What is the hourly fuel burn versus range capability of each? (Fuel is the largest operating cost, and can account for more than 50% of an aircraft’s cost per hour). Moreover, you should compare an aircraft’s price against its productivity index (depicted in Figure B, overleaf). For the purpose of this article, Figure B shows the best Super Mid-size jet from our shortlist is
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BUYING & SELLING AIRCRAFT FIGURE A: Initial Aircraft Target List vs. Preliminary Shortlist
‘Aircraft A4’, and from the Large Cabin Jet segment ‘Aircraft A1’ is better, since both rank higher on the productivity index. The following metrics should also be used to compare the aircraft options on your preliminary shortlist:
ready to summarize mission profile vs. aircraft capability and identify the two options on your preliminary shortlist that meet or exceed your needs. As demonstrated in Figure B, for our case study ‘Aircraft A1’ and ‘Aircraft A4’ are the aircraft that progress through to the final evaluation stage.
• • • • • •
Step 6: Consider Costs, Cash Flows and Net Present Values
Payload vs. Range Capability Year 1 Hourly DOC vs. Range Capability Year 1 DOC per Seat Mile vs. Range Capability Price vs. Range Capability Passenger Cabin Volume vs. Range Capability Residual Value.
Step 5: Narrow Shortlist to Two Candidate Aircraft
After some thorough comparisons, you should be
Execute an exhaustive aircraft comparison that includes costs, cash flows and Net Present Values (NPV) of the two aircraft options. Several assumptions will need to be made to carry out a fiveyear cash flow analysis, including: • •
Financing rate and timeline Inflation rate
FIGURE B: Price vs. Speed x Range x Cabin Size Comparison
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BUYING & SELLING AIRCRAFT FIGURE C: Consultant Analysis (numbers - US$m)
• • • • • • •
Depreciation method Flight and cabin crew requirements Fuel cost per gallon Tax implications Aircraft utilization Asset disposal timeline, and Estimated aircraft residual value.
Step 7: Make your Selection, Based on Lowest Overall Cost and NPV
Pick the option representing the lowest overall cost and lowest Net Present Value. Figure C (above) shows that from our example case study ‘Aircraft A4’ would generate greater value and a higher return on our invested capital. But don’t forget to also consider the residual values, which represent the largest hidden cost of aircraft ownership.
Step 8: Optimize Your Business Case
If you want to improve your business case, add any headcount savings and labor productivity enhancements that are associated with operating a business aircraft. Essentially, business jets are time machines. It is estimated that commercial fliers lose many unproductive business hours on every leg of a journey they travel that would not be lost if they flew on a business aircraft. Corporate aircraft help executives to be in multiple places on the same day, and return home for dinner (helping optimize professional and personal lives). Moreover, some of the cost of aircraft ownership can be offset by choosing a Part 135 company to
Find
operate the aircraft in a charter program, lowering your fixed costs while covering variable hourly costs.
Additional Thought (When Buying New)…
Finally, if you are planning to buy a new jet, negotiating a number of key items with the OEM could change the balance over other options. A list price discount of 1% on a $30m jet would equal $300k. Moreover, you should: • • •
Factor the financing rate and package adjustments (0.5% lower interest rate equals an estimated savings of $500K), Consider the additional OEM and non-OEM service support incentives, and Negotiate a larger minimum critical stock at no additional cost, and extended warranty terms and conditions.
There are other factors, too, such as lower spare parts cost and engine plan rates; additional initial training courses in Year 1 (in case of pilot turnover, as you may want to be protected from any additional training-associated costs); free recurrent training for two pilots in Year 2; and guaranteed residual values.
In Summary…
When evaluating the right business aircraft for your needs, resist the urge to make a decision based on emotion. This can be costly in the end. By using this eight-step guide, you can professionally compare your options and arrive at the aircraft that makes the best financial sense. ❙
AIRCRAFT DEALERS & BROKERS
52 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
at AVBUYER.com
www.AVBUYER.com
The Private Jet Company October.qxp_Layout 1 15/09/2020 11:39 Page 1
For Immediate Sale
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Buying&Selling 2 OCT20.qxp_Finance 15/09/2020 10:55 Page 1
BUYING & SELLING AIRCRAFT
David Wyndham is executive sales director and acquisition specialist with Par Avion Ltd. 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.
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How to Compare Aircraft with Life-Cycle Costing
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What does a Life-Cycle Cost analysis include, how can you ensure you’re
getting a fair measure when comparing business aircraft for sale, and how far
should it inform your buying decision? David Wyndham offers tips…
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hen evaluating business aircraft that meet your mission need, economics is one of the most important aspects to consider. Combining mission capability with cost yields value. Sometimes this is obvious (i.e. when comparing two different aircraft makes/models side-by-side). Yet, even if the choice is between different aircraft of the same type, the total costs to own and operate still need to be compared through a life-cycle cost analysis.
What Does a Life-Cycle Cost Analysis Include?
When evaluating business aircraft ownership, you should be concerned with more than just the acquisition cost. You should also factor: • • • • • •
Operating costs (variable and fixed) Amortization Interest Depreciation Taxes, and The Cost of Capital.
A life-cycle cost analysis also looks at the aircraft market value after a period of ownership to arrive at the total cost to both own and operate the aircraft.
BizAv Life-Cycle Cost Analysis Case Study
A client I worked with was evaluating two Light Jets. They were assessing two models of the same pre-owned aircraft type. One was selling for $4.8m while the other had an asking price of $4.3m. At first glance, that should be enough for making a choice – but a Life-Cycle Cost analysis reveals there is more to consider. While both serial numbers had similar equipment specifications, both had their engines enrolled on a guaranteed hourly maintenance plan, and each was essentially ‘turn-key’ as they could be placed into flight operations immediately after closing, the aircraft with the lower price had higher total hours. A major inspection would be due on that aircraft in approximately 18 months, whereas the higher-priced aircraft had recently completed that same inspection, and also had undergone a paint and interior refurbishment when it had that inspection. The basic comparison of operating costs would have accruals for the maintenance costs and, thus, the average cost per hour would be equal between the two. However, a life-cycle cost analysis would give more granularity into when those costs accrue.
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BUYING & SELLING AIRCRAFT
“Combining mission capability with cost yields value.” In the above case, a five-year costing revealed the lower priced option had higher maintenance costs over the next five years to the extent that the total cost difference between the two Light Jets was negligible. Moreover, assuming the aircraft would be used primarily for business, post-tax benefits such as depreciation may also reveal savings that change the total costs of owning the aircraft.
Tips for a Proper Life-Cycle Costing
Timeframe: Comparisons should cover the same period of time and utilization, ensuring an apples-toapples comparison is provided. You should cover enough time to get a good sense of the costs, and use a time-span that seems reasonable to you. Utilization: Use miles if the aircraft is flying pointto-point and convert each aircraft to hours based on their speed. To have an accurate comparison, you will need to measure performance using the same criteria. Different aircraft fly at different speeds. Using a mile-based measurement accounts for the speed differences between aircraft. Benefits Analysis: Don’t omit the benefits analysis when comparing different makes/models. One aircraft may have higher total Life-Cycle Costs, but also have a roomier cabin or more range than the alternative. What is the cost of those additional benefits (assuming that all the alternatives have first met your mission requirements)?
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Net Present Value: In addition to what those costs are, you should also consider when the costs occur. A Net Present Value (NPV) analysis accounts for the time-value of money. Using NPV enables the differing cash flows from two or more options to be compared and analyzed from a fair and complete perspective. The NPV analysis considers when costs and revenues occur, as well as income and expense cash flows, type of depreciation, tax consequences and residual value of the various options. When an expense (or revenue) occurs can be as important as the amount of that item. This is useful in the comparison of Buy vs Lease vs Finance options for the same aircraft. Comparing these costs requires basic spreadsheet skills, and the Net Present Value analysis requires the use of financial formulae. If you, personally, are uncomfortable with these, someone in your company CFO’s office should help, or you may hire a consultant to prepare the costs analyses.
Life-Cycle Cost Analysis in Summary…
A Life-Cycle Cost analysis is an important decisionmaking tool, but it is not the answer all by itself. I like to use the term ‘Best Value’ in combining both the capabilities and the costs of the various options analyzed. Run the numbers and use them in your decision. Remember, though, never to let a spreadsheet make the decision for you. ❙
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GLOBAL JET Keeping Strong in a Changeable Market
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Rebecca Applegarth is an Aviation Journalist on the AvBuyer team.
A focus on quality has helped Global Jet ride out the storm presented by coronavirus, the company tells Rebecca Applegarth. his year began with sense of optimism at Global Jet, based on the momentum of 2019 – a year in which the company successfully closed several milestone business aircraft transactions. However, at the start of the COVID-19 pandemic buyer interest receded and was unsurprisingly minimal for a time. “There followed a period in which opportunists searched the market for distressed sellers, and now Global Jet is seeing serious buyers with a genuine need for business aircraft (both from a safety and logistical perspective) reenter the marketplace,” Hardy Sohanpal, head of aircraft sales, says. From a seller’s perspective, the company notes that the situation created by COVID-19 is definitely not a repeat of the 1980s financial crisis, with sellers today more willing to wait for buyers to make a fair offer. The company also says that many aircraft owners feel prices and demand will become firmer, in line with the reduction in commercial airline capacity. However, it cautions that this is also dependent on the general macroeconomic outlook. “The current market works well for Global Jet since the ability to successfully work with buyers and sellers requires a high level of skilled collaboration,” notes Sohanpal. “Being a ‘niche’ service provider for the past 20 years means there are no pressures to meet targets or force transactions. This is a time for both sellers and buyers to work together, to be transparent so that solutions can be developed mutually.”
T
Quality Focus
According to Global Jet, it does not compete on price, with quality being its main priority. “The company caters to only the most discerning of clientele, which requires continuous innovation,” Abner Tato, Vice President, Marketing & Inflight Quality elaborates, adding this is why Global Jet was one of the first companies in the world to apply 3D virtual tour technology in aircraft sales. “We are also one of the few curating interior cabins for VIP visits, professionally photographing aircraft, and with the internal resources to provide in-house technical support. “Our proprietary databases, which we’ve carefully nurtured over the past two decades, provide opportunities
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for sellers to discreetly offer their aircraft for sale offmarket,” Sohanpal adds. “We expect these types of sales to grow as sellers choose to sell to meet the demands of public perception during any ensuing economic downturn.” Global Jet’s culture of building long-term trust and relationships has seen the number of aircraft sales and acquisitions grow year-on-year, the company says. As well as having close ties with the end-user (either through aircraft sales and acquisitions, aircraft management, or charter activity), Global Jet has developed strategic links with some of the leading sales brokers and/or advisors across the world. “These companies expect and appreciate a certain level of quality from an aircraft under the management of Global Jet,” Edouard Lehembre, Vice President Aircraft Management says. “Our extensive experience and conversion rates further demonstrate the level of effort required to close a transaction, typically involving a high level of technical, legal and commercial expertise.”
Healthy Aircraft Charter Activity
As alluded to above, however, there is more to Global Jet’s portfolio than aircraft sales, and charter is a significant service offering. The company has been busy adding to, and refurbishing, its fleet that currently has bases in Europe and China. In the company’s Geneva office, a new Dassault Falcon 8X joined the charter fleet earlier in 2020, while a Falcon 2000LX underwent a complete refurbishment. And in the Paris office (located at Le Bourget), “we’ve added three aircraft so far this year, including a new Bombardier Challenger 350, a Dassault Falcon 7X and a Dassault Falcon 2000S, bringing the Paris-based fleet to seven jets,” Stéphane Cassifour, France & Benelux Director, explains. The new Paris-based Challenger 350 replaces a Cessna Citation CJ4 that the company had under management and then sold for the owner, while the Falcon 7X joins from another management company. Meanwhile, joining the Madrid-based charter fleet early in 2020 were a completely refurbished Gulfstream G200 and a Cessna Citation Latitude. “These markets are characterized by large, professional corporations and a vibrant entrepreneurial culture, and both are creating solid demand for our one-stop-shop offering,
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from charter, to management, as well as a brokering,” Bjorn Naberhuis, Vice President for Business Development continues. According to Michael Han, who oversees Global Jet’s China office, “The charter business was up 20% in 2019 and surged through early 2020 as HNWIs and companies increasingly chartered aircraft due to the pandemic. “Business jet travel is already picking up again, and private jets are seen not only as a better and quicker way to fly, but also as a safer one.” Rounding out the Charter wing of the company is an office in Monaco which manages a fleet of aircraft for local owners. The company recently developed a new landing page where clients can request quotes online (https://booking.globaljetconcept.com/).
Added Value in Aircraft Management
As of the first half of 2020, there were more than 70 aircraft under Global Jet management, and another 10 aircraft in the pipeline (including an Airbus A330, Gulfstream G650ER, Dassault Falcon 8X and 2000LX, and a brand-new Cessna Citation Latitude.) “With over 35 different aircraft types, we face complexities in our everyday management and operations that others may not be equipped to handle,” Lehembre says. “We have an asset management approach to preserve the value of the aircraft entrusted to us.” Added value also comes to owners of managed aircraft in the form of volume discounts – from fuel to maintenance, from handling to catering. “These are automatically passed on to our clients. With a fleet as large and diverse as ours, those cost savings are substantial,” Lehembre adds. Meanwhile, Global Jet’s reporting app for management clients provides a 24/7 ‘x-ray view’ of any costs and operations related to their asset, including all supplier invoices. 60 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
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Design & Completion
From the outset, bespoke design and completion has been part of Global Jet’s core activities. “In the twenty years since our first Boeing BBJ VIP we’ve been entrusted with over 40 projects,” Nicolas Jaccard, Airbus & Boeing Technical Sales Consultant explains. These have included Airbus A340s, A320s, A319s, A318s, Boeing 767s and BBJ2s, and more. The completions also extended beyond the company’s managed fleet, too. “Our success in this area comes from working with the best designers and completion centers in the world, and from an ability to orchestrate very complex projects – a skill honed over two decades that can only be acquired through relationships built on trust,” Jaccard says. Currently, there are two Boeing 787s undergoing completion with Global Jet in 2020 (both with VVIP interiors), and an Airbus A320, also with a VVIP cabin.
20 Years of Successful Operations
As Global Jet celebrates 20 years of successful operation, it can look back proudly on the operation that began with only a handful of employees and one aircraft, and reflect on how far it has come. Today, Global Jet is one of the largest privatelyowned operators in the world with over 70 managed/operated aircraft, 11 international offices, and more than 700 employees. “The company retains the spirit of supreme service, luxury, independence, good reputation and constant innovation,” De Kalbermatten summarizes. “Global Jet is known for providing services to a specific market segment – a niche of clients who share our vision, tradition and philosophy,” she concludes. More information from www.globaljetconcept.com
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Ownership 1.qxp_Finance 15/09/2020 10:05 Page 1
OWNERSHIP
Business Aviation: America's Matchless Asset
62 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
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O
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
Dave Higdon explores with Ed Bolen and Janine Iannarelli why Business Aviation is great, both for those who use it and the communities it touches throughout America...
usiness Aviation is already spearheading a stricken nation's effort to recover from the impacts of the coronavirus and its effect on America's economy (although this in itself is nothing new)… Standing among America's premier industries and business activities, “Business Aviation is one of America's great industries for a lot of reasons,” says Ed Bolen, President and CEO of the National Business Aviation Association (NBAA). “It's an important industry; one that provides good careers to its workers, and benefits everywhere that it touches communities.” Employment – “good jobs with good incomes,” says Bolen – is one aspect of how Business Aviation helps America. “Between the manufacturing and flight operations, maintenance, insurance and finance, we employ more than a million people.” Business Aviation is “a big deal from an operational standpoint, too,” Bolen continues. “When you look at the nation's small communities, Business Aviation helps connect small towns to the wider world. “And with the coronavirus there's a new focus on the benefits because of those communities connected via General Aviation. Humanitarian flights (organ transplant flights, disaster response, returning combat veterans to their families, bringing home wounded veterans), the impact is one of Business Aviation's strong suits.” Indeed, the contributions of Business and
B
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General Aviation seldom shines brighter than it has in the midst of 2020's challenges. After bottoming out in June, operators of all stripes in Business and General Aviation started returning to America's not-so-secret success weapon to support the nation's recovery from the debilitation of coronavirus. While the commercial carriers continued to feel the brunt of a near-stop in airline operations nationally and globally, private aviation adapted relatively quickly, adopting new cleaning and monitoring techniques and other safety steps, and incorporating them relatively easily into the day-today operations of a business already adaptable, flexible and nimble. Since it became established as a segment, Janine Iannarelli, founder and president, Par Avion notes, Business Aviation has thrived, and “continues to grow today, standing as one of the country's most valuable assets.”
Wide Range of Tools Opening Up Communities
Access is everything for many communities, and to some, that access is available only via Business and General Aviation operators. “When you look at the nation's small communities, Business Aviation helps connect small towns to the wider world,” Bolen notes. “Now, with the coronavirus there's a new focus on the benefits because of those communities connected through General Aviation.”
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OWNERSHIP
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“It continues to innovate and evolve, just as American business never stops improving,” Bolen concludes. “That trait is a key to our success as a nation.” Business Aviation's ability to access more than 10 times the number of airports as the scheduled carriers remains a vital element in its success and popularity. Operators range from one-person companies flying single-engine piston aircraft up to multi-national conglomerates flying airliner-size hardware with VVIP interiors. Business Aviation employs aircraft that are capable of landing on unimproved strips in remote corners of the world, providing food, medicine and transportation to remote populations, and also employs large, purpose-built business jets capable of traveling half way around the globe, non-stop, to land on the same runways used by the scheduled carriers. It's this diversity and flexibility that provides the key to Business Aviation fulfilling the travel needs of companies and corporations as diverse and varied as America itself. If a business has the need, there's an aircraft capable of fulfilling the mission. “So many communities would be isolated without their airports – and we have almost 5,000 airports we can use to access rural areas in a crisis and in normal times,” Iannarelli says.
t ad re ou Re Mo Ab
64 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Moving Up and Moving On...
If there's a blank spot in the history of Business Aviation it's found in the realm of speed – but even now visionaries are seeking to fill in that requirement as they develop solutions for the supersonic business aircraft market. Thanks to new powerplant technology and advanced aerodynamics, when the first of these efforts succeeds, Business Aviation proponents will be standing by to put these new aircraft to use for their businesses. And when they do, Business Aviation will grow a little bit faster, once again helping shrink access to the world. America and its citizens will reap the fruits of Business Aviation, free of the constraints and limitations found in other parts of the world: No travel permits, no permission slips, no hassles. And Business Aviation will add further to the strength and flexibility of the US, making the nation better. “It continues to innovate and evolve, just as American business never stops improving,” Bolen concludes. “That trait is a key to our success as a nation.” T
AIRCRAFT OWNERSHIP
at AVBUYER.com
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AirCompAnalysis OCT20.qxp_ACAn 15/09/2020 15:17 Page 1
JET COMPARISON
GULFSTREAM G100
BOMBARDIER LEARJET 75
Jet Comparison: Bombardier Learjet 75 vs Gulfstream G100 How do the Learjet 75 and the Gulfstream G100 compare side-by-side? What are the advantages offered by each model? Mike Chase analyses the performance and productivity parameters. ver the following paragraphs weâ&#x20AC;&#x2122;ll consider key productivity parameters for the Learjet 75 and Gulfstream G100 (including payload, range, speed, and cabin size) to establish which Mid-size Jet provides the better value. Does cabin size and speed drive a decision to buy an aircraft over acquiring one with greater range? It is hoped that the following jet comparison will help provide some answers.
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Learjet 75
Bombardier received FAA certification for the Learjet 75 on November 14, 2013. The aircraft is the newest derivative of the popular Learjet 45. Compared to the Learjet 45XR, the Learjet 75 offers improved avionics, redesigned winglets (yielding better fuel efficiency), and upgraded engines. A new Learjet 75 model is planned imminently, named the Learjet 75 Liberty. The Liberty is a lower-cost version of the Learjet 75, and is priced new at $9.9m (compared to a new
66 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Learjet 75 which costs $13.8m). The Liberty replaces two seats in the forward cabin with two-fold down ottomans and fold-out tables, thereby creating an "executive suite" and an aft club layout. Other features that are standard on the Learjet 75 are options on the Learjet 75 Liberty, including the APU and external lights. At the time of writing, there were 126 wholly-owned Learjet 75s in operation worldwide, an additional eight in fractional ownership, and one is in shared ownership, giving a total global fleet of 135 Learjet 75s.
Gulfstream G100
At serial number 137, the Astra 1125 SPX was re-named the Gulfstream G100 after General Dynamics, parent company of Gulfstream Aerospace, acquired Galaxy Aerospace Company which completed and distributed the Astra 1125 SP and 1125 SPX. The 1125 SPX was a continuation of the 1125 SP design www.AVBUYER.com
w
AirCompAnalysis OCT20.qxp_ACAn 15/09/2020 15:18 Page 2
www.AVBUYER.com HOW MANY
EXECUTIVE
SEATS
BOMBARDIER Learjet 75
8
$4.5 Million
(Manufactured between 2013-Present)
(2013 Model)
vs.
GULFSTREAM G100
7
$2.4 Million
(Manufactured between 2002-2006)
(2006 Model)
WHICH OF THESE Medium JETS WILL COME OUT ON TOP? HOW MUCH
RUNWAY
Learjet 75
DO I NEED?
G100
(Landing Distance ft)
2000
HOW FAR
CAN WE GO?
Full Fuel with 4 Pax (nm) Learjet 75
6,000 2500
3000
3500
5,920 4000
PAYLOAD CAN WE TAKE?
2,790
G100
(Lbs)
2,450 2,365
HOW MANY
HOW MANY
OPERATION?
EACH MONTH?
UNITS IN 21
NEW/USED SOLD
<1 (19.1%) 135
2 (7.4%)
12-Month Average Figure
(% = Global Fleet For Sale) Sources used: Conklin & de Decker, JETNET, B&CA, Aircraft BlueBook, and Chase & Associates.
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4500
5000
5500
6000
6500
WHAT’S THE
HOW MUCH
Learjet 75
2,058
G100
4,425
LONG RANGE CRUISING SPEED?
(Knots) 437
Learjet 75 G100
430
WHAT’S THE
COST PER HOUR?
Learjet 75 G100
$2,182 $2,192
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AirCompAnalysis OCT20.qxp_ACAn 15/09/2020 15:18 Page 3
JET COMPARISON
AVBUYER.com
Table A - Payload & Range Comparison Learjet 75 Gulfstream G100
21,500 24,650
9,365
6,062
Max Fuel (lb)
MTOW (lb)
2,450
2,365
1,638
Max Payload (lb)
1,491
800
Avail Payload w/Max Fuel (lb)
Source: OEMs, B&CA
2,113
Max Payload w/Avail Fuel IFR Range (nm)
1,312 1,334 1,334
Chart A - Cabin Comparison
J
(offering higher-powered engines and a modified wing and winglets that enabled it to fly faster, higher and farther than the 1125 SP). As of this writing, there were 21 wholly owned Gulfstream G100 jets in operation worldwide. There were no G100 aircraft in shared or fractionally ownership. One jet has been retired. (For reference, there were an additional 57 Astra 1125 SPX aircraft still in operation, with two retired).
Payload & Range Comparison
When comparing aircraft, an important area for potential operators to focus on is payload capability, and especially the ‘Available Payload with Maximum Fuel’. Table A (left) shows the Learjet 75 Available Payload with Maximum Fuel to be 1,638lbs, which is more than double the 800lbs offered by the Gulfstream G100.
Cabin Comparison
Source: UPCAST JETBOOK
Chart B - Range Comparison Learjet 75 G100
2,058 (nm) 2,790 (nm)
Source: Chaser& Associates
68 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
4 Pax w/avail fuel 2 w/avail fuel 4 Pax 2
Cruise with NBAA IFR alternate fuel
Chart A (left) depicts that while the cabin width of the Learjet 75 is greater than the G100 (5.12ft vs 4.75ft), the cabin height is less (4.92ft vs 5.60ft). Overall, the Learjet 75 provides more cabin volume (415cu.ft) than the Gulfstream G100 (304cu.ft), thanks to its cabin length being longer (19.75ft vs 17.1ft). Typical executive seating for the Learjet 75 is for eight seats, though the aircraft is certified for up to nine seats. By comparison, the typical executive seating for the Gulfstream G100 is seven, but the aircraft is certified for up to nine seats. In terms of baggage provision, while the Learjet 75 provides more internal luggage volume (15cu.ft) than the Gulfstream G100 (9cu.ft), it offers less external luggage volume (50cu.ft vs 55cu.ft).
Range Comparison
As depicted in Chart B (left), using Wichita, Kansas as the start point, the Gulfstream G100 offers greater range coverage (2,790nm) than the Learjet 75 (2,058nm), assuming each aircraft is flying with four passengers and available fuel. This range comparison demonstrates a crucial consideration for operators choosing which jet will fit the majority of their specific mission requirements best. Meanwhile, the certified ceiling for the Learjet 75 is 51,000ft compared to the Gulfstream G100 at 45,000ft. Note: For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.
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AirCompAnalysis OCT20.qxp_ACAn 16/09/2020 11:28 Page 4
JET COMPARISON
AVBUYER.com
Powerplant Details
Chart C – Variable Cost Comparison
Learjet 75
$2,182
Two Honeywell TFE 731-40BR engines power the Learjet 75, providing 3,850lbst each and burning 176 gallons of fuel per hour (gph). Similarly, two Honeywell TFE 731-40R engines power the Gulfstream G100, each providing more thrust (4,250lbst) while burning slightly more fuel (186gph).
Gulfstream G100
$2,192
Variable Cost Comparison
$0
$1,000
$500
$1,500
$2,000
The ‘Variable Cost’, illustrated in Chart (left) is defined as the estimated cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew, catering, etc.). 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 jets provide almost the same variable costs at $2,182 per hour (Learjet 75) and $2,192 (G100).
$2,500
US $ per hour
Table B - Market Comparison Learjet 75 Gulfstream G100
437
430
Long Range Cruise Speed (Kts)
Market Comparison Table
304
415
Cabin Volume Cu Ft
2,058 2,790
$13.8/ $2.40/ $4.5 $1.40
4 Pax w/Avail Fuel IFR Range (nm)
New/Used Price Range $USm
21
135
In Operation
7.4% 19.1%
2
<1
Average Sold per Month*
% For Sale
*Average Full Sale Transactions in the past 12 months, as of Aug. 2020; Source: JETNET Data courtesy of BC&A; JETNET; Aircraft Bluebook
Chart D - Maximum Scheduled Maintenance Equity Learjet 75
Assumed Annual Utilization: 500 Flight Hours Average Maximum Maintenance Equity: $1,971,661 Pct of Avg Max Mtnc Equity vs. Aircraft Age
100%
Pct of Max Mtnc Equity
90% 80% 70% 60% 50% 40% 30% 20%
1
2
J
3
4
5
6
Source: Asset Insight (www.assetinsight.com)
70 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
7
8
9
10
Aircraft Age (Years)
11
12
13
14
15
Table B (left) contains the prices (per Aircraft Bluebook) for the Learjet 75 which range from $4.5m to $13.8m, and the Gulfstream G100 prices (which range from $1.4m to $2.4m). The long-range cruise speed and range numbers are from B&CA, while the number of aircraft in-operation, the percentage for sale, and average sold are from JETNET. The Learjet 75 had 10 aircraft for sale on the used aircraft market at the time of writing (7.4% of the fleet), while four Gulfstream G100s were for sale on the used market, representing 19.1% of the fleet for sale. The average number of used transactions (units sold) per month over the previous 12 months for the Learjet 75 is two, while the Gulfstream G100 is less than one per month.
Maximum Scheduled Maintenance Equity
Charts D (left) and E (overleaf) display the Learjet 75 and Gulfstream G100 respectively. They depict (and project) the Maximum Maintenance Equity each jet has available, based on its age. • The Maximum Maintenance Equity figure was achieved the day an aircraft came off the production line (since it had not accumulated any utilization toward any maintenance events). • The percent of the Maximum Maintenance Equity that an average aircraft will have available, based on its age assumes: - Average annual utilization of 500 flight hours (in the case of the Learjet 75),
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7
Leading Edge 7 to view October.qxp_Layout 1 15/09/2020 10:08 Page 1
2007 Premier 1A s/n RB-174
2011 Challenger 605 s/n 5858
2,781 TT, GoGo ATG-2000 Wi-Fi, TAP Elite, ADS-B with WAAS/LPV
One U.S. Owner Since New, 12 Pax Floorplan, ATG-5000 Gogo Biz Wi-Fi, Operated & Maintained Part 135
1999 Hawker 800XP s/n 258400
2018 Gulfstream G500 s/n 72014
Engines & APU on 100% JSSI, ATG-5000 Wi-Fi, Currently Part 135, ADS-B w/ WAAS & LPV
U.S. Registered, Engines on P&WC PurePower Premium, APU on MSP Gold, Recent Price Reduction
2015 Global 6000 s/n 9620
2007 Citation CJ2+ s/n 370
One U.S. Owner Since New, 13 Pax Interior, RRCC, MSP & SmartParts
Low Time – 1,535 Hours TT, Collins Pro Line 21, Two U.S. Owner Pilots Since New, Looks Like New
2013 Gulfstream G280 s/n 2013
Hallmark 10 Pax Configuration, Engines & APU on MSP Gold, GoGo ATG-5000 WiFi, ADS-B Out v2 and TCASS-II w/ Change 7.1
Leading Edge Aviation Solutions is one of the world’s premier private aviation brokers/dealers with 850+ aircraft transactions, 50+ years of experience & over $10 billion in aircraft transactions. Not just aircraft brokers, they offer a deep suite of service that can be employed long before and long after any aircraft transactions are contemplated.
AirCompAnalysis OCT20.qxp_ACAn 16/09/2020 11:32 Page 5
JET COMPARISON
Chart E - Maximum Scheduled Maintenance Equity Gulfstream G100
Assumed Annual Utilization: 340 Flight Hours Average Maximum Maintenance Equity: $4,407,650 Pct of Avg Max Mtnc Equity vs. Aircraft Age
100%
Pct of Max Mtnc Equity
90% 80% 70% 60% 50% 40% 30% 20% 10% 0%
15
16
18
17
19
21
20
22
23
24
25
26
27
28
29
Aircraft Age (Years)
Source: Asset Insight (www.assetinsight.com)
Table C - Part 91 & 135 MACRS Schedule MACRS Schedule for PART 91 1
2
3
4
5
6
20.0%
32.0%
19.20%
11.52%
11.52%
5.76%
Year Deduction
MACRS Schedule for PART 135 Year Deduction
1
2
3
4
5
6
7
8
14.29%
24.49%
17.49%
12.49%
8.93%
8.92%
8.93%
4.46%
Source: NBAA
Table D - Bombardier Learjet 75 MACRS Depreciation Schedule Used Learjet 75 - Private (Part 91) Full Retail Price - Million $4.500 Year
Rate (%)
Depreciation ($M)
Depreciation Value ($M) Cum. Depreciation ($M)
1
20.0%
$0.900
$3.600
$0.900
2
32.0%
$1.440
$2.160
$2.340
3
4
19.2%
11.5%
$1.296
$0.778
$0.864
$3.204
5
11.5%
$0.518
$0.518
$3.722
$4.241
$0.259
6
5.8%
$0.259
$0.000
$4.500
Used Learjet 75 - Charter (Part 135) Full Retail Price - Million $4.500 Year
Rate (%)
1
14.3%
2
24.5%
3
17.5%
4
12.5%
5
8.9%
6
8.9%
7
8.9%
8
4.5%
Depreciation ($M)
$0.643
$1.102
$0.787
$0.562
$0.402
$0.401
$0.402
$0.201
Cum. Depreciation ($M)
$0.643
$1.745
$2.532
$3.094
$3.496
$3.897
$4.299
$4.500
Depreciation Value ($M)
$3.857
$2.755
Source: Aircraft BlueBook
72 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
$1.968
$1.406
$1.004
$0.603
$0.201
$0.000
and 340 flight hours (Gulfstream G100); and - All maintenance is completed when due.
Depreciation Schedule
Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, middle left). 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 twelveyear 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 jets until December 31, 2026. Table D (left) depicts an example of using the MACRS schedule for a 2013 model Learjet 75 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. Table E (opposite) depicts an example of using the MACRS schedule for a 2006 model Gulfstream G100 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. www.AVBUYER.com
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Table E - Gulfstream G100 MACRS Depreciation Schedule
Asking Prices & Quantity
Productivity Comparison
The points in Chart F (right) are centered on the same aircraft. Pricing used in the horizontal axis is as published in Aircraft Bluebook. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four Passenger Range (nm) with available fuel 2. The long-range cruise speed flown to achieve that range $ 3. The cabin volume available for passengers and amenities Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed, and cabin size. The calculated productivity index for the Learjet 75 is 0.373 and the Gulfstream G100 is 0.365, thus reflecting very little difference between the models.
Larger Cabin & More Speed vs Longer Range?
The Learjet 75 offers a larger cabin volume and greater speed. It also comes at a higher purchase price – though it is a newer model than the G100. Moreover, the ‘Available Payload with Maximum Fuel’ of the Learjet 75 is double that of the Gulfstream G100. Nevertheless, both business jets have almost the same variable cost, and the key advantage the G100 offers over the Learjet 75 is its significantly longer range. Although the Gulfstream G100 is no longer in production, the used market may provide an even lower price point for those willing to operate an older aircraft with similar productivity rating. The question for buyers in today’s marketplace is which combined elements of a jet are more important to their mission needs: Cabin size, speed, range, or other factors?
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Used Gulfstream G100 - Private (Part 91) Full Retail Price - Million $2.400 Year
1
Rate (%)
20.0%
Depreciation ($M)
Depreciation Value ($M) Cum. Depreciation ($M)
$0.480
$1.920
$0.480
2
3
4
5
32.0%
19.2%
11.5%
11.5%
$1.152
$0.691
$0.415
$0.138
$0.768
$0.461
$1.248
$1.709
$0.276
$1.985
6
5.8%
$0.276
$0.138
$2.262
$2.400
$0.000
Used Gulfstream G100 - Charter (Part 135) Full Retail Price - Million $2.400 Year
2
1
Rate (%)
14.3%
3
24.5%
17.5%
4
12.5%
5
6
8.9%
7
8.9%
8.9%
8
4.5%
Depreciation ($M)
$0.343
$0.588
$0.420
$0.300
$0.214
$0.214
$0.214
$0.107
Cum. Depreciation ($M)
$0.343
$0.931
$1.350
$1.650
$1.865
$2.079
$2.293
$2.400
Depreciation Value ($M)
$2.057
$1.469
$1.050
$0.750
$0.535
$0.321
$0.107
$0.000
Source: Aircraft BlueBook
Chart F - Productivity Comparison 0.800
Index
The ten Learjet 75s available on the used aircraft market at the time of writing showed asking prices for two aircraft of $4.795m and 1 $5.995m. By comparison, two Gulfstream G100 jets for sale showed asking prices of $1.8m and $1.95m. While each serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variation in the price of a specific aircraft – even between two aircraft from the same year of manufacture. The final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.
Gulfstream G100 2001-2006
Learjet 75 2013-Present
0.600 0.400 0.200
$1.40
0.000 $0.0
$2.40
$2.0
$4.50
$4.0
$13.80
$6.0
$8.0
$10.0
$12.0
$14.0
$16.0
Price (Millions) (Index = Speed x Range x Cabin Volume / 1,000,000,000) Within the preceding paragraphs we have touched upon several of the attributes that business jet operators value. There are other qualities such as airport performance, terminal area performance and time-toclimb that might factor in a buying decision, however. Operators should weigh up their mission
Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis features. Contact Mike via mike@avbuyer.com
requirements precisely when picking which option is the best for them. Ultimately, there is plenty for a prospective buyer to consider when deciding over which performance criteria is better suited to them in an aircraft. Both business jets continue to offer great value in the Medium Jet market today. T
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Values Intro OCT.qxp_Finance 15/09/2020 10:08 Page 1
VALUES - MEDIUM JETS
AVBUYER.com
Business Aircraft Values: Medium Jets Of all the business jet
categories, none does more to balance
capability with utility
than the Medium Jet segment; and no
segment provides
more options, either. or the purpose of our Retail Price Guide, Medium Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Medium Jet cabin, particularly when applied to longer trips. That is ultimately where the Medium Jets’ basic advantage comes into play over the Light Jet segment. Medium Jets tend to cruise towards the upperend of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles. In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way. Runway requirements for Medium Jets are generally longer than the average length needed
F
74 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.
Medium Jet Price Guide
The following Medium jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2001 through Fall 2020. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Embraer Legacy 500 values reported in the Fall 2020 edition of the Bluebook show $12.5m for a 2016 model, $11.5m for a 2015 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.
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Retail Values OCT.qxp_RPG 15/09/2020 10:11 Page 1
VALUES - MEDIUM JETS
Medium Jets: Average Retail Price Guide MODEL YEAR $
2020 US$M
2019 US$M
2018 US$M
2017 US$M
2016 US$M
2015 US$M
2014 US$M
26.7
17.0
15.0
14.0
13.5
13.0
12.5
2013 US$M
2012 US$M
11.0
10.5
10.0
9.5
3.2
3.0
3.7
3.5
2.9
2.7
7.0
6.0
7.4
7.1
6.8
6.2
5.7
5.4
10.5
9.5
2011 US$M
MODEL BOMBARDIER CHALLENGER 350 BOMBARDIER CHALLENGER 300 9.9
BOMBARDIER LEARJET 75 LIBERTY BOMBARDIER LEARJET 75
13.8
BOMBARDIER LEARJET 70
8.0
7.0
6.5
6.0
5.5
5.0
4.5
7.0
-
5.5
-
4.5
4.0
3.5 3.4
BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 12.0
CESSNA CITATION X+
11.0
10.0
9.0
8.0
CESSNA CITATION X CESSNA CITATION LONGITUDE
28.345
23.0
CESSNA CITATION LATITUDE
18.195
14.0
13.0
11.5
10.5
10.0
CESSNA CITATION SOVEREIGN+
19.730
14.0
12.0
11.0
10.0
9.5
9.0
CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+
13.940
9.5
8.5
8.0
7.6
7.1
6.6
19.995
16.0
15.0
13.5
12.5
11.5
10.5
13.5
12.5
11.5
10.5
9.5
16.0
14.5
13.5
12.5
8.5
CESSNA CITATION XLS CESSNA CITATION EXCEL DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 600
20.995
18.0
EMBRAER PRAETOR 500
16.995
15.0
GULFSTREAM G280
24.5
18.0
11.5
5.8
GULFSTREAM G200 5.5
5.0
HAWKER 4000
3.5
3.3
HAWKER 900XP
4.9
4.4
7.5
GULFSTREAM G150
7.0
6.5
6.0
GULFSTREAM G100
HAWKER 850XP (PRO LINE) HAWKER 800XP/i (PRO LINE) HAWKER 800XP 2.9
HAWKER 750 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
76 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
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Retail Values OCT.qxp_RPG 15/09/2020 10:15 Page 2
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What your money buys today
Fall 2020 2010 US$M
2009 US$M
2008 US$M
2007 US$M
2006 US$M
2005 US$M
2004 US$M
2003 US$M
2002 US$M
2001 US$M
MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 350
9.0
8.5
8.0
7.5
7.0
6.5
6.0
BOMBARDIER CHALLENGER 300
5.5
BOMBARDIER LEARJET 75 LIBERTY BOMBARDIER LEARJET 75 BOMBARDIER LEARJET 70 2.8
2.6
2.4
BOMBARDIER LEARJET 60XR
2.2 2.2
2.1
2.0
BOMBARDIER LEARJET 60SE
1.9 1.8
3.3
2.5
3.1
2.3
2.9
2.1
1.7
1.6
1.4
1.3
BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR
2.7
2.5
2.3
2.1
1.9
2.2
2.0
1.8
1.6
1.5
1.9
1.6
1.3
BOMBARDIER LEARJET 40XR
1.4
1.2
1.0
BOMBARDIER LEARJET 40
BOMBARDIER LEARJET 45
CESSNA CITATION X+ 5.0
4.0
3.5
3.2
3.0
2.8
2.6
2.4
2.2
2.0
CESSNA CITATION X CESSNA CITATION LONGITUDE CESSNA CITATION LATITUDE CESSNA CITATION SOVEREIGN+
6.5 5.2
6.2
5.9
5.0
4.8
4.2
4.0
5.6
5.3
5.0
4.7
3.8
3.6
3.4
3.2
CESSNA CITATION SOVEREIGN CESSNA CITATION XLS+
4.0
3.8
3.6
CESSNA CITATION XLS
2.9
2.8
2.7
2.6
CESSNA CITATION EXCEL
3.4
3.2
3.0
2.8
DASSAULT FALCON 50EX EMBRAER LEGACY 500 EMBRAER LEGACY 450 EMBRAER PRAETOR 500 EMBRAER PRAETOR 600 GULFSTREAM G280
5.4
5.0
4.6
4.2
3.8
4.5
4.0
3.5
3.0
2.5 2.4
3.4
3.0
2.8
2.6
2.4
GULFSTREAM G200
2.2
2.0
1.8
1.6
1.4
GULFSTREAM G100/ASTRA 1125 SPX
GULFSTREAM G150
3.1
2.7
2.5
HAWKER 4000
3.9
3.5
3.1
HAWKER 900XP
3.0
2.7
2.5
HAWKER 850XP (PRO LINE)
2.2
HAWKER 800XP/i (PRO LINE)
1.8 1.7 2.4
2.0
1.7
1.6
1.5
1.4
HAWKER 800XP HAWKER 750
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
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RollsRoyce.qxp_Finance 17/09/2020 09:05 Page 1
INDUSTRY INTERVIEW
How Rolls-Royce is Shaping BizAv’s Future Rolls-Royce has made some innovative moves in the Business Aviation market lately, seeking to enhance how business aircraft operators approach their engine maintenance while also influencing aviation’s future. Matt Harris spoke ANDREW ROBINSON
80 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
with Andrew Robinson…
world-renowned name, Rolls-Royce is a market leader in the production of aviation engines, and is at the forefront of business aircraft engine technology. It was a Rolls-Royce powerplant – the AE 3007C1/C2 – that enabled the Cessna Citation X/X+ to hold the title of the fastest civilian jet of its day. Later, the BR725 propelled the Gulfstream G650/650ER onto the Ultra-Long-Range jet scene as the longest-range business jet at the time. And now its Pearl 700 engine will enable the Gulfstream G700 to fight it out with Bombardier’s Global 7500 at the top of the Ultra-Long-Range jet market. But the company’s focus on the aviation market goes much deeper than merely producing engines that enable jets to fly further and faster. For example, a look at Rolls-Royce’s IntelligentEngine concept shows a much more holistic view of the market and its needs.
A
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I
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.
The immersive, live Virtual Training tool offered by Rolls-Royce to operators of Gulfstream G650/G650ER jets.
Pre-empting Maintenance Needs
IntelligentEngine utilizes machine learning and artificial intelligence to analyse the data that Rolls-Royce engines produce in flight. According to Andrew Robinson, Senior Vice President Customers & Services, Business Aviation, “Digitalization plays a vital role in bringing our IntelligentEngine vision to life.” Using it to not only design and test new engines the company is developing, but to maintain the engines Rolls-Royce already produces, with IntelligentEngine the company creates a “digital twin of our engines in service”, Robinson says. With this, Rolls-Royce uses its Engine Vibration Health Monitoring Unit (EVHMU) to monitor more than 10,000 parameters of an engine’s performance, looking for trends or shifts in behaviour. “With the EVHMU we can now monitor the health of engine control system units and identify units that have deteriorating health, removing them before they cause any disruption to our customer’s operation,” Robinson explains. The EVHMU can also communicate two ways, meaning that if a customer is having starting issues (for example), Rolls-Royce can connect to their aircraft and configure the EVHMU to look at parameters relevant to starting and perform troubleshooting in real-time. “This enables us to maximize availability of the customer’s aircraft and minimize any downtime.” www.AVBUYER.com
Virtual Reality Engine Maintenance Training
An additional advancement to the way maintenance is done in the here-and-now is seen in the new virtual reality (VR) training that is currently being offered to operators of Gulfstream G650 aircraft. Offering a cost advantage to flight departments (who no longer need to send their personnel away to undertake the training), the course participant only needs an internet connection and the required VR equipment, which is shipped directly to their hangar door. “This new, immersive, live Virtual Training tool ultimately allows customers to participate in an instructor-led distance learning course wherever they are in the world, providing a comprehensive overview of the construction, design and operation of the Rolls-Royce BR725 engine,” Robinson says. “After completion of this two-day training course, participants will be able to service the engine and undertake maintenance.” While not intended to completely replace practical training, Rolls-Royce believes the Virtual Reality adds value and flexibility for customers, and it eliminates the need to ship a full-size training engine. “This program allows each student to immerse themselves in an augmented environment full of realistic images, interactive functions and auditory feedback to
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INDUSTRY INTERVIEW
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I
IntelligentEngine enables Rolls-Royce to monitor an engine’s health, and identify changing performance trends that indicate a future maintenance need.
delve deeper into the engine like never before,” notes Lee Bradshaw, Director of Technical Operations, Cox Aviation, who has participated in the VR training. “Based on customer feedback and the overwhelmingly positive response we received for this training, we are looking to expand it to include other Business Aviation engine types, and also to develop troubleshooting training that can simulate being inside the actual cockpit,” Robinson reveals. The evidence of these two developments in the way a flight department can approach its maintenance monitoring and training suggests Rolls-Royce is listening to its customers, who it connects with through its Corporate Customer Council to help identify and shape priorities for change going forwards. “We’ve historicaly been focused on maximizing the aircraft’s availability and building our global capability network,” Robinson notes. “We’re now focusing much more on the Customer experience and by utilizing digital solutions, simplifying, and enhancing our customer interfaces to ultimately make any transaction with Rolls-Royce stress free.”
A Hand in the Future: Electric Aircraft
Moving into the realms of what only a few years ago may have seemed like fantasy to some, there have been some significant developments in the electric and supersonic aircraft arenas, and Rolls-Royce is on the scene for both. In electric aircraft development, the company has been working on the ACCEL project. “We want to excite 82 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
and inspire the industry by building the world’s fastest electric aircraft,” Robinson says. “We intend to go 300mph with this zero-emission upgrade of a Sharp Nemesis NXT aircraft. “We have replaced the conventional powerplant with 500hp of power-dense electric motors and a bespoke energy-dense battery pack. We completed the airframe, and we have integrated the propulsion system on our Iron Bird test rig. We’re currently performing ground tests as we work towards the world record attempt," he shares. It has been argued that, while there have been some fascinating concepts introduced, finding a battery solution light and powerful enough to enable an electric aircraft to travel longer distances has hampered development of this sector. Robinson disagrees. “From where we stand, electric aircraft are not really being held back by the state of current batteries,” he argues. “There are numerous platforms in development, and we ourselves are busy taking our 70 kW electric propulsion unit, which powers the Bye Aerospace eFlyer 2 prototype (for example), through certification. “We will see several small aircraft available by the middle of the decade. Larger platforms will take a little longer, but here, too, the industry is making large strides.” Specifically for Business Aviation, “We see great potential for all-electric or hybrid-electric 19-seater aircraft in the CS-23 class [the EASA Certification Specification for Normal, Utility, Aerobatic, and Commuter Category Aeroplanes] to support the
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Mesotis Jets October.qxp_Layout 1 14/09/2020 12:18 Page 1
1996 HAWKER BEECHCRAFT 800XP S/N: 258312
1994 BOMBARDIER CHALLENGER 601-3R S/N: 5148
AIRCRAFT HIGHLIGHTS • JSSI Engines (100%)
• ADF: Dual Honeywell DF-850
• Winglets
• Autopilot: Dual Honeywell DFZ-800 IFCS
• No damage history
• Airframe: 5480 hours / 4918 cycles
AIRCRAFT HIGHLIGHTS
• ADSB out • FMS 6.1
• GE On Point (Engines)
• AFIS: Honeywell AFIS
• CVR: Fairchild A100A
• MSP Gold (APU)
• Airframe: 10.589 hours / 7365 cycles
RollsRoyce.qxp_Finance 17/09/2020 09:45 Page 4
INDUSTRY INTERVIEW
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I
Intending to go 300mph with this zero-emission upgrade of a Sharp Nemesis NXT aircraft, Rolls-Royce sees a significant future for electric aircraft in Business Aviation.
business travel segment,” Robinson shares. Various companies, including Heart Aerospace, Scylax, Smartflyer and Eviation have concepts for new airframes in this class, while retrofits [such as the Ampaire concepts] could offer exciting new market opportunities. And, according to Robinson, there’s plenty of incentive to pursue these programs to certification. “When exploiting the dense networks of smaller airfields in Europe and the US, electric commuter aircraft beat other means of transport in terms of door-to-door travel time across many distances – a benefit that can particularly pay off in the business travel segment, where costs of travel are high.” Technically, Robinson explains, electric machines around 0.5 mW will be required to make this aircraft class fly (hybrid-)electric. “We currently have lab demonstrators for a respective motor and generator undergoing tests, and the hybrid-electric system we have newly developed around our proven M250 turbine will lift a 4.5 ton demonstrator into the air as part of the APUS i-5 project.” Understandably, Rolls-Royce is confident that a commercialization of (hybrid-) electric power and propulsion systems in this class will happen within this decade.
Towards Sustainable Flight
As mentioned, Rolls-Royce is helping Boom Supersonic to drive the development of a supersonic aircraft, 84 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Overture, with the goal of making passenger travel twice as fast. Other than the issue of the sonic boom caused by aircraft flying supersonic speeds over land, the major issue with civilian supersonic flight previously had to do with the huge fuel burn, which, in turn, created very high operating costs, as well as high carbon emissions. Rolls-Royce is collaborating with Boom specifically to develop a sustainable supersonic flight solution. “Sustainable supersonic flight has recently become possible thanks to steady progress in efficient aircraft design, the continuing development of sustainable aviation fuel infrastructure, and the increasing availability of high-quality carbon offsetting,” says Brian Durrence, Senior Vice President, Overture Development at Boom Supersonic. “Boom has long been focused on minimizing Overture’s environmental impacts, including both noise and emissions footprints, and Rolls-Royce shares this priority.” While supersonic flight will make the world dramatically more accessible, it is critical that this improvement doesn’t impact the health of the planet. “We incorporate environmental considerations into every key decision at Boom,” Durrence adds. To begin with, aerospace technology has advanced greatly since Concorde was built, and three specific areas of innovation will greatly improve the fuel efficiency of Boom’s Overture, according to Durrence.
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INDUSTRY INTERVIEW
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V Ground testing the use of sustainable
aviation fuels on the engines of Boom's
supersonic aircraft,
XB-1, and (above) a
depiction of Boom’s
Overture jet.
•
•
•
Engine: Concorde used afterburning engines that were state-of-the-art when designed, whereas Overture will use more efficient engines that don’t require the use of an afterburner. According to Robinson, Rolls-Royce is confident that it can create the most efficient engine possible for Overture. Materials: Concorde was constructed of aluminum, whereas Overture will use carbon composites which are not only lighter, but more easily shaped into aerodynamically-optimal forms. Aerodynamics: Today’s advanced computing will allow thousands of iterations of aerodynamic testing, whereas Concorde was designed using slide rules and costly wind-tunnel models, limiting optimization.
During 2019, Boom performed a series of engine ground tests on its prototype XB-1’s engines using a high blend of Sustainable Aviation Fuel (SAF). This 84% HEFA fuel gave valuable data on how XB-1 would perform when powered by a high blend of SAF (biofuel). “The tests met our expectations, showing similar engine performance characteristics to conventional, petroleum-based fuel and offering us confidence that XB-1 could be powered by SAF,” Durrence continues. Of course, the route to building an SAF-powered supersonic fleet relies as much on there being many sources of SAF. “While we are interested in traditional, plant-based biofuels, we are excited about the possibilities of municipal solid waste, industrial 86 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
waste gases, and atmospheric carbon dioxide as innovative SAF feedstocks, as well as exploring the use of synthetic fuels and e-fuels [the creation of synthetic fuels through electrolysis],” Robinson notes. “Because supersonic airplanes will complement— not supplement—the subsonic fleet, we are keen to identify novel SAF sources that won’t compete with subsonic uses. Over the course of our engine development program, we plan to test SAF from a number of pathways to ensure proper engine function. “We are working with the public sector and collaborating with the oil and gas industry to drive wider availability of sustainable fuels.” Meanwhile, Boom has launched a partnership with Prometheus Fuels, a company making road vehicle and aviation fuel from atmospheric carbon dioxide, and is also engaging with other SAF producers. And the benefits should pass down to today’s business aircraft too, where the need for more supply of SAF is necessary as a part of encouraging greater uptake among operators. “Most of our aircraft engines can already operate using blended Sustainable Aviation Fuels, and have already flown using them,” Robinson says. “We believe that all of our newer engines would probably be able to operate on 100% SAF and we’re in the process of verifying that, so potentially the regulatory cap of 50% blend can be lifted.” More information from www.rolls-royce.com ❙ www.AVBUYER.com
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FLIGHT DEPARTMENT MANAGEMENT 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.
Engine Upkeep: Increase Longevity & Decrease Cost How can you ensure your engine maintenance costs are minimized? Andre Fodor shares some tips from his many years of managing flight departments…
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hrough life, I have learnt the value of taking care of the things I own, and especially the things from which I make my living. It should be no different in Business Aviation. As managers of expensive aircraft, we provide added value when we take ownership of the equipment we operate. Treating the company aircraft as though it was our own is effective management and provides cost savings. It is the best way to keep maintenance costs down and your equipment operational and on-budget. I have written in the past that one of – if not the – most expensive component of an aircraft is its engines. At least a third of the value lies within its powerplants. Consider older aircraft residual values that – beyond scrap – are only worth what the engines can fetch. During a market downturn in the not-too-distant past, a very nice older Large Cabin Jet operated by a friend was actually worth more parted-out than if
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it was sold to another operator. In that particular case, 90% of the aircraft’s value was in the engines. Diligent care of the aircraft’s powerplants results in maintenance savings and higher residual value especially when everything is well documented. But what should good engine housekeeping look like within a flight department? Read on…
Engine Upkeep: Stick to the Schedule
Following the prescribed maintenance schedules for the engines seems obvious. But there may be differing levels of maintenance requirements. An aircraft OEM may have engine maintenance tasks that are associated with the certification of a type-specific aircraft, together with the engines attached to its pylons. Meanwhile, the engine OEM might have maintenance tasks that are powerplant specific. Sometimes, these tasks do not cross over, are missed, or are issued post-certification (taking time to be incorporated into the aircraft’s maintenance
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manual, if ever). Non-compliance, even for an item missing from the aircraft’s approved maintenance manual, could place you ‘in breach’ and void your warranty or engine program coverage. So, your engineer must be familiar with both the aircraft and engine OEM maintenance procedures, participate in powerplant discussion groups, and interface with field representatives who are subject matter experts for your aircraft’s powerplant type.
Geography Matters
Once upon a time, I was bringing an airplane to a coastal area on a regular basis. It was the Standard Operating Procedure of our flight operation to add engine covers on every overnight trip, which we duly complied with at this location. On one occasion when I removed the covers I was astonished to find a baked-in concentration
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of salt over the bright work surfaces that had been covered up overnight. The moist, salty air had infused the engine cover fabric overnight, and the morning sun had baked the salt in to the chromed metal. If that much salt could accumulate on the surface in just 24 hours, imagine the corrosion damage if this practice had continued. Similarly, a friend teaches aviation in the Middle East. His company operates Light Jets for an airline ab-initio pilot training program. I enquired about the amount of abrasion inside the engine from ingestion of fine sand particles, and he reported that valves were failing early as a result of the ingestion. As preventive maintenance, his operation cleaned the engines with compressed air. In another case, after reading an engine manufacturer manual I discovered that a certain engine type required compressor washes every month if it is based within a certain geography.
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“...you should only allow experienced factory-trained and approved mechanics to work on your powerplant, since a poorly torqued bolt could be the cause of your next $500k expense!” The manual included a map showing the relevant region, and failure to comply with this practice from those based in the area would void warranty. Geography matters a great deal when it comes to engine maintenance.
Engine Trend Programs
A significant part of taking preventive measures involves a trend program, in which the pilot collects engine data that is fed into a database. Over time, it is understood what the engine’s ‘normal’ parameters are, and that any variation from these numbers could indicate that closer attention is required. Having oils sampled, even outside of the required schedules, can augment your knowledge. A good fuel sampling program, including fungus testing, will help you to know the quality of your fuel and tanks. Every little bit adds more margin to your engine longevity program, so think outside the box about
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how to protect your engine’s pedigree. Today’s Jet engines are very reliable, working well for thousands of hours. However, they are also highly complex. Beyond the preventative maintenance you should only allow experienced factory-trained and approved mechanics to work on your powerplant, since a poorly torqued bolt could be the cause of your next $500k expense!
The Culture of Ownership
Create a culture of ownership within your flight department. It’s everyone’s duty to take responsibility in the daily care of the equipment. Someone who does not buy in to this teamcentric approach may not be the best fit in your department. Like I always say, lower cost means more flying - and more flying means job security. We all want that! ❙
ANDRE FODOR ARTICLES
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FLIGHT DEPARTMENT MANAGEMENT Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com
Better Understanding BizAv Maintenance Tracking Software Big Data is offering new opportunities. In this two-part article, Mario Pierobon speaks to industry experts about the main features of maintenance tracking software, how it helps to satisfy regulatory requirements, and its recent and future developments… usiness aircraft maintenance tracking has become increasingly automated. New efficiencies have been generated, and in particular the work of maintenance planners has been simplified and the predictability of maintenance increased. When it comes to business aircraft maintenance there are several providers of software solutions, as well as some providers who offer software coupled with a service. This is a major distinction. The software-only providers in essence offer more of a ‘do-it-yourself’ solution, while the other providers include services which help ensure data accuracy and that aircraft are being maintained to the approved maintenance programs, notes Mark Steinbeck, president of Traxxall. “In Business Aviation the maintenance tracking service providers notify operators when new airworthiness directives (ADs) and new service bulletins (SBs) are issued, and when the original
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equipment manufacturers (OEMs) revise their maintenance programs,” he says. “Not only do they notify the operators…but often they make the adjustments to the aircraft for the customer, so operators are ensured they are always operating to the latest standards.”
Airline vs Business Aircraft Software: The Differences
Airline and business aircraft maintenance software are similar in their functionalities, particularly in relation to major maintenance, but when it comes to line maintenance the differences are more marked. “This has to do primarily with the way Business Aviation is run, whereby schedules are firmed-up as close as four hours before flight,” Saravanan Rajarajan, head of Solution Consulting at Ramco Aviation Solutions, says. “This poses challenges on scheduling the maintenance crew and positioning the right parts at the right time and right location. Changing flight schedules and minimum equipment list www.AVBUYER.com
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(MEL) clearances, as well as sudden aircraft on ground (AOG) problems necessitate the maintenance software to provide advanced decision assist capabilities,” he explains. Business aircraft fleets tend also to be smaller than those of the airlines. As a result, aviation maintenance software providers will often develop their systems and business models to cater to specific operational sizes or tiers of business. According to Christopher Lawn, marketing specialist at WinAir, “Nowadays, it’s common for many software providers to charge a fee per aircraft that is being tracked and managed by the software. “Business Aviation operations are looking for robust and comprehensive aviation maintenance software with features and functions that will automate processes, harmonize departments, and boost operational efficiencies – and without a per-aircraft fee. “Typically, they are seeking software that can manage a variety of aspects of their business, www.AVBUYER.com
from aircraft maintenance programs to planning, technical records, production activities, inventory control, purchasing, sales, invoicing, and job costing,” he emphasizes. According to David Purfurst, global pre-sales director at Rusada, maintenance software for business aircraft may have less integration with other areas of the maintenance world. “As an example, the supply chain for the business aircraft sector is not as robust as that of the airlines,” he elaborates. “In addition, component repair is often performed by outside vendors, whereas airlines tend to have some capability to perform repairs internally. “Therefore, business aircraft maintenance software is more focussed on record keeping for the purpose of continuous airworthiness.”
What are Today’s Software Solutions?
Rusada’s Envision software splits out the functions of base, line and component maintenance into separate modules, allowing organizations to only implement the modules
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that are relevant to their capabilities. Flight Departments can then use the Fleet Management module for airworthiness activities, maintenance planning and vendor management, notes Purfurst. The latest edition of WinAir’s aviation management software (Version 7), meanwhile, allows for the tracking of an unlimited number of aircraft (and does not charge per aircraft). Every aircraft loaded into WinAir has a unique maintenance profile which will vary depending upon its size, complexity, and mission profile. “To streamline and expedite maintenance processes and ensure compliance, our software uses a template approach to aviation maintenance management,” says Lawn. “With this approach, both Business Aviation operators and airlines can manage their maintenance programs on multiple aircraft of the same type, with ease.” Ramco Aviation Suite’s Mechanic Anywhere Mobile app provides real-time visibility of the maintenance crew (their availability, current workload, license currency for the fleet, and earliest ETA to reach the location). “Mobile workforce management and stock management are key features that define aircraft maintenance software,” Saravanan says. “This will also need to track time in a broader perspective – i.e. from the time the maintenance worker leaves home until they fix the aircraft for their cost and revenue management,” he continues. “Artificial intelligence machine learning (AIML)-based algorithms can automate 94 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
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the assignments without manual interaction, and can send the dispatch messages to the mechanic.” Traxxall, meanwhile, offers a mobile application for tablets and smartphones available in the Apple App Store and in Google Play. “We actually went through a huge rewrite of our mobile applications that were released earlier this year,” Steinbeck says, “and these apps give full functionality on-the-go, allowing users to be updating their maintenance tracking right from an iPad on the hangar floor.” Users can look at upcoming maintenance or the status of any task on their phone with ease, and many Traxxall users have their pilots reporting discrepancies and MELs from their phone, and are able to take a video or a picture and attach it to the write up as they send it to their maintenance departments.
What are the Safety Requirements of Maintenance Software?
Generally speaking, regulatory bodies have tended to support the aviation industry’s desire to pursue more automated processes. The onus, however, is on the aviation service providers to determine that they are using software following the various rules and regulations that are stipulated by their regulatory bodies. Currently there are no safety regulatory requirements that dictate what maintenance tracking providers can or cannot do. “With that said, the leading companies in our industry that are not only providing a maintenance tracking
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software, but also a service to support the software take that upon themselves,” Steinbeck assures. “Many other industries and the majority of Fortune 500 companies have already moved to being predominately cloud-based, and without doubt cloud-based systems are the new standard,” he adds. “While our industry has historically been slower to adopt new technologies, we have seen a spike over the last 18-24 months in operators who are much more worried about data security and data integrity. “The security that utilizing cloud-based services brings is the new standard and is what leading operators and OEMs now expect,” he says. “Five or ten years ago it was acceptable to host data on-site on your own servers, but in today’s world not only is that more expensive, it is also much less secure.” Aviation maintenance software is a tool that businesses can utilize to ensure and prove compliance with standards and regulations. “To offer further assistance with adhering to regulations, we use software-enforced data validation to safeguard against errors, which includes the unauthorized approval of maintenance tasks,” Lawn explains.
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“Our software was developed based upon aviation maintenance best practices, and incorporates various warnings and system notifications. Consequently, it will not allow users to complete actions that are contrary to system processes, or permit them to circumvent any of these validations,” says Lawn. The web of regulations governing aircraft airworthiness and maintenance across the globe is very complex, and maintenance software should account of this complexity. “Any new functionality for Envision is always designed and built with these regulations in mind,” Purfurst says. “It then falls on the operator to get approval from regulators for their record keeping and maintenance performance. Envision acts as the tool that aids operators in their adherence to the rules and regulations.” In recent years, aviation maintenance software used in Business Aviation operations has shifted from predominantly focusing on tracking and managing aircraft maintenance and maintaining inventory control, to automating processes, integrating solutions, and leveraging the data. “Software providers have added many new functionalities to streamline and automate processes such as digital signatures for having mechanics and inspectors approve and electronically sign maintenance tasks off,” Lawn says. “This built-in system functionality has proven to save aviation operations significantly in terms of time allocations and administrative costs, and has provided them with the opportunity to go paperless. “It also accelerates work steps, and ensures compliance and accuracy, as only staff with the required credentials can validate maintenance work.” Saravanan concludes that the area of electronic signatures is one which authorities overall would be required to monitor closely. “The FAA AC 120-78A gives key inputs on the dos and don’ts of electronic signatures. Every electronic signature needs to be dualauthenticated. In addition to authentication, the PIN is encrypted using triple DES encryption methodology, which is our default encryption method.”
Next Time…
Our discussion of business aircraft maintenance tracking software continues next time with a review of recent developments in the area, and a look at future developments. Stay tuned! ❙
FLIGHT DEPARTMENT MANAGEMENT ARTICLES
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Jet Connectivity: Bridging the Gap on Wi-Fi Demand How are the leading players in the Business Aviation cabin connectivity industry reducing the gap between customer expectations and their products? Gerrard Cowan explores... abin connectivity for business jets has become an essential service for many operators. While such technology can be a significant investment, customers increasingly see it as a financial necessity that could actually become more important in the post-coronavirus (COVID-19) world, according to industry experts. Suppliers in the area point to numerous examples of customers who have learned first-hand the business case for cabin connectivity.
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Michael Skou Christensen is vice president, international at Satcom Direct, which offers a wide range of in-flight connectivity solutions, such as the Inmarsat Jet ConneX connectivity package, aimed at Business Aviation. He points to a customer who last year acquired two airplanes for the same group of people. One was aimed at long-haul services between cities, while the other fulfilled shorter journeys between small airports. When this customer first contacted Satcom Direct,
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Gerrard Cowan is a freelance journalist who focuses on aerospace, defense and finance. He can be found on Twitter @GerrardCowan
they opted to equip the long-haul jet with connectivity, but felt it was unnecessary for the shorthaul aircraft. However, they found that the short-haul, unconnected aircraft was underutilized, because the travellers did not want to fly without access to emails, streaming and other services. Instead, they chose to use the longer-range jet on the short-haul routes. Six months later, the company had in-flight connectivity installed on the second airplane too. “It’s not that every customer is working throughout the entire flight, but when it is necessary, the benefit of having the connectivity for the principal and their colleagues sitting in the cabin can be the difference between huge success, with competitive advantages, and total failure and monetary loss,” Christensen says. Stewart D’Leon, director of technical operations at the National Business Aviation Association (NBAA), began his aviation career working in maintenance, and witnessed the early days of in-flight connectivity. He said demand for the services has massively increased in recent years. The greatest challenge in the beginning was matching operator expectations with technological reality (with customers expecting much the same experience and bandwidth on the aircraft that they received in their office or at home). “You’re flying at maybe 40,000 feet at Mach 0.85 – it’s very different,” he notes. However, technological advances “have allowed industry to meet the demand much more successfully,” with vendors refining the system technology and offering very similar experiences in the air.
Demand to Keep Growing
Gogo Business Aviation produces the AVANCE connectivity platform for Business Aviation, and expects next year to launch its Gogo 5G service for aviation customers in the US, and soon after in Canada. Sergio Aguirre, president of Gogo Business Aviation, said that when his company launched the AVANCE L5 in late 2017, “it had a faster and deeper penetration than when we launched our original connectivity solution ten years ago. That shows you the extent of the appetite, and the need for connectivity.” Aguirre believes the business case for in-flight
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connectivity on business jets will increase in the postCOVID 19 world. There will be less demand for commercial air travel, he said, or for mass transit in general. This may mean airlines need to increase prices, which could boost the attractiveness of business jets overall for corporate and other users, including in industries that previously did not rely on them. At a broader level, changes to supply chains wrought by COVID-19 could see an increase in manufacturing facilities or offices in less populated areas, including rural communities – and the use of business jets could greatly enhance a company’s ability to connect with these employees. And as companies spend more time in the business jets, so they will demand greater cabin connectivity. “So there will be more interest in Business Aviation and potentially growth,” Aguirre concludes. “Connectivity is now a part of aviation, the same way jet fuel is.”
Broadening Demand
Nancy Walker, chief commercial officer of SmartSky Networks – which plans to launch air-to-ground Wi-Fi services for Business Aviation (and other) users – says that customers now demand “a very robust network that can do everything they can do in their office.” Much of business now is cloud-based, she says, meaning there’s a clear case for companies to be able to access such services while in an aircraft. Initially, business operators wanted a connection that enabled them to check and answer emails, Walker adds. However, customers’ requests are now far more focused on other tasks, including the ability to conduct conference calls online or conduct presentations. “It needs to be seamless,” she notes. “And just like what we've all been doing [during the COVID-19 pandemic] with being able to work from home, people are going to continue to demand that experience on-board their aircraft too.”
Closing the Gap
Historically, in-flight connectivity has been anywhere between five to ten years behind the wireless services available on the ground, due to the expense and difficulty of developing and installing such
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“...the benefit of having the connectivity for the principal and their colleagues sitting in the cabin can be the difference between huge success, with competitive advantages, and total failure and monetary loss.“ technology on aircraft. However, Aguirre says, this divide is beginning to close. For example, he believes the trend towards video conferencing – which has been hastened by the pandemic-induced lockdown across the globe – will continue to increase and, with services like 5G that can deliver much greater bandwidth and faster speeds, video will become more accessible for a greater number of users and on more aircraft, in a relatively short time-span. “We’re already starting to see that – it’s opening up,” he said, reiterating that the company plans to roll out its own 5G service relatively speedily. “We're developing at the exact same time that ground based telecommunication companies around the world are deploying their 5G networks,” he said.
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“The delta between what we can do on the ground and what we can do in the air is closing rapidly.”
The Growing Business Case for In-Flight Connectivity
While operational considerations might appear to suggest that in-flight connectivity is unnecessary – for example, in instances when the aircraft is only travelling short distances – the business case is increasingly clear, says Christensen. “In today’s business world, the ability to react in real-time to market dynamics can mean the difference between billion-dollar wins and billiondollar losses. You could be on the airplane for ten to 12 hours – and that could be the difference between huge competitive advantages and a total fiasco.” ❙
CABIN CONNECTIVITY
at AVBUYER.com
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A Guide to Your Aircraft’s Flight Panel: Cockpit Layout Over three articles, Ken Elliott will lead us on a journey through a typical
business aircraft cockpit. Beginning here with the cockpit layout, in subsequent articles he will consider ‘behind the scenes’ and the future of the cockpit...
o begin with, all cockpits are different. Nevertheless, there is an underlying pattern in their layout that’s driven by certification for either one or two pilots and the human factors of flying. From the earliest days of flight, there has always been the T instrument layout in a cockpit (and that would be a dual T for two pilots). Along with airframe and engine gauges, this quickly grew and became the very busy cockpit of recent years. That was all prior to the advent of ‘digital glass cockpits’ – but many of those dials and gages are still in use on many legacy aircraft. Digital glass cockpits are prevalent in all new aircraft and popular, even if expensive, as upgrades to legacy or older preowned aircraft. One reason for installing a glass cockpit, beyond the features and cosmetics, is an inability of mechanical cockpits to provide the digital capabilities that are available today. Mechanical cockpits reached their full potential in the last century. Another common cockpit type found in legacy aircraft is a hybrid mix of mechanical and glass (even in its simplest form where just one older mechanical instrument may be replaced by a digital glass one).
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Cockpit Development
Whether mechanical or glass, the cockpit follows certain design principles and these are largely a result of history and human factors. The history has been incremental, with development driven by the pace of certification more than the speed of technological progress. Cockpits can look more like a home flight simulator set up when joysticks and trackballs are deployed. A younger generation of pilots can easily adapt to the newer man-machine interface in the cockpit, where these controls are day-night agnostic and allow more head-up time. In fact, cockpits are advancing with a focus on head-up operation, even to the extent that head-worn goggles and economical Head Up Displays (HUDs) have reached light aircraft operators. So, cockpits are essentially becoming ‘cleaner’. They are more ergonomic, providing improved situational awareness. The number of instruments with their separate blocks of information has decreased. And pilots only need to see and refer to data when they need it (but if it is not there all the time, that data must be intuitively accessible). The other important aspect of development, beyond the www.AVBUYER.com
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FIGURE A: The basic cockpit T instrument configuration and the later ‘six pack’
most critical one of safety, is reliability. Mechanical instruments, or even separate digital displays, have more points of potential failure, and product designers try to minimize these. Certification requires no single point of failure in a primary cockpit system. As a result, aircraft equipment is developed to prevent that occurrence, and many primary flight systems are duplicated, ensuring continued flight integrity. Large flat-panel displays that replaced earlier tube displays, have an ability to select primary flight data from alternate sources. As an example, a pilot can transfer the co-pilot’s display and vice-versa. This is also useful in eliminating sources of erroneous information, either through failure or mis-selection.
Cockpit Layout
The latest cockpits use a single side-to-side instrument panel, but it was not always this way. Many aircraft still have a separate pilot, co-pilot and center panel. This segmented panel arrangement separated the two pilots and provided important shared information in the middle. Although still the same in principal, the very latest cockpits
are stretching that existing protocol. An instrument panel houses the following main groups of information: • • • •
Pilot Co-pilot Center (for both pilots) Standby
(Keep in mind that some aircraft are equipped for two pilots and yet certified for either dual or single pilot operations.) Nevertheless, a cockpit is much more than the primary instrument panel. Beyond the primary instrument panel are to be found other pilot work areas, including: • • • •
Glareshield Overhead Center Pedestal Side Ledges
There are some controls and systems found outside of these areas (such as, out of necessity, a HUD), but they are typically non-essential.
FIGURE B: The three cockpits; from mechanical, to digital hybrid, to mostly digital Three Cockpits: From a mass of dials and gages, through a mix of mechanical and digital, to mostly flat-panel displays. This represents the incremental progression of cockpit development. Today we are less interpretive and more situational with our cockpits.
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FIGURE C: A Dassault Falcon 7X showing a different form of man-machine interface for flight, using trackballs and joysticks, allowing more ‘head up and out the window’ flying time
The circuit breaker panels must be in reach of the pilots for electrical bus isolation and to disable unreliable or inoperative systems, noting that a circuit breaker is considered a safety device.
Primary Instrument Panel Group
Pilot: Use of a HUD aside, the pilots need the most important information in front of them, in the best ‘look-at’ position. This begins with the modern equivalent of an existing Artificial Horizon - a Flight Director Indicator (FDI). Within this aircraft attitude instrument is the flight direction command information, either from the flight director computer or purely by maintaining horizon alignment alone. The FDI is mostly aligned from the remote gyro systems. Below the FDI sits the Horizontal Situation Indicator (HSI). This instrument is also gyro driven but aligned to aircraft heading. Superimposed upon this display is the current selected aircraft navigation information, typically sourced from a Flight Management System and usually satellite-derived. All the existing ‘6 pack’ information, such as altitude, airspeed, vertical speed and yaw, will also be displayed. Beyond the avionics will be all the information relating to airframe, engines & fuel that is considered vital for the continuation of a safe flight. This information can also be found in the center panel but mainly in view of the pilot, especially in those aircraft certified for single-pilot operations. The larger the display(s) the more information is likely to be available, all at one time, decreasing the need to switch between sources. These same displays have multiple selections for different features and, cleverly, they only appear selectable if relevant to the primary selections made or the phase of flight. Co-pilot: The co-pilot will have the same instrumentation as the pilot. This allows for redundancy and cross-side-switching (remembering that there should always be a back-up and the pilot flying is not necessarily the one in the left side position). The co-pilot can select information sources completely 106 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
independent of the pilot. Earlier cockpits have some secondary instruments and controls on the co-pilot side, but newer cockpits have cleaned that up substantially. For both the pilot and co-pilot, important display information relating to ALL communication, navigation and surveillance (CNS) selections will be selectable within the displays. Unless legacy aircraft instruments are upgraded to flat panel displays, these will be stand-alone instruments. Center: Whatever sits in the center panel is primarily there so both pilots can reach it, see it, and easily work with it. This is also the place where a lot of important information is available but is still secondary to that displayed directly in front of the pilots. Here you can select maps, radar & XM weather, flight navigation views, charts and aircraft performance information. Standby: In the modern cockpit, designers have resolved standby instruments down to one or two devices, where traditionally there were several standby instruments. The standby portion of a cockpit is crucial to safety. These instruments are designed to be run off a standby power source and during dual engine or generator failure conditions they are designed to guide the pilot(s) home! Today, separately backlit standby instruments even include navigation information, along with aircraft attitude, heading, speed, altitude and other must-have flight data.
Remainder of Cockpit Group
Glareshield: Although the glareshield is the cover over the top of the main panel(s), it also refers to a ribbon of controls across the top of the panel(s). Here the pilots can see their most significant flight cautions and warnings, select fire bottles, select flight director, and, when active, autopilot functions. Overhead: Often reserved for dedicated switched devices, such as external lights, main start, generators, power bus selection and more, some manufacturers will also place circuit breakers in this area.
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AVBUYER.com Figure D: The different pilot work areas within the cockpit
Center Pedestal: Here you will find controls requiring information to be entered, or selections to be changed. Secondary to a glareshield or main panel position the center pedestal requires a ‘look down’ pilot situation in order to use – and yet it has the advantage that both pilots can equally access its central panel controls. Perhaps the most significant devices found in the center pedestal are Inertial Reference System (IRS) controllers and Flight Management Systems that will usually have their own internal displays. It is common to have three systems of each in a larger corporate aircraft. This highlights their importance, especially for oceanic and remote operations. FMS displays are necessary for pilots to visualize as they enter keyboard information, and especially when they confirm their entries. Other common system controls in the pedestal will be Recorders, Autopilot, Multifunction Display, and engine and airframe primary controls. In legacy aircraft there will be found controls for the communication, navigation and surveillance (CNS) system. Sometimes these are combined within dual Radio Tuning Units (RTUs). Side Ledges: In the early days there was a saying that dictated “if you can’t find a location, even by extending the pedestal, stick it in the side ledge”. Happily, that’s no longer a concern for most, and side ledges are free of clutter. Even the charts and maps are now digital and directly presented on cockpit displays. From an equipment perspective, it is still common to find audio selection dedicated to each pilot in the side ledges. Other equipment such as headsets, oxygen, pressurization, software data loaders, satcom controls and modern joysticks are also situated here.
In Summary
There is distinct commonality found in cockpits. Pilots will often switch between aircraft and have the need for familiarity. So, as 108 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
cockpits become streamlined pilots can spend more ‘look-up/ look-out’ time flying more safely. Today, aircraft OEMs have in-house advanced design centers and will literally build a life-size cockpit, with simulated outside conditions to test pilot operations in virtual flight scenarios. The simulated cockpit evaluation will include the consideration of ergonomics, human factors, noise, alerts, warnings and much more. As we move to single-pilot, and later remote-pilot certification, cockpit layouts will evolve and adapt. Clearly – one day and a long way into the future – the cockpit will literally disappear. Between now and then, however, there may be a mid-step of cockpits with no windshield and windows (especially for supersonic). As clean design cockpits emerge, we can already see how the three distinct instrument panel ‘zones’ of ‘pilot/co-pilot & center panel’ are melting into two, with more and more information easily available to either pilot. The current and future capability of onside displays is such that they are large enough and smart enough to effectively do away with the center panel. However, in the short term, one feature unlikely to disappear is the Standby Instrument. ❙
Ken Elliott is a veteran with 52 years of aviation experience focused on avionics, in General and Business Aviation. Having a broad understanding after working in several countries on many aircraft types and avionics system, he has contributed to several work groups and committees, including for NextGen, Airport Lighting, Human Factors, Unmanned Aircraft and Low Vision Technology. In retirement, he is striving to give back the knowledge gained with an eye on aviation’s future direction.
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AVIONICS 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.
The Evolving Business Aircraft Flight Deck Several important technological advances are making their way into business aircraft flight decks, or soon will be. Chris Kjelgaard looks at some of the key advances for assisting pilots and making flights more efficient. eyond the important contributions made to flight safety, cockpit resource management and flight efficiency by new flight deck technologies such as ADS-B In and synthetic and enhanced vision systems, several other important technological advances are now being – or soon will be – introduced into business aircraft flight decks. One that is already common in new-build aircraft, but is increasingly also available for retrofit in older aircraft, is flight deck integrated modular architecture (IMA). By regarding the flight deck as a wholly integrated single unit rather than as a collection of individual line-replaceable units, the IMA concept offers OEMs and aircraft operators several important benefits, notes Eric Anderson, a technical fellow in avionics for Collins Aerospace.
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What are the Benefits of IMA to Flight Decks?
First and foremost is that IMA-designed flight decks provide “a lot of size, weight and power benefits,” he says. Lighter than traditional multi-LRU ‘federated’ collections of displays and avionics units, IMA flight decks also consume less power than federated flight decks. Additionally, IMA offers “a lot of flexibility” for flight deck 110 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
design and function, notes Anderson, “because you can put the processing where it is most effective for the aircraft in meeting customers’ needs in the relatively small spaces in business jet flight decks.” What this means practically is that “you can move the [flight control] applications around” to wherever they best suit the pilots’ and the operator’s requirements, because IMA flight deck components have “very standardized interfaces”. Another benefit is that IMA allows flight deck OEMs to provide “a very consistent operational philosophy and user interface”, says Anderson. This includes displaying consistent “colors and shapes” across every display. “IMA particularly helps OEMs, because it allows them to ensure their equipment does what they want in a very consistent fashion.” Yet another IMA benefit is that OEMs and operators “can add new software definition files through the routing network, so they can upgrade applications easily and the cost of updates is a lot lower, because no new LRUs are needed,” says Anderson. “There can be a cost benefit, depending on what the customer wants, and we’re also possibly seeing lower www.AVBUYER.com
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maintenance costs and higher reliability. The functions you want today tend to point toward IMA [being preferable]: for instance, FMS integration with forward displays is very clean, and the integration with radio tuning and the data aspects is much cleaner” than in federated flight decks.
The Two-Way Connected Cockpit
As IMA flight decks become common in business aircraft, the degree of connectivity linking the flightdeck, the pilots and the ground controllers—what Collins Aerospace and other avionics OEMs call ‘the connected ecosystem’ or ‘the connected cockpit’—is also growing. One technology contributing to this increasing connectedness is two-way wireless and Bluetooth communication between flightdeck avionics units and pilots’ electronic flight bags (EFBs). Garmin International is at the forefront of this movement, and the company is already providing wireless two-way communication of data on the ground between pilots’ EFBs and the aircraft’s flight management system, navigator and displays hosting FMS functions as well as Bluetooth two-way communication in-flight, via Garmin’s line of Flight Stream wireless multimedia cards. www.AVBUYER.com
Garmin’s Flight Stream 510 card offers two-way communication between EFBs and its current-production navigator units, while its Flight Stream 110 and 210 cards offer similar two-way capability between EFBs and its legacy GNS navigators, according to Creighton Scarpone, Garmin’s director of airline and Business Aviation sales. Two-way wireless communication capability on the ground allows pilots to send avionics database updates to the flightdeck via Garmin’s Data Concierge service. In the air, Bluetooth communication lets pilots make two-way flightplan transfers between compatible EFB apps and avionics, as well as to stream traffic, weather, GPS position and backup attitude information from the avionics to their portable electronic devices and mobile phones.
Voiceless Communication Advancements
Garmin is also leading the movement by avionics OEMs to expand voiceless data-link radio communication between ground controllers and business aircraft cockpits beyond its well-established use in the FANS 1- and FANS 2-equipped flight decks of long-haul aircraft operating transoceanic and remote terrestrial routes. In US domestic airspace, as the FAA extends its Data
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Comm voiceless datalink service for Departure Clearance Service and Pre-Departure Clearance (DCL/PDC) at control towers at 60 major airports, Garmin is providing what Scarpone calls a “unique” capability. Using a specific software version available for its G3000 and G5000 flight decks when paired in an installation with Garmin’s GDR 66 VHF Data Link Mode 2 radio, the company is providing FAA Data Comm datalink clearances “at a price point far below” what air navigation service providers charge for FANS-equipped oceanic data link instructions. “We’re pulling the price point down both for equipage and for the service price,” says Scarpone.
Growing Data-linking Capabilities
Using the En Route Automation Modernization (ERAM) computer system, installed at the FAA’s 20 Air Route Traffic Control Centers and at the FAA Academy, the FAA plans eventually to extend its domestic-airspace datalink capabilities to provide en-route flightpaths now controlled by means of controller-pilot voice communication. Only when this happens—and when US domestic air traffic grows to a more-dense level—are datalink-equipped aircraft likely to receive preferential treatment, Anderson reckons. At that point, “being properly equipped will make your flight more efficient,” he says. As the FAA’s ERAM-data-linking capabilities grow, “eventually also we will see [datalink] clearances over the Internet—Internet Protocol on radio frequencies.” Anderson estimates that usage of Data Comm datalink clearances in US domestic airspace will be “up and running by the early 2020s and solid by 2030”, but says “growth is not being pushed by any particular timetable.”
Connected Weather Technology
Currently being developed by Honeywell Aerospace, ‘Connected Weather’ technology represents another example of the growth in connectedness and data communication between the flight deck and the ground. The technology works by streaming to the ground in real time the huge volumes of data generated in-flight by the aircraft’s compact but very powerful Honeywell IntuVue RDR7000 weather radar. On the ground the data from all installed aircraft in a given fleet is combined and re-broadcast to each aircraft to give the pilots a very detailed picture of all weather conditions over any given part of a very large area—such as North America, where the technology is first being made available. Connected Weather will offer pilots all sorts of new weather-alerting capabilities, such as predictive windshear, hail and lightning identification, and medium-range turbulence detection. However, says Mike Ingram, vice president and general manager of cockpit systems for Honeywell Aerospace, “I think it will take a little while for a big enough amount of data” to be accumulated to allow the system to become fully capable. “There won’t be enough data initially to mesh to create 112 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
"Connected Weather technology...works by streaming to the ground in real time the huge volumes of data generated in-flight by the very powerful Honeywell IntuVue RDR-7000 weather radar. [This data] is combined and re-broadcast to each aircraft to give pilots a very detailed picture of weather conditions over a very large area." real-time weather [-alerting].” One important conceptual concern, which Honeywell is working through now, is “who will pay for transmitting the data off the aircraft?”
Wearable Head-Up Display Solutions
It is particularly important for pilots to keep themselves updated with the data they need to fly and to navigate the aircraft during times of flight when they need their eyes up and looking outside the cockpit, and to keep their heads swiveling to identify any potential traffic or terrain conflicts. Presenting this data in easily understandable ways at such times is a major challenge, one which perhaps has never been fully met in business aircraft flight decks. Until now. On behalf of Thales, which developed the display technology, StandardAero is working on a supplemental
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type certificate for installation of a head-mounted, full-color, wearable head-up display (HUD) called TopMax for the Bombardier Challenger 350. The augmented-reality system will provide exactly the same operational benefits as fixed-position HUDs, according to Thales: • • • •
Credit for reduced minima Improved safety and situational awareness Improved mission completion rates, and Reduced operating cost.
Compatible for either eye, weighing 1.1lb as a headset and offering 360-degree full-color vision capability, the TopMax is customizable to the pilot’s head and is claimed to be easily retrofitable and quick to install. It can provide an SVS display, as well as EFVS and combined-vision system displays.
The Future of Voice Control
One important flight deck technological hurdle already leaped by Garmin is the voice-control system the company offers for its GMA 350 series of audio panels. Garmin’s voice-control system has been certificated for its retrofit navigation units, and allows pilots to perform functions such as tuning radios and checking destination weather. However, voice control of avionics remains a topic of debate among the leading avionics OEMs, particularly regarding the potential the technology might create for confusion and misunderstanding in two-pilot cockpits. Voice control could be unreliable in flight decks where each pilot is performing a high workload; where the two pilots have notably different accents and voice timbre; where their command of standard aeronautical English terminology might not be complete; and/or where the background noise level in the cockpit is high.
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Avionics engineers believe artificial intelligence could be very valuable in providing the machine-learning required for flight decks to recognize all voice control commands faithfully and reliably. But until such systems offer much more reliability, voice-control systems for flight decks— particularly two-pilot flight decks—may remain untrusted by some. However, Scarpone argues voice-control is particularly useful in single-pilot cockpits, particularly in rotorcraft where the pilot must keep their hands on the controls pretty much all the time. Voice control can also be useful in single-pilot GA aircraft, but “it is probably less useful in a two-crew environment,” he concedes. “I’m somewhat of a skeptic,” says Anderson (who is also optimistic that eventually voice control could become a highly important flight deck technology). “There are so many things we could use it for. As we move towards the potential of single-pilot large airplanes, we will need more natural communication—and voice [control] has to be part of that.” According to Anderson, in a single-pilot large aircraft flight deck, the pilot could use voice control to have the avionics handle checklists automatically, to perform cockpit resource management functions with automated system, and to control radio tuning—including datalink frequencies. However, “I just don’t see it coming in the near term,” he says. “It fundamentally has to be recognizing the voice request under all operating conditions, and then we have to make sense of what makes sense from the human factors standpoint.” But what might well make sense as the next wave of technological advancement for business aircraft and GA flight decks are autonomous capabilities such as Garmin’s Autoland function, Scarpone concludes—“particularly in the single-pilot world. Autonomous capabilities will become more prevalent and more in demand.” ❙
on AVBUYER.com
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OEM Bites
Bombardier Aerospace delivered the first Global 7500 equipped with dual head-up displays recently, a first-in-class capability providing additional safety and redundancy. “This cockpit is designed to put technology and automation at the service of the crew,” noted Michel Ouellette, Sr Vice President, Program Management & Engineering. www.bombardier.com
Daher’s TBM 930 will be logging virtual flight time with aviation enthusiasts around the globe through the latest Microsoft Flight Simulator video game, released in August. As a result of the software company’s partnership with Daher, the TBM 930 is available in all Microsoft Flight Simulator 2020 versions. www.daher.com
Embraer delivered the first Phenom 300E with the new Bossa Nova interior recently. Bossa Nova (meaning New Trend) encompasses a package of Embraer’s latest interior developments, including carbon fiber accents and Embraer’s exclusive Ipanema sew style first introduced on the Praetor 500 and Praetor 600. https://executive.embraer.com www.AVBUYER.com
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Vision Jet Becomes First BizJet Certified With Autoland Cirrus Aircraft and Garmin International, Inc. have announced FAA certification of the Cirrus Vision Jet Safe Return system. The Vision Jet becomes the first business jet to be certified with Garmin’s autoland…
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armin’s autoland technology allows passengers to land the Vision Jet with just the touch of a button. The certification follows tremendous growth of the Vision Jet, including it becoming the world’s best-selling jet in general aviation earlier this year and delivery of the 200th Vision Jet last month. With Safe Return and the Collier award-winning Cirrus Airframe Parachute System (CAPS), the Vision Jet provides a truly comprehensive, must-have total safety solution. “With Safe Return, we are making personal aviation more accessible, elevating the passenger experience and taking the next step towards autonomous flight,” Zean Nielsen, CEO, Cirrus Aircraft said. “The Vision Jet sets a new standard in personal travel with the combination of Safe Return and CAPS, offering the ultimate level of safety, control and comfort for the pilot and passengers.”
The Safe Return activation button is purposefully located on ceiling of the Vision Jet’s cabin for easy access by passengers and can be activated, if needed, within minutes of the aircraft’s take-off. Once activated, Safe Return assumes control of the aircraft and transforms the Vision Jet into an autonomous vehicle that: • • • •
Navigates to the nearest suitable airport for landing Communicates with air traffic control Lands and Brings the aircraft safely to a complete stop, allowing passengers to exit the aircraft.
Safe Return can be easily disengaged by the pilot with a simple press of the Autopilot disconnect button on the yoke if a passenger inadvertently activates the system. More information from www.cirrusaircraft.com/visionjet
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OEM Bites
Gulfstream Aerospace received approval from the FAA for installation of a high-speed, dual internet system on Gulfstream G650 and Gulfstream G650ER aircraft. The system, provided by Viasat, gives customers access to internet speeds that are some of the fastest in the industry. A streaming video service is also available. www.gulfstream.com
Robinson Delivers R66 Turbine s/n 1000 Robinson delivered R66 Turbine serial number 1000 at the end of July to dealer Les Gillespie of Gardner Aviation. The delivery underscores a decade of success for the aircraft model.
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AA-certified in October 2010, the first production R66 was delivered the following month. Since then, the R66 has been proving itself on a daily basis. Powered by a Rolls-Royce RR300 turbine engine, the R66 recently surpassed 1.2 million flight hours without a single reported in-flight engine failure. This accomplishment demonstrates a level of reliability that exceeds even EASA’s stringent requirements for singleengine helicopters. Moreover, the R66 has risen to the challenges of flying to the North Pole and circumnavigating the globe multiple times. “Delivering serial number 1000 demonstrates the R66 is the top performer and leader in its class,” says Robinson president, Kurt Robinson. “Today’s R66 is offered with many options including a cargo hook, lithium-ion battery, fuel flow system, auxiliary fuel
tanks, impact-resistance windshields, state-of-the-art touchscreen avionics, and a SAS/autopilot. The aircraft is also available in police, news, and float configurations. The five-seat R66 Turbine helicopter is designed to be reliable, economical and easy to maintain. With a cruise speed (at maximum gross weight) of 110kts, the aircraft offers a maximum range of 350nm, and has a hover ceiling of 10,000ft. “Because the R66 can be configured to meet the needs of any pilot or helicopter flight department, it quickly became our number-one selling helicopter,” reflects Les Gillespie. S/n 1000’s new owner, Donovan Valentine of Monarch Helicopters (Nashville, Tennessee), previously owned an R44, but decided to upgrade to an R66 to better serve his tour company. More information from www.robinsonheli.com
Understanding the Business Aviation Market - with AVBUYER 116 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Piaggio Aerospace and Banca Ifis signed a contract for financing (in the form of an advance on contracts and factoring operations) for a total amount of 30 million euros. "The agreement…that has initially involved other public and private financial institutions, will now allow Piaggio Aero Industries and Piaggio Aviation…to be fully operational", notes Vincenzo Nicastro, extraordinary commissioner. “The sales process can also be now completed.” www.piaggioaerospace.it
Textron Aviation is offering customers the option to choose an initial tank containing Sustainable Aviation Fuel (SAF) with delivery of new Beechcraft turboprop and Cessna turboprop and jet aircraft. Customers of Textron Aviation’s service center in Wichita, Kansas also have the option of refueling with SAF. www.txtav.com
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Sebastien Delmaire is the new Sales Director, Aero Asset, based in Dallas, Texas. Formerly Vice President of Corporate Development and Strategy at Airbus Helicopters, Delmaire later joined Aston Martin as Director of Partnerships, where he led brand extension programs, such as the Aston Martin ACH130 helicopter.
five years of Business Aviation experience to the role. Jeffrey C. Lowe, formerly Managing Director of Hong Kong-based Asian Sky Group, becomes the Chief Executive Officer of the company.
Aaron Smelsky
Aaron Smelsky joins OGARAJETS as a Project Manager & Closing Specialist. Aaron brings a wealth of technical knowledge to the team, as well as valuable experience with multiple leading aircraft manufacturers.
Lisa Hall has been promoted by West Star Aviation to Global Program Manager at the company’s Grand Junction, Colorado facility. She brings over 30 years of aviation experience to Joe Viveiros was named Sales Director the global team, with previous lead at Aero Asset recently, to be based in and management positions with Toronto, Canada. Viveiros has a Transport Bombardier and West Star. Canada and FAA ATPL in fixed and rotary wing aircraft, has previously completed Nadav Kessler is the new Vice over $200m in aircraft transactions, and President of Sales & Business speaks English, Portuguese and Spanish. Development, Asian Sky Group. He was previously Director, Business André Wall is the new CEO at Development & Sales. RUAG International. Wall is currently Chief Technical Officer of Spanish airline Luke Leonard becomes part of the Iberia, but will take over the management OGARAJETS team as Marketing of RUAG International by Jan 1, 2021. T Manager. He brings more than
Joe Viveiros
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SMS 2005 Bombardier Global Express October.qxp_Heeren Cit Ultra sep 15/09/2020 10:25 Page 1
S H O W C A S E
2005 Bombardier Global Express Serial Number: 9148 Registration: VH-LBU Airframe TT: 3892.7 Landings: 1222 Latest Model, Lowest Time, Global Express Available Batch 3.3 Avionics Upgrade Completed Enrolled on Rolls-Royce Corporate care, HoneywellL MSP, and Smart Parts Plus Exterior Repaint and Interior Refurbishment Completed November-2015 Increased MTOW to 98,000 LBS. (SB 700-11-016) Crew Force Measuring System (SB 700-31-020) Engines Rolls Royce BR700-710A2-20 Left engine Right engine S/N: 12409 12410 THSN: 3,760.7 Hours 3,760.7 Hours TCSN: 1177 Cycles 1177 Cycles HSI DUE/OVERHAUL DUE On Condition PROGRAM COVERAGE RRCC APU Honeywell RE220(GX) Program Coverage Honeywell MSP Avionics & Connectivity EFIS (Electronic Flight Instrument System) 6Tube 8”x7” Honeywell DU-870 Color Displays FMS (Flight Management System) Triple Honeywell NZ-2000 GPS (Global Positioning System) Dual Honeywell GP-550
IRU (Inertial Reference Unit) Triple Honeywell Laseref IV MADC (Micro Air Data Computer) Triple Honeywell AZ-840 NAV (Navigation Radio) Dual Honeywell RNZ-851 DME (Distance Measuring Equipment) Dual Honeywell RM-855 EICAS (Engine Indication and Crew Alerting System) Single Honeywell ADF (Automatic Direction Finder) Dual Honeywell RM-855 RMU (Radio Management Units) Dual Honeywell RM-855 HUD (Heads Up Display) Single Thales VHF COM (Very High Freq. Communication) Triple Honeywell RCZ-833 w/8.33 KHz Spacing HF COM (High Freq. Communications) Dual Rockwell Collins HF-9031A Interior & Entertainment NUMBER OF PASSENGERS Sixteen (16) GALLEY LOCATION Forward FWD CABIN CONFIGURATION Four (4) Place Executive Club MID CABIN CONFIGURATION Four (4) Place Conference Group Opposite Two (2) place divan AFT CABIN CONFIGURATION Four (4) Place Conference Group Opposite Two (2) Place Club Exterior BASE PAINT COLOR(S) Matterhorn White STRIPE COLOR(S) Anthrocite Grey/Silver Grey LAST PAINTED DATE November-2015 Price: MAKE OFFER
SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia
118 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com
www.AVBUYER.com
SMS 2009 Gulfstream G550 October.qxp_Heeren Cit Ultra sep 15/09/2020 10:41 Page 1
S H O W C A S E
2009 Gulfstream G550 Serial Number: 5249 Registration: N767PL Airframe TT: 2675.3 Landings: 662 G550-5249 is an immaculate, one experienced owner/operator from new Location: United States Always hangared at home base No damage history aircraft Forward Galley, Forward Crew Rest, Gulfstream Select Universal 14 Pax Interior Enrolled on RRCC, GCMP and HAPP Aircraft has never been on charter Engines BR710-11 BR710-11 Left engine THSN: 2675.3 Hours TCSN: 662 Cycles
Right engine 2675.3 Hours 662 Cycles
APU Honeywell RE220: (No MSP Program) Avionics & Connectivity (4) Honeywell DU-1310 Flat Panel Display Units (2) Honeywell DC-884 Display Controllers (1) Honeywell DP-884 Display Brightness Panel (1) Honeywell/Kollsman Visual Guidance System (VGS) (3) Honeywell MAU-913 Modular Avionics Units (1) Honeywell GP-500 Flight Guidance Panel
(3) Honeywell MC-850 Multifunction Control Display Units (3) Honeywell AZ-200 Air Data Modules (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna (2) Honeywell WC-884 Weather Radar Controllers (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units (2) Honeywell MRC-855A Modular Radio Cabinets (3) Honeywell AV-900 Audio Panels Interior & Entertainment Gulfstream Select Universal 14 passenger Interior Featuring a forward crew rest area and forward galley ,control panel incorporating Securaplane screen, with a four-place club seating group, 4 place conference group, aft cabin 2 single club chairs opposing a four-place divan, fax machine. Forward and aft vacuum flushing lavatories, 6 Individual monitors in all single seat positions, 2 x 20’ bulkhead monitor, 1 x 17’ monitor positioned above credenza and 3 external cameras Exterior Overall Matterhorn white with Vintage red stripes Price: MAKE OFFER
SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia www.AVBUYER.com
Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com
AVBUYER MAGAZINE Vol 24 Issue 10 2019
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SMS 2014 Gulfstream G650 October.qxp_Heeren Cit Ultra sep 15/09/2020 10:43 Page 1
S H O W C A S E
2014 Gulfstream G650 Serial Number: 6101 Registration: N47TR Airframe TT: 1245 Landings: 506 One Fastidious Owner Since New No Damage History Impeccable Maintenance & Care Never Chartered Only Flown by One Full Time Highly Experienced Crew Engines Enrolled on RRCC APU Enrolled on MSP Synthetic Vision Enhanced Navigation ADS-B Out TCAS 7.1 Aircell Axxess II SATCOM 15 Passenger Interior with Fwd Galley and Fwd Crew Rest Engines Rolls-Royce BR725A1-12 Left engine Right engine S/N: 25317 25316 THSN: 1245 Hours 1245 Hours TCSN: 506 Cycles 506 Cycles Enrolled on RRCC USD$443.87 Per Hour / 400 Hrs Per Annum Min APU 1260 hours APU Serial Number: P-209 Enrolled on MSP USD$132.62 Per Hour
Avionics & Connectivity Gulfstream Planeview II / Honeywell Primus Epic Avionics Synthetic Vision - Primary Flight Display (SV-PFD) Enhanced Navigation ADS-B Out (DO-260A) Three (3) Modular Avionics Units LCD Head Up Display (HUD II) Enhanced Vision System (EVS II) Two (2) Standby Multifunctional Controllers Three (3) NextGen Flight Management Systems (FMS) Three (3) Inertial Reference System (IRS) LASEREF VI Four (4) Multifunction Air Data Probes Automatic Emergency Descent Mode (EDM) RDR-4000 3D Weather Radar Interior & Entertainment Cabin Layout: Fifteen (15) Passenger, Forward Galley with Forward Crew Rest Forward Cabin: Four (4) Club Chairs Mid Cabin: Four (4) Place Conference Grouping Opposite Two Single Club Seats Aft Cabin: One Three-place Divan Opposite Two Single Club Seats Galley: Forward Full Service Galley Lavatories: Forward and Aft Vacuum Lavatories Exterior Matterhorn White with Two Deep Red Stripes Polished External Cabin Window Surrounds Price: MAKE OFFER
SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia
120 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Tel: +613 9863 9550 Cell: +61 417 727 727 E-mail: gsvensen@smsaircraft.com www.smsaircraft.com
www.AVBUYER.com
Jetsense Aviation September.qxp_Empyrean 16/09/2020 09:51 Page 1
S H O W C A S E
Price: USD $2,095,000 Price Reduced 1995 Bombardier Challenger 601-3R Serial Number: 5174 Registration: N276GR Airframe TT: 7298.6 Landings: 4016 On Condition Engines Enrolled on GE OnPoint with Great Time Remaining on LLC’s Fresh 12/24/48/60 Month Inspections ADS-B Out Flight Data Recorder TCAS 7.1 Upgrade Allied Signal MK-V EGPWS 10-Passenger Interior including Aft Divan and Crew Jump Seat Engines Left engine Right engine Description: CF34-3A1 CF34-3A1 S/N: 807229 807230 THSN: 7298.5 Hours 7298.5 Hours TCSN: 4118 Cycles 4118 Cycles TBO: On Condition On Condition Program GE OnPoint GE OnPoint APU DESCRIPTION GTCP 36-100E SERIAL NUMBER SN: P-297 TOTAL HOURS SINCE NEW 5896.9 HOURS TOTAL TIME 7298.6 Avionics EFIS (Electronic Flight Instrument System) 5-Tube Honeywell EDZ-815 w/ Multi Function Display FMS (Flight Management System) 2 NZ-2000 TCAS (Traffic Collision Avoidance System) 1 TCAS II w/ 7.1 IRS (Inertial Reference System) 2 Honeywell Laseref II
GPS 2 VHF COVHF COM (Very High Frequency Communications) 2 Collins VHF-22D w/ 8.33 KHZ Spacing HF COM (High Frequency Communications) 2 Collins HF-9000 w/SELCAL ADF (Automatic Direction Finder) 2 Collins ADF-462 DME (Distance Measuring Equipment) 2 Collins DME-42 NAV (Navigation Radio) 2 Collins VIR-32 Weather Radar 1 Sperry Primus 870 FDR (Flight Data Recorder) 1 Fairchild F1000 CVR (Cockpit Voice Recorder) 1 Fairchild A100A FDS (Flight Directors) 1 FZ-800 Transponder 2 Collins TDR-94D Radar Altimeter 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Allied Signal MK V Interior Passengers 10 + Crew Jump Seat Forward Configuration 4-Place Club Aft Configuration 4-Place Divan Opposite 2Place Club Galley Location Fwd Galley Location Aft Baggage Compartment Aft Refurbishment Year 2014 (Seat Leather, Carpet, Fire Blocked Cushions) Exterior Base Color Matterhorn White Stripes Paisley, Harvest Gold and Castle Tan Location United States
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047 www.AVBUYER.com
Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com
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1 Vienna Jets 2012 Embraer Phenom 300 September.qxp_Empyrean 16/09/2020 09:36 Page 1
S H O W C A S E
2012 Embraer Phenom 300 Serial Number: Registration: Airframe TT: Landings:
101 EASA / D-CSAG 2090 2505
Honeywell Radio Altimeter DME / ADF HF / SELCAL Combined Cockpit Voice Data Recorder (CVDR) Flight Data Recorder (FDR) ELT Ice Detector SVS – Synthetic Vision System Electronic Checklist Electronic Jeppesen Charts – ChartView CPDLC
Right engine PCE-DG0191 2090 2505 5000
Interior 7+1 Passenger Executive Interior with Forward Seat, Club Seating and Two Forward Facing Seats in Rear Aft Belted Lavatory with Rigid Door and Lavatory Cabinet Seats in Tasteful Beige Leather with Complimenting Accents Airshow Cabin Display Screen Forward Wardrobe and Refreshment Center
ESP Gold EEC Enhanced WAAS/LPV ADS-B RVSM Engines S/N: Hours: Cycles: TBO:
Left engine PCE-DG0187 2090 2505 5000
Avionics Embraer "Prodigy" Garmin G1000 Avionics Three 12.4" Garmin Displays Garmin GFC-700 Automatic Flight Control System Dual Garmin Digital Air Data Computers Dual Garmin Integrated Avionics GIA-63w (WAAS) Dual Garmin Radio Modules (Including COM, VOR, ILS) Dual Mode "S" Transponder (ADS-B out) Dual Garmin GMA-1347D Audio Panels Garmin GDL-69A Sattelite Datalink Receiver Garmin GWX-68 Weather Radar ACSS - TCAS II
Exterior Attractive Overall White with Decent Red and Blue Stripes Options Premium Passenger Door Iridium Satellite Phone Heated Baggage Compartment Cockpit Sheepskin Covers, Smoke Goggles Cockpit Flood Light Sunvisors & Sunshades
Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria
122 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com
www.AVBUYER.com
Vienna Jets x2.qxp_Heeren Cit Ultra sep 16/09/2020 09:38 Page 1
S H O W C A S E
2009 Embraer Phenom 100 Serial Number: Registration: Airframe TT:
55 EASA 2019
• ADS-B • WAAS/LPV • Fresh 10 Year Inspection and Landing Gear Overhaul • Lots of Payload !
Engines Pratt & Whitney 617 Avionics Garmin "Prodigy" G1000 Avionics Suite Garmin GFC-700 Automatic Flight Control System Dual Garmin GIA 63w Integrated Avionics (WAAS/LPV) Dual Garmin GTX 33D Transponder Mode S with ES (ADS-B out) Garmin GMA 1347D Audio Control Panel DME ADF Kannad ELT TAWS B TCAS I – Traffic Alert and Collision Avoidance System Enhanced Digital Weather Radar Central Maintenance Computer (CMC)
Interior Lavatory Cabin Temperature Regulation by passenger Live vests Cockpit sun shades and sun visor Cockpit seats sheepskin cover
2001 Piper Meridian Serial Number: Registration: Airframe TT: Landings:
4697031 D-FLBK 2970 2686
• WAAS/LPV & ADS-B • Fresh Inspections • Ready to Fly ! Engine PT6-42A Total Time: 2970 hours, 3600hrs TBO Prop: Hartzell 4-Blade Total Time: 1240 hours, Installed 11.2015
Avionics Maggitt Avionic Suite & Avidyne EX 500 MFD Avidyne IFD 540 - NAV/COM 1 Avidyne IFD 540 - NAV/COM 2 Avidyne IFD 540 GPS 1 (WAAS) Avidyne IFD 540 GPS 2 (WAAS) S-Tec 550 Autopilot WX-500 Stormscope RDR-2000 Weather Radar Garmin GMA-340 Audio Panel Garmin GTX-330D ES Transponder 1 (ADS-B out) Garmin GTX-330 Transponder 2 King KN-63 DME King KRA-10 Radio Altimeter Artex ME406 ELT
Vienna Jets Thomas WIESER, Managing Director Kolschitzkygasse 2/18 1040 Vienna, Austria
www.AVBUYER.com
Interior & Entertainment 2+4 Interior Club Configuration with Executive Writing Table Maintenance Fresh Annual Inspection Fresh Event 2 Inspection completed 06.2020 New Turbine Oil Cooler New Hydraulic Powerpack Window Seals renewed 2019 Pilot Oxygen Mask overhauled 03.2018 Ignitor Box replaced 10.2018 Ignitor Plugs replaced 10.2018 CAMO Controlled No Damage History
Tel: +43 676 7217335 Email: sales@viennajets.com www.viennajets.com
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Aero-Dienst GmbH October.qxp_Empyrean 16/09/2020 11:18 Page 1
S H O W C A S E
Asking Price: US$ 3,295,000.00 2006 King Air 350 Ambulance Serial Number: Registration: Airframe: Landings:
FL-504 D-CUTE 5400:57 4719
• Collins Pro-Line 21 Avionics • State-of-the-art IC-Ambulance Equipment • EASA Air Ops CAT equipped • Aero-Dienst owner and operator history (previously FAA registered) • Original VIP-interior included in the sale • Additional spare parts / tooling package available on request • RVSM, P-RNAV, RNAV-5, ADS-B out (V2), SBAS/LPV approved • Raisbeck Wing Lockers and Body Strakes • New LED exterior lights • CAMP Maintenance Tracking • Asking Price: US$ 3,295,000 net Engines Model: S/N: THSN: TCSN: Propeller
Engine 1 PT6A-60A PCE-PK0776 5354:47 Hours 4696 Cycles
Engine 2 PT6A-60A PCE-PK0775 5152:56 Hours 4553 Cycles
Prop 1 Prop 2 Model: HC-B4MP-3C HC-B4MP-3C S/N: FWA-2568 FWA-2699 THSN: 21172:58 Hours 21172:58 Hours Avionics and other features - Collins Pro-Line 21 Avionics
- 1 Collins IFIS-5000 with FSU-5010 - 2 Collins VHF-4000 with 8.33 spacing - 2 Collins TDR-94D Mode S (ADS-B out V2) - 1 Collins FMC-3000 FMS (LPV upgrade) - 1 Collins GPS-4000S (SBAS/WAAS capability) - 1 Collins RTA-852 Weather Radar - 1 Collins ALT-4000 Radio Altimeter - 1 Honeywell Mark VIII EGPWS - 1 Collins TCAS II TTR-4100 (Change 7.1) - 1 L3 FA2300 FDR - 1 L3 FA2100 CVR (120 min) - 1 ARTEX C406-2 ELT Ambulance and VIP Interior This exceptional King Air 350 is fitted with comprehensive ambulance equipment for intensive medical care on board and a special loading device which enables transportation of up to two stretcher patients, one seated patient and three additional seats for medical assistance. There is also a sliding pocket door separating cockpit from cabin Executive Interior: The original executive interior is stored and included in the sale featuring four additional light tan leather cabin executive chairs, two foldable cabin tables, two pyramid storage cabinets and the aft private lavatory compartment with side facing flushing toilet serving as ninth passenger seat Exterior New paint 2016 by Hawker Beechcraft Services in Indianapolis. Overall yellow with “Ambulance” in red letters on both sides of the fuselage
Aero-Dienst GmbH Andreas Strabel Flughafenstrasse100, 90411 Nuremberg, Germany
124 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Tel: +49 911 93 56-121 Email: andreas.strabel@aero-dienst.de www.aero-dienst.de
www.AVBUYER.com
Marbale Universal October.qxp_Empyrean 16/09/2020 11:08 Page 1
S H O W C A S E
2020 Gulfstream G500 • Brand new, 13 passenger aircraft, under 40 hours of flight time • EASA Certified & FAA Compliant • Aircraft registered in Austria • Vinyl Flooring in Entryway and Gallery Area • Removable Acoustic Curtain between Cabin 2 and 3 • Espresso Maker • 4-inch HD LCD Monitor on the Aft Right-Hand Bulkhead • Electric Wine Chiller • Honeywell SwiftBroadband Data System (WiFi) • DVD, HDMI, USD and iPod/iPhone ports to enable a wide variety of entertainment options • Fully equiped kitchen with convection oven and microwave oven. • Extra counter space to make food and drink preparation easier • Electric Lumbar Support on 6 selected single seats and 2 selected double seats. • Protective coating to exterior paint"
Location: Europe, Russian Federation
Vasily
www.AVBUYER.com
UK Mobile: +44 7500 5549 57 Russian Mobile +7 915 294 74 55 WhatsApp Only: +1 765 705 01 14
AVBUYER MAGAZINE Vol 24 Issue 10 2019
125
UK Aviation Services October.qxp_Heeren Cit Ultra sep 16/09/2020 12:22 Page 1
S H O W C A S E
2015 Airbus H125 Serial Number: Registration: Airframe TT: Landings:
8114 G-LEOG 1037.7 1485
• Stunning Condition and meticulously maintained by Airbus Helicopters and currently by UK Aviation Services • Single Owner from new • Available for immediate inspection • Motivated to sell - reflected in the asking price • Always hangared when not flying • Viewing is essential
Engines Safran Arriel 2D. Basic Weight 1356Kg Weight with Aux Fuel Tank installed 1376Kg Avionics & Connectivity Garmin GTN650H NAV / COMM / GPS Garmin GNC255 NAV / COMM Garmin GMA 350 Audio Panel Garmin GTX33H Transponder Bendix King KCS55A Compass System including KI525A Indicator Bendix King KRA405B Rad Alt Avidyne TAS615 Traffic Advisory System Genesys HeliSAS with Autopilot Kannad Integra AP-H ELT Apaero Cockpit Mounted Camera System
Interior & Entertainment Black Carpet, 6 place seating in grey leather with cloth inserts Bose A20 Headsets USB Charging port Dual folding iPad mini mounts on end of console Exterior Metallic black exterior with pearlescent cream accent Tinted windows Price: £1,699,000 plus VAT
1996 Agusta A109C Serial Number: Registration: Airframe TT: Landings:
7654 G-PXMI 2499.2 5971
• A perfect entry level twin engine Single Pilot IFR certified aircraft • Well maintained with a fresh annual, upgraded Garmin touch screen GPS and fitted with 8.33kHz compliant VHF Comm and Mode S regulation transponder • Meticulously maintained and viewing is essential to appreciate the quality of this aircraft
Engines Hours: Cycles:
Eng 1 2499.2 4549
Eng 2 2474.3 4502
Avionics & Connectivity VHF Comm 1 & 2 Collins VHF-22C ADF Collins ADF-60 EHSI 1 & 2 Collins EFD-74 GPS / MFD Garmin GTN625 Rad Alt Honeywell RT300 VHF Nav 1 & 2 Collins VIR-32 DME Collins DME-42 Transponder Garmin GTX330 Traffic Awareness Garmin GTS800 Nav Indicator Collins RMI-36
UK Aviation Services Ltd Tom Elliot Jaymax House, Amy Johnson Way, Blackpool, Lancashire, FY4 2RP, United Kingdom
126 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
Interior & Entertainment The aircraft interior comprises a 6 place VIP cabin with forward and aft facing bench seats, completed in grey leather each with a centre folding arm rest. The interior trim is covered in cream leather with chrome fittings, all complimented by a dark grey carpet Exterior The aircraft exterior is finished in metallic silver with strong black accents Price: £500.000 plus VAT
Tel: +44 (0)7725 037436 E-mail: sales@ukavaitionservices.com www.ukaviationservices.com
www.AVBUYER.com
P127-128.qxp 16/09/2020 11:01 Page 1
Dassault Falcon 900EX
Augusto Petit Price:
USD $7,300,000
Year:
1998
S/N:
28
Reg:
N721FH
TTAF:
13119
Location: Worldwide
Air Select
Dassault Falcon 900EX EASy
Price:
Please call
Year:
2007
S/N:
172
Reg:
G SIRO
TTAF:
1210
Location: France
Boeing 737
Jet Connections Price:
Make offer
Year:
1981
S/N:
22431
Reg:
VPCAQ
TTAF:
9667
Location: Worldwide
Citation XLS
EAC Group Price:
Please call
Year:
2004
S/N:
560-5529
Reg:
SE-RIZ
TTAF:
5992
Location: -
M A R K E Tel: +33 (0) 630 703 018 T E-mail: n721fh@gmail.com P L In absolute turn-key condition! Engines & APU on MSP Gold. A Equipped with API winglets, Auto-throttles, FANS 1/A, CPDLC, C ADS-B, WiFi, new CD-830 CDU FMS W/6.1 soft., WASS/LPV, E Global Satcom. CAMP Maint. Program, Dry bay mode compliant, No Known Damage History. Classic interior in perfect conditions, forward galley equiped with Nesspreso machine, Convective Oven, Glassware and multiple storage cabinets, private wine cellar. Crew Jump Seat, Aft and Fwd Lavatories, 220v outlets. Total landings: 5238.
Tel: 44 (0)797 103 5090 E-mail: tony@airselect.co.uk This new to the market, member of the Falcon 900 series large-cabin trijet, supplied new by Dassault Aviation to the current owner is the finest, low time example of its type on the market today. Carefully maintained under Falconcare by Dassault Falcon Services, this aircraft offers the greatest opportunity for ownership in the category. Airframe: One Owner from New. VERY LOW TOTAL TIME. Fresh 2C DEC 2019. Fresh Gear Overhaul. New paint 2016 Dassault Wilmington. Honeywell Epic Easy II Cert 4 WAAS/CPDLC & ADS B. Avionics: Dual Honeywell Laserref IRS. Triple Honeywell Easy FMS w Dual GPS. Triple Honeywell T- 866B VHF. Honeywell Selcal AV 800. Honeywell Primus Colour Weather Radar. Int: Stunning 14 seat custom interior which features a forward 4 place Club Seating area
Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk This aircraft was purchased new from Boeing as a B737-200 Advanced, delivered from Boeing in October 1981 on the Swiss registry. The VIP Completion was facilitated by Air Research Aviation in Long Beach, California, for the installation of the 19 passenger (plus four flight attendants) corporate interior and auxiliary fuel tanks. The final interior was completed in November 1982 and the aircraft entered service at that time. The original owner was owner operator by Petrolair System S.A. until 1997 when it was purchased and operated by the world renowned mogul Wayne Huizenga. Then the aircraft was Purchased by the current owner in 2011. The aircraft has been used solely for the transportation of private passengers and has never been used for public transport (hire and reward) or for charter
Tel: +46 708 804477 E-mail: Gunnar@eacgroup.se Power Advantage engine prog. Proparts EGPWS Class A TCAS II version 7.1 upgrade EASA EU OPS 1 Honeywell SSFDR Aircell ST3100 phone system ADSB / LPV / WAAS. 2020 mandates complied with CAT 2 equipped
www.eacgroup.se
Airbus H125
Lloyd Helm
Tel: +44 (0)786 676 8376 E-mail: 5hundred.lh@gmail.com
Price:
ÂŁ1,699,000 Excl. VAT One owner only two pilots fabulous aircraft. Avionics: Garmin
Year:
2015
S/N:
8114
Reg:
GLEOG
TTAF:
1000
GTN Nav. Garmin 350 radio. Interior: 5 or 6 seats with front impact. Exterior: Black metallic with cream stripe. Additional equipment: Helisas and Autopilot
Location: United Kingdom
www.AVBUYER.com
AVBUYER MAGAZINE R Vol 24 Issue 10 2020 R
127
P127-128.qxp 16/09/2020 11:01 Page 2
M A R K E T P L A C E
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
Bombardier Learjet 36A
Price:
Offer/Trade
Year:
1977
S/N:
36A-030
Reg:
N160GC
TTAF:
15,600
Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300
Location: USA
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 412EMS
Price:
Offer
Year:
1981
S/N:
33017
Reg:
N554AL
TTAF:
15265
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
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 212 (Five Available)
Price:
Please Call
Year:
1991-1996
S/N:
Call for details
Reg:
Call for details
TTAF:
Call for details
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
Tel: +44 (0)787 680 1006 E-mail: anthony.draper@me.com
McDonnell Douglas Helicopter 500E Anthony Draper Price:
$1,450,000 Excl. VAT Beautifully refurbished MD500e. Completed in 2018 with
Year:
2002
S/N:
0563E
Reg:
G-MDDE
TTAF:
4465
Location: United Kingdom
Alberth Air Parts
+1 832 934 0055
Spare Parts
custom designed paint and interior. Always hangared and well maintained. The aircraft has been valued at $1.45m, however we are accepting sensible offers. Airframe: Equipment Dual Controls. Bristol Wire-strike Kit (Upper and Lower). Passenger Flight Steps. Sliding Vent Windows (Front). Pop Vent Windows (Rear). Fargo Auxiliary Fuel System. Particle Separator APM. Avionics: Aspen EFD1000H with traffic unlock. Garmin GTN750H GPS/nav/com. Garmin GTX345 ADS-B transponder. Garmin GTS800 traffic awareness system. Int: Beautiful Internal Farnborough Interiors Luxury Interior - Completed 2018
Par Avion Ltd FALCONS • HAWKERS • LEARS
•BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM
www.alberthaviation.com
www.paravionltd.com SALES • ACQUISITIONS • CONSULTING
Fax: +1 832 934 0011 128 Vol 24 Issue 10 2020 AVBUYER MAGAZINE
www.AVBUYER.com
P129.qxp 17/09/2020 10:55 Page 1
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Airfleet Capital ..................................................... 65
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Airline Transport Professional........................... 87
Global Jet Capital............................................. 109
Rolls Royce Corporate Care ............................ 97
Amjet Aviation ...................................................... 47
Global Jet Monaco .......................................... 5 - 8
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Hatt & Associates................................................ 17
SMS Aircraft........................................... 118 - 120
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Jetbrokers.............................................................. 75
Sparfell & Partners ..................................... 22 - 23
Blackhawk Aerospace ....................................... 61
Jetcraft Corporation ......................... 12 - 13, 132
Stevens Aerospace ............................................ 25
Castle Air............................................................ 103
JetHQ............................................................ 30 - 31
Sun King Diamond Coating .............................. 57
Central Business Jets...................................... 131
JETNET ............................................................... 113
The Jet Business......................................... 18 - 19
Corporate Concepts.................................. 36 - 37
Jet Sense Aviation ............................................ 121
The Private Jet Company................................... 53
Dassault Falcon Pre-Owned. ....................... 2 - 3
Leading Edge Aviation Solutions..................... 71
UK Aviation Services ....................................... 126
Donath Aircraft Services ................................... 69
Lone Mountain Aircraft....................................... 95
Vienna Jets .............................................. 122 - 123
Duncan Aviation.......................................... 34 - 35
Marbale Universal ............................................. 125
Wright Brothers Aircraft Title ........................... 99
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AvBuyer (USPS 014-911), April 2020, Vol 24 Issue No 4 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.
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AVBUYER MAGAZINE R Vol 24 Issue 10 2020 R
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Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRCRAFT
AIRBUS
III . . . . . . . . . . . . . 75 X . . . . . . . . . . . . . 35, 95 X +. . . . . . . . . . . . 132 XLS . . . . . . . . . . . . 127 XLS+ . . . . . . . . . . . 34, 41, 107 CJ1+ . . . . . . . . . . . 41 CJ2. . . . . . . . . . . . . 27, 29 CJ2+ . . . . . . . . . . . 13, 71 CJ3. . . . . . . . . . . . . 41 CJ4. . . . . . . . . . . . 41 Caravan . . . . . . . 132 Excel . . . . . . . . . . 53, 85 Jet . . . . . . . . . . . . 27 Mustang. . . . . . . . 21, 34 Sovereign. . . . . . 11, 45 206H . . . . . . . . . . 75 340A RAM VI . . . 45 500 . . . . . . . . . . . 75 T201N . . . . . . . . . 75 Ultra . . . . . . . . . . . 75
A318 Elite . . . . . 5 A319 VIP . . . . . . 5 A340 VVIP . . . . . 36 ATR 72-500 . . . . 37
ATR ATR 72-500 . . . . 37
BOEING/MCDONNELL DOUGLAS BBJ2 . . . . . . . . . 5 BBJ3 . . . . . . . . . 43 737 . . . . . . . . . . . 127 737-200 . . . . . . . 36 737-300 . . . . . . . 36 787-8. . . . . . . . . . 132 787-8VIP . . . . . . 43
BOMBARDIER Global 5000 . . . . 12, 29, 31, 35, 132 Global 6000 . . . . 8, 12, 18, 22, 43, 71, . . . . . . . . . . . . . . . 132 Global 6500. . . . 12 Global Express . 47, 118, 132 Global Express XRS. 5, 12, 18, 132
Challenger 300 . . . . . . . . . . . 5, 26, 34, 41, 85, . . . . . . . . . . . . . . . 132 350 . . . . . . . . . . . 11, 132 601 3R . . . . . . . . 83, 121 601 3A ER . . . . . 26, 35 604 . . . . . . . . . . . 17 605 . . . . . . . . . . . 6, 11, 12, 18, 35, . . . . . . . . . . . . . . . 71, 132 650 . . . . . . . . . . . 12, 19
Learjet 31A . . . . . . . . . . . 34, 75 35A . . . . . . . . . . . 75 36A . . . . . . . . . . . 128 40XR . . . . . . . . . . 13, 41 45 . . . . . . . . . . . . 11 45XR . . . . . . . . . . 11, 17, 31, 34, 41 55 . . . . . . . . . . . . 75 60SE . . . . . . . . . . 131 75. . . . . . . . . . . . . 41, 132
PAGE
CIRRUS SF50 . . . . . . . . . . 95
DASSAULT FALCON 7X . . . . . . . . . . . . 3, 5, 43, 47, 131 20C-5AR. . . . . . . 75 20F-5BR . . . . . . . 41 50 . . . . . . . . . . . . 75 50-4. . . . . . . . . . . 36 50EX . . . . . . . . . . 7 900B . . . . . . . . . . 13, 41, 132 900C . . . . . . . . . . 131 900DX. . . . . . . . . 85 900EX . . . . . . . . . 36, 127 900EX EASy . . . 11, 13, 127 900LX . . . . . . . . . 132 2000 . . . . . . . . . . 11, 85 2000EX. . . . . . . . 131 2000EX EASy . . 1, 11, 35 2000EX EASy II 2000LX . . . . . . . . 13, 69 2000LXS. . . . . . . 2
ECLIPSE 550 . . . . . . . . . . . 35
CESSNA
EMBRAER
Citation
170-200 . . . . . . . 87 Legacy 500 . . . . 19 Legacy 600 . . . . 22, 36
ISP . . . . . . . . . . . 75 II . . . . . . . . . . . . . 75
AIRCRAFT
PAGE
AIRCRAFT
Legacy 650 . . . . 22, 132 Lineage 1000 . . 22 Lineage 1000E . 131 Phenom 100 . . . 27, 34, 123 Phenom 100E . . 34 Phenom 300 . . . 41, 107, 122
PAGE
4000 . . . . . . . . . . 17, 53
HOWARD 500 . . . . . . . . . . . 131
HONDA
FAIRCHILD - DORNIER
Jet . . . . . . . . . . . . 22 Jet HA 420 . . . . . 41
Dornier 328-310 34 Metro III . . . . . . . 34
IAI
GULFSTREAM IV . . . . . . . . . . . . . 22 IVSP . . . . . . . . . . 53, 107 V. . . . . . . . . . . . . . 36, 85, 107, 132 150 . . . . . . . . . . . 47 200 . . . . . . . . . . . 13 280 . . . . . . . . . . . 11, 26, 71, 131 450 . . . . . . . . . . . 5, 11, 21, 107, 132 500 . . . . . . . . . . . 125 550 . . . . . . . . . . . 11, 19, 22, 26, 71 . . . . . . . . . . . . . . . 107, 119, 132 650 . . . . . . . . . . . 5, 7, 43, 120 650ER. . . . . . . . . 5, 43
Astra 1125SP . . 131
NEXTANT 400XTi . . . . . . . . 30
PIPER Cheyenne IIIA . . 75 Meridian . . . . . . . 123 PA46-500TP. . . . 95 Saratoga . . . . . . 45
SOCATA TBM 700A . . . . . 131 TBM 700B . . . . . 41, 45
HAWKER BEECHCRAFT King Air 200BB. . . . . . . . . 21 200XPR . . . . . . . 75 350 . . . . . . . . . . . 45, 124 B100 . . . . . . . . . . 31 B200 . . . . . . . . . . 75 C90 . . . . . . . . . . . 45 C90B. . . . . . . . . . 75 C90GTi . . . . . . . . 107 C90GTx. . . . . . . . 30
Beechcraft B60 Duke . . . . . . 75 D175 Staggerwing. 31 P58 Baron . . . . . 75 Premier I . . . . . . 132 Premier IA . . . . . 71
Hawker 400A . . . . . . . . . . 31, 75 400XP . . . . . . . . . 75 750 . . . . . . . . . . . 30 800XP . . . . . . . . . 22, 34, 35, 71, 83 . . . . . . . . . . . . . . . 107 800XPi . . . . . . . . 13 850XP. . . . . . . . . 53 900XP . . . . . . . . . 27, 107
HELICOPTERS
AIRBUS/ EUROCOPTER Airbus . . . . . . . . . 131 EC 120B . . . . . . . 107 EC 130B4. . . . . . 30 H125 . . . . . . . . . . . 126, 127
AGUSTAWESTLAND AW109A II . . . . . . 103 AW109E Power . 126
BELL 206B3 . . . . . . . . 21 212 . . . . . . . . . . . 128 412EP . . . . . . . . . 107 412EMS . . . . . . . 128 B200 . . . . . . . . . 107
MD 500E . . . . . . . . . . 128
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2015 Falcon 7X SN267
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8X Replacement makes this Aircraft Available Now, Will Deliver with United States C of A, Will Deliver with New Paint and Interior, Heads Up Display / Enhanced Vision / Synthetic Vision / Etc / Etc / Etcâ&#x20AC;¦
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Single owner since new, Enrolled in all Programs (Honeywell MSP Gold & Gulfstream Planeparts), 1,628 Hours, 502 Landings, 4 Year Heavy Check completed at Gulfstream Appleton, FANS/CPDLC, ADS-B, WAAS/LPV, Well maintained, 9 place interior
Primus 2000XP Avionics Suite, Triple IRS, Aircell ATG 4000, Honeywell SATCOM, FANS-1A/CPDLC, WAAS/LPV, ADS-B Out
2019 Airbus Helicopter SN8528
2003 Falcon 2000EX SN14
Loaded Optional & Additional Equipment (Total Costs $1,631,600 USD), Factory Airframe Warranty through: July 18th, 2022, July 2019 In-Service Date, only 125 hours, Genesys Helisas Autopilot, Aerodynamix Navigation STC, Churchill Navigation ARS700GP Moving Map w/ DVR
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)
2005 Lear 60SE SN282
Astra 1125SP SN048
Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out
Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone
Howard 500 SN5560
Socata TBM 700A SN132
Arguably The 1st ever Business Aircraft, Chance to Own the Original Classic
TAWS, Garmin GMX-200 multi-function display w/ChartView & datalink, King KMA-24 audio panel, King KAS-297C altitude preselector, Argus 5000CE moving map
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2009 GULFSTREAM G550 S/N 5215 • 6,261 Hours; 1,992 Landings • Engines & APU Enrolled on Programs • 16 Passenger 4-Zone Configuration
2012 GULFSTREAM G450 S/N 4237
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.
• 3,742 Hours; 1,596 Landings • Engines & APU on Programs • Fresh from 96 Month Inspection
2009 BOMBARDIER GLOBAL 5000 S/N 9293
2011 EMBRAER LEGACY 650 S/N 14501142
• 6,718.9 Hours; 3,112 Cycles • Fully Enrolled on Programs •B atch 3.3 & ADS-B Out Compliant
• 2,432.25 Hours; 1,282 Landings • Engines Enrolled on RRCC • Fresh 96 Month Inspection
ALSO AVAI L ABLE 2003 BOMBARDIER GLOBAL EXPRESS S/N 9092 • 11,290 Hours; 3,500 Landings • Ka-Band Internet • Excellent Paint & Interior
2019 BOMBARDIER CHALLENGER 350 S/N 20802 • 794.6 Hours; 403 Cycles • Transferable Warranties • FANS 1/A+, CPDLC & ADS-B Out
2003 BEECHCRAFT PREMIER I 2014 BOEING 787-8 2015 BOEING BUSINESS JET 2012 CHALLENGER 300 2012 CHALLENGER 605 2016 CHALLENGER 650 2015 GLOBAL 5000 2017 GLOBAL 6000 2005 GLOBAL XRS 2016 CESSNA CARAVAN 2014 CITATION X+ 1993 FALCON 900B 2010 FALCON 900LX 2019 LEARJET 75 1997 GULFSTREAM GV
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