AvBuyer Magazine February 2017 by AvBuyer Ltd.

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February 2017

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B U S I N E S S

A V I A T I O N

I N T E L L I G E N C E

THIS MONTH Aircraft Comparative Analysis: Falcon 2000

2008 Challenger 300

Plane Sense on Engines

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Editor Welcome FEB17.qxp_JMesingerNov06 23/01/2017 15:12 Page 1

Editor’s Welcome President Trump and Business Aviation

n the midst of slowing sales and falling evaluations of business aircraft, professionals within Business Aviation view the incoming administration of US President Donald Trump from positions ranging from jubilation to concern. As the consummate businessman who uses a variety of business aircraft, will President Trump support the form of transportation ardently appreciated by readers of this publication? Will his call for major investments in infrastructure stimulate the economy and bring greater capability to airports and the US aviation system? Or as a pragmatist, will he look at our community with benign neglect? More problematic, could his appeal to populism cause him to turn against Business Aviation? Considering major issues facing aviation, such as ATC modernization and possible privatization of classic government functions, the next four years hold many challenges. Uncertainty also surrounds how the Trump Administration will function internationally. Traditional US positions, such as unwavering support for NATO and alignment with the nations of Western Europe such as Germany, have been questioned. Prior to his inauguration on January 20, President Elect Trump created tension with China by reaching out to Taiwan, possibly inferring that the “One China” position of the world’s most populous nation no longer will be supported by the US. His comments about Brixit have been less than settling on the international stage, and his approach toward Russia’s President Putin has yet to be fully understood. Could his “America First” approach lead to trade disruptions? President Trump appears to be the personification of disruption, which in itself is not a bad characteristic. Many business leaders argue that progress is made when the status quo is disrupted. New thoughts are presented, debates ensue and change occurs. Clearly the mood for change is apparent in many parts of the globe, and Mr. Trump appears to have ridden that mood to the US presidency. Will other aspirants for high office in upcoming European elections also be elected as

agents of change? Will the Trump victory embolden others? If change is what voters want, what will be the nature of those changes? Nothing is certain, other than uncertainty. In such a changing environment, the need for Business Aviation increases. Entrepreneurs, industrial leaders and government will be challenged to act intelligently and promptly. Decisions must be made concerning where investments are appropriate, what partnerships should be nurtured, and what actions demand immediate attention. In a disruptive environment, remaining idle is not an option. Brokers, Dealer and aircraft operators are living in a changing environment that demands the capabilities of Business Aviation. Have confidence that the future, while uncertain, offers opportunities.

In This Issue

Within this edition of AvBuyer, we offer BizAv Intelligence with analysis and assessment of the market trends leading into 2017, and Dave Higdon asks those well placed to know how the coming year is shaping up for buyers and sellers of business aircraft. Our Flight Department section contains a wealth of how-to information, whether on upgrading your aircraft (Ken Elliott), getting the best from your maintenance (Andre Fodor), ensuring your Flight Department Safety Manager is functioning as efficiently as they can, to offering top tips for assessing and maintaining your jet engines. We feature the Falcon 2000 in this month’s Comparative Analysis, and in-depth Mid-Size jet values and specifications are provided. For the Boardroom, David Wyndham introduces a series on how management can assess the functionality of their Flight Department, Jeremy Cox discusses appraisal of an aircraft’s avionics, Jet Tolbert looks at understanding etiquette when dealing with an international aircraft seller and Rani Singh discusses the Russian charter market with Emperor Jet. We trust you will find the content of AvBuyer highly relevant and educational. Jack Olcott - Editorial Director, AvBuyer

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +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 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

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Aircraft Index see Page 145

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Avjet multi dps February.qxp_Layout 1 26/01/2017 15:22 Page 1

2008 Challenger 300 SN 20198

2014 Global 6000 SN 9548

1996 Gulfstream GIVSP SN 1292

1996 Gulfstream GIVSP SN 1300

2001 Gulfstream GV SN 619

2015 Gulfstream G650ER SN 6157

+1 410 626-6162 | +1 818-480-9964 | Sales@avjetgs.com | Avjetglobal.com

Avjet multi dps February.qxp_Layout 1 26/01/2017 15:22 Page 2

2006 Boeing BBJ SN 34683

2007 Gulfstream G550 SN 5141

1994 Dassault Falcon 50 SN 245

1988 Boeing 737 SN 24269

2002 Bombardier Learjet 60 SN 245

2010 Gulfstream G550 SN 5299

+1 410 626-6162 | +1 818-480-9964 | Sales@avjetgs.com | Avjetglobal.com

Contents Layout Feb17.qxp 24/01/2017 16:50 Page 1

Volume 21, Issue 2

February2017

Contents

T BizAv Intelligence

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

2017 BizAv Sales Outlook: Dave Higdon discusses business jet market observations with dealers, brokers and analysts for 2017

Used Aircraft Sales Trends: What will Mike Chase & Marj Rose’s JETNET assessment of used business jet sales trends reveal?

Retail Price Guide: 20-year Medium jet price guide from The Aircraft Bluebook

Specifications: Medium jet performance and specifications comparisons

Aircraft Comparative Analysis – Falcon 2000: How does Dassault’s Falcon 2000 square up against the Gulfstream G200? Find out here…

T Boardroom

98 Upgrading Your Aircraft (Part 3): Ken Elliott continues his series on the common sense approach to upgrading your aircraft…

Russian BizAv Market View: Irakli Litanishvili, Founder & Owner, Emperor Aviation discusses the Russian charter market with Rani Singh…

102

What Happens When Engines Age: Advice on how an operator can keep the costs of older jet engines predictable and controllable

How Should Management Assess their Flight Department (1 of 4): A short series examining the core efficiencies of a flight department

106

What you Should Know About Avionics Appraisals: Understand the true value of a retrofit or upgrade on a jet

110

International Used Jet Transactions: What role do common business practices and local behaviors play in buying/selling a jet?

T Flight Department

AVBUYER MAGAZINE – February 2017

Five Jet Engine Tips to Lower Maintenance Costs: JSSI’s John Terpstra offers insight on lowering your overall engine maintenance expenses… Buying a Jet? What to Know About Engines: Elliott Aviation’s Mike Saathoff highlights some engine items that will make you a smarter buyer

Get the Best from Your Jet Maintenance: Would you argue with a part replacement? Andre Fodor says there are times you should!

Keys to Improving Aviation Safety Management (Part 3): Mario Pierobon concludes with a look at effective organization of safety reporting…

www.AVBUYER.com

T Community News

114

BizAv Review: OEM News and Events from around the BizAv Community

Next Month

Aircraft Comparative Analysis: Bell 407 Light Jet Values & Specifications Data

Aircraft Index see Page 145

Hagerty February.qxp_Layout 1 23/01/2017 14:42 Page 1

W NE

ET RK A M

SE EA L R FO

L SEL O T XT NE

ED UIR Q AC

IR QU

2010 Gulfstream G550 Serial Number: 5290

Hours: 2,972

• • • •

Asking Price: Call for more details

One US Fortune 100 Owner Since New Engines on Rolls Royce Corporate Care Swift Broadband High Speed Internet Enhanced Navigation ASC-84

• Synthetic Vision Primary Flight Display • Aft Galley w/ Crew Rest Area &RQͧJXUHG IRU 3DVVHQJHUV

2013 Bombardier Global 5000 Serial Number:

Hours: TBD

Asking Price: Call for more details

TBA

• One US Owner since new • Flexible lease rates

1994 Gulfstream IV-SP Serial Number:

1242

2008 Gulfstream G150 Serial Number:

250

2008 Gulfstream G150 Serial Number:

254

Hours: 4,189

• • • •

Asking Price: $4,950,000

250 Hours Since Engine Overhaul Very Low Total Time Two US Owners Since New Aft Galley/Forward and Aft Lav

Hours: 1,954

• APU on MSP • Fresh 24 Month Inspection

Asking Price: N/A

• Engines and APU on MSP Gold • Avionics enrolled on CASP • One U.S. Corporate Owner Since New • 8 Place Universal Interior w/ FWD Divan & Belted LAV Seat • Dual IFIS Servers with Jeppesen Charts & XM Weather Hours: 1,330

Asking Price: N/A

• One Owner Since New • Engines & APU Enrolled on Honeywell MSP • Dual IFIS with Chartless Cockpit & Graphical Wx • Honeywell Laseref V IRS

1996 Gulfstream IV-SP Serial Number: 1294

Hours: 7,684

• • • •

Asking Price: N/A

Enrolled on Honeywell MSP Enrolled on Rolls Royce Corporate Care Interior refurbished in May of 2009 15 passenger interior w/ FWD galley

130 Habersham St. - Savannah, Georgia 31401 - +1.912.236.8500 - hagertyjetgroup.com - THE GULFSTREAM® EXPERTS

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Hatt & Associates February.qxp_Layout 1 23/01/2017 14:43 Page 1

2009 Bombardier Learjet 40XR S/N: 2116. Reg: N625FX 4,689.32 Hours since New

Airshow 410 Artex C406-2 ELT w/ Nav Interface

Enrolled on MSP Gold Will be delivered with Fresh A, B, and C inspections

Unique in Experience, Global in Scope.

1999 Bombardier Challenger 604

S/N: 5399. Reg: N901SG 5,539.4 Hours Since New Airshow 400 L3 F-1000 Flight Data Recorder Enrolled on GE on Point

2006 Hawker 400XP

S/N: RK-460. Reg: N460KG 2,514 Hours Since New Artex 406-2 ELT L-3 Communications FA 2100 CVR Increased Gross Takeoff Wt. 16,300 Lbs

1-(303) 790-1050 hattaviation.com

2002 Hawker 800XP

S/N: 258592. Reg: N892VR 8,318.5 Hours since New Engines Enrolled on MSP ProLine 21 Avionics Suite AirCell ATG-5000 WiFi Landing Gear Overhaul Cw. Nov. 2013 Fresh Paint March 2016 by Duncan Aviation

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ONE OWNER SINCE NEW, LOW TIME, 13 SEATS FOR TAKE OFF AND LANDING, ENGINES ENROLLED ON CORPORATE CARE, FORWARD CREW LAVATORY, WIFI CONNECTIVITY THROUGH INMARSAT, iPOD CONNECTION

2010 EMBRAER LEGACY 650

2016 EMBRAER LEGACY 500

SERIAL NUMBER 14501126 – REGISTRATION JY-CMC

SERIAL NUMBER 55000066 – REGISTRATION PR-LMX

ONE OWNER SINCE NEW, ENGINES ON CORPORATE CARE, APU ON JSSI, EASA & EU-OPS 1 CERTIFIED, 13 PASSENGER INTERIOR, FORWARD & AFT LAVATORY, ACAS II (TCAS II WITH CHANGE 7)

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2011 BOMBARDIER LEARJET 60XR SERIAL NUMBER 399 – REGISTRATION LZ-TRH LOW TIME, EXECUTIVE CONFIGURATION, EU-OPS 1 CERTIFIED, RECENT PHASE A INSPECTION (NOV 16), TCAS 7.1, NO DAMAGE HISTORY, AIRCELL SWIFTBROADBAND TT50540A

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IN SERVICE DECEMBER 2012, U.S. REGISTERED, FORWARD GALLEY & CREW REST, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, APU ENROLLED ON MSP, 42” MONITOR IN AFT STATEROOM, HONEYWELL SWIFT BROADBAND, SATELLITE DIRECT TV, ONE OWNER SINCE NEW

2015 GULFSTREAM G650

2007 GULFSTREAM G450

SERIAL NUMBER 6143 – REGISTRATION D-ADSK

SERIAL NUMBER 4085 – REGISTRATION N88WR

IN SERVICE DECEMBER 2015, DELIVERY TIME ONLY, FORWARD CREW REST, ENGINES ENROLLED ON CORPORATE CARE, HONEYWELL LSZ-860 LIGHTNING SENSOR SYSTEM, RUNWAY AWARENESS ADVISORY SYSTEM (RAAS), WEATHER RADAR PREDICTIVE WINDSHEAR, HONEYWELL SWIFT BROADBAND, SECURAPLANE PREFLITE AIRCRAFT SECURITY SYSTEM

NEW PAINT, PARTIAL INTERIOR REFURBISHMENT, 96 MONTH INSPECTION & LANDING GEAR OVERHAUL, ENGINE MID LIFE HOT SECTION INSPECTION ALL COMPLETED IN LATE 2015, GOGO ATG 5000 WITH UCS 5000 ROUTER UPGRADE, ASC 911A ENHANCED AVIONICS, APU ON HONEYWELL MSP, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN (HAPP), CUSTOMISED 12 SEAT FLOORPLAN, FORWARD GALLEY, HONEYWELL MCS-7000 SATCOM1, ENHANCED SOUNDPROOFING

2011 DASSAULT FALCON 7X SERIAL NUMBER 138 – REGISTRATION M-OMAN

2008 DASSAULT FALCON 2000EX EASy

EASy II+ COCKPIT, AIRFRAME ENROLLED ON FALCONCARE, ENGINES ENROLLED ON ESP GOLD, APU ENROLLED ON MSP GOLD, ONE OWNER SINCE NEW, CPDLC & FANS-1A, ADS-B OUT, TCAS 7.1, FRESH 1-6A INSPECTIONS RECENTLY COMPLETED

LOW TIME, ENGINES ENROLLED ON ESP GOLD, EASy II, CPDLC, TCAS II VERSION 7.1, DESIRABLE 10 SEAT CONFIGURATION, ONE OWNER SINCE NEW, NEVER CHARTERED, ALWAYS HANGARED

SERIAL NUMBER 139 – REGISTRATION VP-CTT

One Grosvenor Place, London SW1X 7JH EU +44 (0) 845 521 5555 | US +1 917 414 1995 sales@thejetbusiness.com | www.thejetbusiness.com

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 12:25 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary A Scan of the Market at the Start of 2017

The outlook for business aircraft sales in 2017 looks quite similar to 2016, with a few remarkable differences, notes Rollie Vincent, Editor, Market Indicators... he world’s business jet fleet continued to grow in 2016, expanding by 2.5% to more than 21,000 aircraft. Although growth in the fleet would seem to be a good-health indicator, there are some important qualifiers that should be considered. Importantly, and addressed in the reports that follow from ARGUS and WingX Advance, overall utilization levels are not growing at a similar 2.5% rate, suggesting that more aircraft are either being idled or are operating less frequently than before. Based on an analysis of the latest available information, the growth in the worldwide business jet fleet did not keep up with the expansion of the global economy (as measured by global real GDP of about 3.1%) in 2016. For comparative purposes, fleet growth has averaged about 3.8% CAGR over the past 10 years (approximately 1.5 times faster than GDP). Although assessments of the effect of economic expansion, corporate profits and other demand-enablers traditionally include a lag period (to account for the fact that companies typically make profits before they order airplanes, and then have to wait to take delivery), shorter wait times are the norm today as OEM backlogs have been reduced. Practically speaking, this implies that a slowdown in GDP growth could be evident more quickly in business jet fleet growth rates.

International Fleet

As usual, the details on a country-by-country basis provide more useful and actionable insights. Importantly, the US business jet fleet continues to expand, growing at about 3% in 2016, well ahead of US GDP. With most economists forecasting an even higher rate of growth for the US in 2017, barring any major geo-political and trade disruptions that could occur in the uncertain policy environment we expect that US business jet sales will continue to outpace US GDP and the overall market. This is important, as despite more than 50 years of production, the business jet market remains highly concentrated in the United States, with more than 61% of the fleet based there at the end of 2016. Just seven countries account for almost 79% of the world fleet, including four in the Americas, two in Europe, and one in Asia. Within this business jet ‘club’, China has come off its double-digit GDP and fleet expansion rates, and other key markets have been hard hit by lower commodity prices and weak currencies (Brazil and Canada) and political upheaval (Brazil). With the many interconnections between these seven large economies, the outlook for international trade is particularly

Table A: Business Jet Fleet and GDP Growth

Business Jet Fleet Rank

Year-End Business Jet Fleet (Units) 2016

Cumulative Fleet as % of World 2016

Business Jet Fleet Growth 2016

Real GDP Growth 2016

Fleet-to-GDP Growth Multiple 2016

13,017

61.5%

3.0%

1.6%

1.9

Mexico

966

66.0%

6.3%

2.1%

3.0

Brazil

778

69.7%

-4.8%

-3.4%

1.4

Canada

535

72.2%

0.8%

1.2%

0.6

501

74.6%

-3.5%

2.0%

-1.7

Germany

434

76.6%

7.2%

1.8%

4.0

China

416

78.6%

4.8%

6.7%

0.7

21,182

100%

2.5%

3.1%

0.8

Country

World 18

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 12:26 Page 2

clouded in 2017 by a rise in nationalistic rhetoric that could have far-reaching impacts well beyond Business Aviation’s markets.

Medium- to Long-Term Thinking

There has been much written about Business Aviation as a ‘growth’ sector. The medium- and longer-term prospects for continued expansion of Business Aviation’s reach into all corners of the world, and that should be of some comfort to aircraft sales professionals having difficulty sleeping these days. But who lives in the ‘medium- and longer-term’, and how are these timeframes even defined? For an anxious aircraft sales professional staring at aging, unmoving and depreciating inventory on the ramp, ‘medium-term’ might be 2-3 months – or less. For investors, time horizons are invariably much longer, and highly dependent on the asset class under consideration. For them, 2-3 or perhaps up to five years might be closer to the mark. Much can happen in five years and Business Aviation is no exception, particularly in the post-financial crisis era in what many might call an economic recovery without widespread prosperity. There is no doubt that some companies and High Net Worth Investors have elected to stay on the side-lines of the business aircraft playing field, content to hang onto their existing aircraft while keeping ‘dry powder’ for other investment opportunities. Meanwhile, despite massive R&D investments by the aircraft OEMs generating a steady flow of new aircraft into the market, there have been relatively few aircraft retirements, and the average age of the business jet fleet has increased by about 11% over the past five years (see Chart A). Could this be about to change, particularly within some segments such as the traditional Light and Mid-Size jet categories, where the average business jet is about 20 years old?

Averages are indicative only, however, and smart investors know how to place their bets, and win at least a few more times than they lose. Averages matter little in a market with a wide variation in product capabilities, attributes, maintenance conditions and operational history. Simply owning an aircraft that is signed up on a wellregarded cost-per-hour program can make all the difference in whether the asset is attractive to a potential buyer, especially in today’s hyper-competitive market. With many aircraft owners opting to hold onto their existing aircraft rather than trade-in or trade-up, the fact of the matter is that most buyers and sellers don’t participate frequently enough to offset any ‘bad bets’ they may have made against some ‘better bets’ that they might be missing. While upgrading an existing aircraft might seem to make sense to some, there is a real risk of becoming the last-ever owner of an aging asset that may retain essentially zero trade-in value at some point in time.

The Verdict?

In today’s market, with most of the residual value of older aircraft residing in the engines alone, prospective buyers would be very wise to seek the counsel of aircraft transaction professionals who can provide them with insights from their experience throughout the ups-and-downs of business aircraft markets. What might appear to be a time to defer a purchase could in fact be just the opposite – especially now as most OEMs have been wisely resetting their new aircraft production at lower rates to better align with the market. Throughout 2017, business aircraft buyers – pre-owned and new - are likely to be presented with some of the best opportunities to purchase attractive assets that we have seen in the post-2008 financial crisis era. As with most attractive opportunities, this one won’t last very long.



MI www.rollandvincent.com

Chart A: Business Jet Fleet Aging by Size Category (In Years)

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com

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MarketIndicators FEB17.qxp_Layout 1 24/01/2017 12:26 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America

North American flight activity in December 2016 rose 1.4% Year-over-Year (YoY) with Part 135 flight activity leading the way, while Part 91 activity was in the red for the holidays… Reviewing December 2016 vs. December 2015 flight activity, TRAQPak data indicate that results by operational category were mixed with Part 135 activity rising substantially. Fractional activity finished the period flat, and Part 91 activity dropped by 3.6%. The aircraft categories were mostly positive with large cabin jets leading once again, with a 7.2% increase over last December.

Month-Over-Month

December Business Aviation flight activity posted a MoM decrease (the normal historic trend) from November, finishing down 5.7%. Results by operational category were all red for the month. Aircraft categories were all down with the largest MoM decrease coming in the mid-size jet sector. Two individual sectors did manage to show increases, however. MI www.argus.aero

December 2016 versus December 2015

December 2016 versus November 2016

BizAv Activity Europe There were 52,419 Business Aviation departures in Europe in December 2016 representing a small 0.6% decline in YOY activity. The annual total of 798k Business Aviation flights in 2016 was down by 0.3% compared to 2015… The decline in December was due to weaker Turboprop and Piston activity; Business Jet flights were up, especially in AOC activity. December activity was held back by much weaker demand in Germany with departures down almost 9% (that’s equivalent to 760 fewer YoY flights). The decline in Germany was particularly acute in Piston activity, with Business Jet flights falling 3% YoY. France also saw a slight decline in activity in December, although Business Jet departures from France were up 6%, and AOC activity in France grew 8% overall. UK flight activity grew nearly 1%, Italy and Spain by approximately 2%, and Switzerland by almost 6% YOY. Intra-European activity was down 1% overall in December, with a weaker Western Europe bolstered by stronger Southern Europe. Arrivals into Europe were well up from the Middle East and Africa, but down from North America and Russia this month. Private flights fell by 4%, ending a mostly negative year for these missions, in contrast to AOC flights that consistently expanded in 2016. Ultra-Long-Range and Super-Midsize jet activity was up in every month of 2016. Midsize jet activity continued to erode in December, but Heavy Jet activity bounced back. “Overall this was a disappointing finish to 2016, the full year showing no aggregate improvement on a stagnant 2015,” summarized Richard Koe, Managing Director, WingX Advance. “However, much of this is due to the decline in Prop activity, especially in Germany. The Business Jet market is evidently recovering, especially in AOC activity.”  MI www.wingx-advance.com

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Aircraft Index see Page 145

Freestream February.qxp 23/01/2017 14:46 Page 1

2013 Gulfstream G550 S/N: 5415

2011 Gulfstream G550 S/N: TBD

2011 Dassault Falcon 7X S/N: 147

2009 Gulfstream G550 S/N: 5231

2010 Gulfstream G450 S/N: 4190

2006/2007 Global Express XRS S/N:9223

LEASE ONLY

2009 Gulfstream G450 S/N: 4170

2006/2007 Global Express XRS S/N:9202

2009 Airbus A318-112

2009 Sikorsky S-76C++ S/N: 760757

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S/N: TBD

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MarketIndicators FEB17.qxp_Layout 1 24/01/2017 15:31 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Gulfstream Gaps Leave Door Ajar for Cessna & Embraer Recently, Gulfstream announced production would end for the venerable G450, weeks after the same was announced for the G150. While the incoming G500 is a replacement for the G450, no immediate replacement is planned for the G150, notes James Hagerty… The recently announced changes reinforce Gulfstream’s dedication to serve its core client base with large-cabin, long-range aircraft, but also exposes sizable price and performance gaps that the G450 and G150 once filled.

G450

The G150…

The very capable G150 was Gulfstream’s way to introduce mid-cabin buyers to the company’s product portfolio. Only 121 G150s are in service since the airplane was introduced in 2006, with the majority being delivered between 2008 and 2009. Following that peak, Gulfstream struggled to deliver more than six airplanes in any given year, and the G150’s lack of success was less about performance or product support, and more about price competition. Competing OEMs often discounted prices, while IAI’s inflexible pricing model made it difficult for Gulfstream to make a reasonable profit to sustain production.

The G450…

As the final derivative of the GIV, the G450 type design began production in the mid1980s as the GIV and later became the GIV-SP, G400 and eventually the G450.

Over 870 aircraft were delivered making it one of the most successful business jets ever. Despite continuous improvements, though, the GIV lineage is now perceived by many as dated and due for retirement. Gulfstream’s newest G500 model is expected to begin delivering ahead of schedule in late 2017. It’s an amazing aircraft by all measures with a Clean-Sheet design and cutting-edge technology. The

A Door of Opportunity Opens…

G150

AVBUYER MAGAZINE – February 2017

G500 will fly 600nm farther than the G450, at faster speeds and with more cabin space. However, with a price tag around $45m (excluding options and/or escalation), the G500 is in a different price/performance category than the G450 historically was. Ideally, the G500 will compete directly with Bombardier’s Global 5000 and Dassault’s Falcon 5X which is expected to begin delivering in 2020. When Gulfstream acquired the Galaxy (G200) and Astra (G100) programs in 2001, the justification for the acquisition was to introduce Small- and Mid-Size business jets to current and potential Gulfstream owners early in the product upgrade cycle (i.e., build customer loyalty and grow the relationship up the product line). Prior to the IAI deal, Gulfstream offered only the GIV-SP for around $30m and the GV at $40m. The strategy behind the acquisition proved to be a success as many G200 and G150 owners eventually upgraded to Long Range, Large Cabin legacy Gulfstream aircraft. Today with the end of the G150, Gulfstream’s entry-level aircraft is the

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 15:31 Page 5

Super Mid-Size G280 with a price tag around $20m. The G280 has a two-zone cabin with seating for up to 10 passengers and a range of 3,600nm, competing headto-head with the Challenger 350. Thus, Gulfstream’s lack of product choices below $20m reduces the likelihood that a first-time buyer will consider a Gulfstream product, leaving Cessna and Embraer with the most to gain within that market segment. The competition is loaded with new products such as the Cessna Citation Latitude and Longitude that are priced in the mid- to upper-teens. Embraer has already delivered over 50 Legacy 450 and 500 models which sell in that price range, and offer ranges of 3,000nm +/- while featuring a 6-foot-tall cabin. Embraer will likely generate future Legacy sales from the smaller Phenom 100 and 300 series, just as Cessna has been doing for years with its smaller Citation models.

Filling a Void…

The increased rate of growth for UltraLong-Range business jets coincided with the expansion of global trade in emerging markets between 2008 and 2012. Gulfstream developed the G500 and G600, based on new demand in the UltraLong-Range segment and to meet and exceed design performance from competing OEMs. With long lead times to design, build and certify a new product, it’s no surprise that demand for the Ultra-Long-Range aircraft has shifted along with the global economy. Gulfstream’s Large Cabin segment leader for the past 30 years has been the G450. It achieves a commonly accepted mission: 4,400nm range, seats up to 16 passengers and has a $30m price tag. As noted, while the G500 offers notable improvements in range and size, it is disproportionally priced compared to the G450. The gap between a $20m G280 and a $45m G500 is too large for both Gulfstream and the competition to ignore. Cessna could fill the void with new, fully capable clean sheet designs such as the Hemisphere. With an anticipated price tag of $35m, Cessna plans to certify the Hemisphere by 2020. It boasts a cabin six inches wider than the G500/G600 and one inch narrower than the G650. For the first time, Cessna will adopt a three-cabin zone interior that accommodates up to 19 passengers. With a range of 4,500nm, and a max Advertising Enquiries see Page 4

LEGACY 500

speed of Mach 0.90, this airplane achieves Gulfstream’s missing G450 mission with a modern and cost-efficient platform. When Hemisphere deliveries start in 2021-2022, we believe G450, Falcon 900LX or even Challenger 650 operators will look to Cessna. Cessna continues to demonstrate its ability to successfully deliver ‘clean sheet’ aircraft on-time and within performance parameters. It has a large, loyal customer base and a well-developed support network. Left unchallenged, we expect the Hemisphere and Cessna to gain significant market share in a segment that has been effectively abandoned by the competition.

Clawing Back Market-Share

How can Gulfstream fill the gap between a $20m aircraft and a $45m G500? Traditionally the OEMs shorten the

fuselage or reduce fuel capacity (as Bombardier did with the Global 5000). However, the OEMs have learned painful lessons that the cost to build these modified airplanes was essentially the same as the full-size versions, and the profit margins were less. Rather than investing in the larger and more expensive G600, perhaps Gulfstream should have dedicated research and development capital in the $30-35m segment. At a time when OEMs have excess capacity and soft demand, we agree that a second clean-sheet R&D investment is difficult to justify. But, in the meantime, Cessna is well under way in bringing the Hemisphere to market first, leaving Gulfstream, Bombardier and Dassault in a defensive position.



MI www.hagertyjetgroup.com

continued on page 28

CITATION HEMISPHERE

www.AVBUYER.com

February 2017 – AVBUYER MAGAZINE

O'Gara Jets February.qxp_Layout 1 24/01/2017 14:28 Page 1

O'Gara Jets February.qxp_Layout 1 24/01/2017 14:28 Page 2

+41 22 787 08 77 trading@sparfell-partners.com www.sparfell-partners.com

2002 BBJ 737-700 IGW

2009 GULFSTREAM G450 S/N 4161

Make Offer

Deal Pending

1’028 TT, 6’200 NM Range, 18 Passengers

4’075 TT, RRCC, HAPP, MPP, 16 Passengers

1997 DASSAULT FALCON 900EX S/N 12

2000 DASSAULT FALCON 50EX S/N 297

Make Offer

$3,950,000

8’920 TT, MSP, HAPP, CAMP, CPDLC, 14 Passengers

2014 CHALLENGER 350 S/N 20530

920 TT, Smart Parts Plus, MSP, CAMP, CPDLC, 9 Pax.

$17,000,000

3’715 TT, CAMP, MSP, Fresh Inspections, 8 Passengers

2006 CHALLENGER 300 S/N 20097

6’320 TT, Smart Parts Plus, JSSI, CPDLC, 9 Passengers

Deal Pending

2007 EMBRAER LEGACY 600 S/N 979

2013 EMBRAER LEGACY 600 S/N 1166

For Sale and ACMI Lease

$12,750,000

1’660 TT, CAMP, Wi-Fi, New Interior & Paint, 13 Passengers

3’692 TT, JSSI Platinum Program, 13 Passengers

2012 EMBRAER PHENOM 300 S/N 87

2010 EMBRAER PHENOM 100 S/N 147

$6,390,000

$2,350,000

920 TT, EASA, JSSI & EEC Programs, 7 Passengers

2000 BOMBARDIER LEARJET 45 S/N 112 8’610 TT, MSP & CAMP Programs, 8 Passengers

$1,800,000

1’340 TT, EASA, ESP & EEC Programs, 4 Passengers

1997 SIKORSKY S76C+ VVIP

4’030 TT, Engines, Gear Box & Avionics Programs, 6 Pax.

Priced to Sell

1994 EUROCOPTER AS 355N

1991 EUROCOPTER AS 350B-2

Make Offer

9’200 TT, SBH, PBH, EMS

9’800 TT, SBH, PBH

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 12:31 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

Asian Sky Group: More Optimism in Asia-Pacific In November 2016, over 250 respondents participated in Asian Sky Group’s survey on the mood and intentions of the current Asia-Pacific Business Aviation market. Here is a summary of the input… Compiling the Q4 2016 economic perception by region, just 17% of Central Asia-based respondents believe the economy will worsen – the lowest number across all of Asia-Pacific’s regions. South and East Asia follow, as well as Oceania, all with less than 40% of respondents reporting they are pessimistic about their economic future. Although 46% of Greater China-based respondents still believe the economy will get worse in the future, this is a respectable 9% drop compared to Q3 2016. This result essentially reveals that aviation industry insiders in Asia-Pacific are regaining confidence for future economic growth, as well as business opportunities. To provide a clear understanding of respondent expectations of the current economy, Chart A (right) presents the options “Past Low Point” and “At Low Point” as optimistic as the respondents believe that the economy will get better. Based on this assumption, ASG notes that since 2016 Q1, the percentage of respondents holding pessimistic views has decreased from 48% to 34%. More than 65% of respondents had an optimistic opinion in Q4 2016, trusting the economy will get better in the future.

In summary, over the past 12 months the restoration in respondents’ confidence that the future economy will improve allows a prediction of increased business opportunities for the General Aviation industry in Asia-Pacific. MI www.asianskygroup.com

UBS: Market Optimism Highest Since Downturn Optimism and customer interest in the business jet market rose in January to post-crisis highs, according to a new UBS Business Jet Market Survey… Now sitting at 51, the index score is 12% higher than that in UBS’s previous survey and the fourth consecutive monthly increase. For reference, this is only the fourth month that the index has surpassed 50 since mid-2008. The majority of survey respondents (72%) consider the recent US presidential election to be positive for the business jet market, and more than half reported improved customer interest since the November 2016 election. Over the next 12 months, 71% of respondents expect business conditions to improve, just 5% expect conditions to deteriorate and 23% expect them to remain the same, representing the highest level of optimism since 2010. UBS’s index reflects improved scores for the pricing index (up 51%); inventory, +18%; 12-month outlook, +8%; customer interest, +7%; and willingness of dealers to increase inventory, +3%. The majority of survey respondents are 28

AVBUYER MAGAZINE – February 2017

Brokers/Dealers involved in the purchase and sale of new and used aircraft. More than half of respondents believed customer interest to be improved since the US election, with some respondents reporting that prospective buyers have since come off the sidelines. Customer interest remains strongest by far in North America, though scores also increased in Asia (+9 percent), Latin America (+7 percent) and the Middle East (+6 percent). Europe was roughly unchanged, UBS reported. By aircraft category, the light and midsize jet indexes came in above 50 - at 53 (up 7% sequentially) and 52 (up 15%) respectively. Though the market for largecabin jets is still considered ‘weakening’ with an index score of 46, this is 9% higher than a month ago. When asked about overall pricing levels, 2% of respondents said pricing levels had increased. Thirty-seven percent said pricing had decreased, while 61% said levels had remained the same. More than half of those responding (57%) said overall used business jet www.AVBUYER.com

inventory levels are high; 40% said they are at average levels, while 3% said levels are low. The results are improved from December’s survey, when 63% of respondents said inventory levels were high. When it comes to inventory levels of relatively young used aircraft, 9% of respondents reported low levels of inventory. Forty-eight percent said levels were high, while the remaining 43% said they are at average levels.

Young Used Jet Inventory Stable

Used business jet inventory inched down by 0.1 points last month to 11%, below the historical average of 13%, according to the latest data from UBS Global Research. At 2,326, the number of used business jets available ‘For Sale’ at the end of last month was roughly unchanged from a year ago. Slightly less than half of this inventory is jets 15 years old or younger, with the bulk of these—511—in the “young” category, meaning six to 10 years old. MI www.ubs.com

continued on page 30



Aircraft Index see Page 145

Elliott February.qxp_Layout 1 23/01/2017 14:53 Page 1

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 12:55 Page 7

BIZAV INTELLIGENCE T MARKET INDICATORS % % %

% %

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on December 30, 2016 covering 91 fixed-wing models and 1,865 aircraft listed ‘For Sale’, revealed Ask Prices for tracked models receded 1.5% following three consecutive monthly increases, ending 2016 down 10.1% versus January 2016. All three business jet groups were down in value for December, with Large Jets losing 1.6%; Medium Jets 2.5%; and Small Jets 1.8%. Turboprops experienced a gain of 0.5%, but ended the year down 1.1%. Annually, Large Jet Ask Prices fell 12.2%; Medium Jets lost 18.5%; and Small Jet values increased 10.7%.

Table A

Inventory Fleet Maintenance Condition

Overall Asset Quality remained ‘Excellent’, but Maintenance Exposure set another 12-month high/worst figure (see Table A).

Table B

Quality Rating: The Asset Insight Quality Rating improved 1.3 AI2 basis

points, to 5.393 from last month’s 5.380, on a scale of -2.5 to 10.

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

Maintenance Exposure: The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) worsened/increased slightly to $1.482m from November’s $1.476m. Maintenance Exposure to Ask Price (ETP) Ratio

The tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) remained unchanged since November, at 52.4%. (Asset Insight considers any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s average has been above 40% for the past two years.) Turboprops yet again posted the best/lowest figure at 43.1%; followed closely by Large Jets (44.0% - the group’s worst figure for the year); Small Jets (54.1%); and Medium Jets (62.6%).

Market Summary

Small Jets continued to offer the best value given the group’s ‘Outstanding’ Quality Rating and near 12-month low ETP Ratio, all at an Ask Price just below the group’s annual average. Additionally, the group’s Ask Price to final Transaction Price differential (8.1%) represents the lowest value erosion among the four groups. Similarly, with the lowest/best ETP Ratio among the four sectors, a Quality Rating of ‘Very Good’, and an Ask Price below last year’s average figure, Turboprop trades should be active, especially with an Ask/Actual Transaction value differential of 9.7%. Large Jets retained their ‘Outstanding’ Quality Rating last month but, over the past year the group’s Ask Price suffered a loss in excess of 10%, while Maintenance Exposure increased steadily since March to end 2016 posting the group’s worst figure. By virtue of those two factors, the ETP Ratio was negatively impacted, increasing nearly 30% to hit a 12-month peak in December. Unsurprisingly, sellers were impacted by Ask/Actual Transaction figures eroding 12.5% during Q4 2016. Looking ahead, Asset Insight’s 90-Day Value Trend for Large Jets is projecting a 32% improvement that, while not moving prices upward, is at least anticipated to slow value deterioration. Medium Jets ended the year with an ‘Excellent’ Quality Rating, but that was not reflected in the group’s Ask Price, which lost 18.5% during 2016 to end at a record low figure. At 15.5%, the Ask/Actual Transaction value spread was the highest/worst among all four sectors and with the 90-Day Value Trend figure remaining unchanged, no real bright spots are currently evident. By most accounts, 2016 was a very challenging year, but Asset Insight believes pent-up demand will result in active trading taking place as we begin 2017. Transaction frequency should improve as the year progresses.( T MI www.assetinsightinc.com (

AVBUYER MAGAZINE – February 2017

(

www.AVBUYER.com

( (

(

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) As of Dec 30, 2016

(

!"#$% 6+78$9):11;( >-,+,-"?)&AB$%)0/1;C >CG/1: .G=11 C$+9L$,):0;* M-?FN-9)EG=11)G)(9$G=112 6+78$9)E$$BJL$,):11N .R M-?FN-9)<11 C$+9L$,):0)7SN(T 6+78$9)D11;( (9$K-$9)2 >-,+,-"?)R)T%,9+ C$+9L$,):0 .%"W+%)&AX9$VV H+%B"?)=111 .YRGO( >-,+,-"?)R)0/1 (-+FF-")(G2D1 6+78$9)E$$BJL$,):11 .YRGO()[!O.<\ 6+78$9)2111N C$+9L$,)<2 >-,+,-"?)RY H+%B"?)01 >-,+,-"?)YY M-?FN-9)>I1 C$+9L$,)/1 >CG/12G<* E$$BJ)EG2I11> >-,+,-"?)YO() 6+78$9)D11N C$+9L$,)00> .YR C$+9L$,)<0N >CG/12G<N H+%B"?)=1G0 C$+9L$,)00 >CG/12G2N .GYYY

&'()*+,-" <03=5 <03D5 </305 <D305 ::3<5 ::3D5 ::3I5 :03/5 0=3/5 0<3I5 0:315 0:305 0/345 0D3<5 0I315 /=3D5 /:345 /:3D5 /4325 /D3<5 4:3/5 4:345 4D315 4I345 D=3:5 D03<5 I13<5 I=3=5 21<3/5 2103<5 21D305 21I3I5 22/305 2=23D5 2<43D5 24<3<5 =12325 =10325 =I=3=5 0:23/5

Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc (www.assetinsightinc.com) Aircraft Index see Page 145

MarketIndicators FEB17.qxp_Layout 1 24/01/2017 14:20 Page 8

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Advertising Enquiries see Page 4

$$!D"/-/$EFFF+-D"/-/(3&2+(3DG( $ $ $ $ !

www.AVBUYER.com

February 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

Bloomer de Vere February.qxp_Layout 1 24/01/2017 10:38 Page 1

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GLOBAL XRS S/N 9247 PRICED TO MOVE â&#x20AC;&#x201C; Now Asking $15,250,000 ;V[HS ;PTL :PUJL 5L^ Â&#x2039; 7HZZLUNLY Â&#x2039; (;. :^PM[ )YVHKIHUK /PNO :WLLK +H[H

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JetTransactions ...at a higher level. (805) 484-6605 | JetTransactions.com | info@JetTransactions.com

Buying & Selling 1 Feb17.qxp_Finance 23/01/2017 16:33 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

What’s the Outlook for 2017 BizAv Sales?

Watching the Future Used Business Jet and Turboprop Markets… Although mainline analysts continued to crunch numbers for 2016, some of

their observations about new airplane sales can be seen as harbingers of what's ahead for the used aircraft segment in 2017. Dave Higdon investigates… o many of the analysts contacted for this story demurred when asked to speak to the future market for used business jets and turboprops. “We don't really track that segment like we do new-aircraft production and sales...or like we do utilization.” In a nutshell, that sentiment is the consensus of several well-known, highly regarded industry analysts.

S 34

AVBUYER MAGAZINE – February 2017

Rollie Vincent, Managing Director, JETNET iQ, estimates new jet sales for 2016 were down about 8% (to 661 units). Richard Aboulafia, Vice President, Teal Group, voiced his view that 2017 new aircraft sales will mirror 2016’s lower sales. No growth. Vincent explained, “The key issue continues to be aircraft oversupply, reflected in low prices, residuals and low average utilization.”

www.AVBUYER.com

Aircraft Index see Page 145

Buying & Selling 1 Feb17.qxp_Finance 23/01/2017 16:33 Page 2

Mixed Signals Undercut International Sales...

Vincent's observations echo those of several Dealers and Brokers consulted for this story. And some of these elements have already been factored into new airplane production plans. Various OEMs have lowered their long-term estimates citing short-term growth challenges, and the folks on the front lines of used aircraft sales seemed to hedge when predicting 2017 transaction action. “We're hoping for ‘flat’, period,” one West Coast broker volunteered. “We'd love to see things stabilize where we are and not edge downward again. It's difficult to fathom, though.” The West Coast broker noted that all the usual elements that typically buoy both new and used aircraft sales manifested themselves in 2016. The stock market continued to rise; corporate profits remained strong; jobs creation continued unabated; the economy and wages both grew – modestly, but steadily. “All these positives were enough to keep some smart people from believing the US economy was tanking when just the opposite was happening: A growing economy, unlike many of our export markets, where things weren't going so well.” These elements translated into a slower market overall – but the US could see some small gains that offset declines expected internationally. Said Vincent, “Net/net... This suggests a share shift in favor of US sales, orders and deliveries and flight activity. But overall expect a generally flat-todown outlook. Slower international GDP growth is underlying generally weak outlooks, at least for the next couple of years.”

The Dangers of Anticipation...

The changing of the guard in the White House cuts two ways, according to feedback received by AvBuyer. “The new Administration is likely to be friendly as regards corporate taxation, encouraging higher profitability and hopefully more corporate investment,” Vincent explained. “We see a market that is likely to be somewhat down Year-over-Year (YoY) in new jet deliveries (in terms of units) with an even higher percentage dip in value; rhetoric from Trump is likely to encourage US business jet demand from corporates but at the same time discourage sales in trade-oriented nations like Mexico, Canada, Brazil and China that have become important sources of demand in recent years.” Advertising Enquiries see Page 4

While in some corners hopes run high that promised business-tax cuts, infrastructure spending and other changes under the new administration will propel more sales, a larger number of economists and analysts caution that some elements of the new White House policies may actually hurt US sales and employment, especially where international transactions are in play. “The large-cabin market took a dive when economies in China and parts of Asia started cooling-off a couple of years ago,” said a Northeast dealer who supported the new President. “The last thing we need – regardless of whether it's for a new or used aircraft – is new obstacles to trade in the international markets. “The phones aren't ringing and the emails are not coming from some of the countries. Those markets went quiet right after November 8th, and it's still a little eerie – as if no one’s in the office.” An early January order by the then President-elect ordering home many ambassadors and their families www.AVBUYER.com

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 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

“We'd love to see things stabilize where we are and not edge downward again. It's difficult to fathom, though.”



February 2017 – AVBUYER MAGAZINE

Buying & Selling 1 Feb17.qxp_Finance 23/01/2017 16:34 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

won't help US companies market in those nations, one international broker explained. “While we don’t need the ambassador there for closing, they are an ally when paperwork entangles with foreign bureaucracies...you want the personage of a United States ambassador behind your efforts to break things loose and bring home the sale.” Already reports from Gulfstream show that large-cabin sales and backlogs have declined in recent months, prompting the OEM to re-examine its production plans as it continues to conduct certification flights on its newest aircraft. “If there's to be growth in sales – in either new or used aircraft – it may have to come from home,” the international broker opined. “Here's where the economy is strongest, assets available and the need is the greatest.”

lots of airplanes to trade hands in the first quarter of 2017.” After that, say other Dealers and Brokers, all bets are off – up and down the fleet of aircraft popular with business operators, from pistons, to turboprops, to jets. “The increasing options for upgrading avionics and interiors, in particular, will work against the sale of many older airframes (especially ones older than 20 years),” said the Northeast broker. Upgrading to meet upcoming mandates is getting easier. Options are increasing and cost differences compared to trading for a newer aircraft will make financial sense to many operators, the Northeast broker argued. “Even older King Airs are good candidates for engine and avionics upgrades that make them competitive with factory-new models – and for less money, even if you go all in and upgrade their paint and interior.”

One Dealer's View...

The Depreciation Dilemma...

Fred Ahles serves as president of Premier Aircraft Sales in Florida, and in his company's January newsletter he speaks of his reasons for “starting the year with an upbeat attitude”. First is the plethora of new GA models that arrived on the market in 2016, among them new single-engine turboprops from Piper and Daher, and a new single-engine business jet from Cirrus – the world's first. “Second, availability: The used aircraft sales market remains strong for high quality inventory.” Other dealers and brokers echo Ahles contention. “But,” he continues, “…the supply of high quality airplanes is getting scarcer as the fleet ages. The larger numbers have an inverse impact on prices, driving down what buyers are willing to spend – until the inventory declines to normal once more. “As an example, there were recently 50 used Meridians on the market,” he elaborates. “As many as ten had damage history and had been ‘For Sale’ for some time; ten more had original, obsolete avionics. Of those that remain very few are maintained to factoryrecommended standards. “Savvy buyers go for well-maintained airplanes with great history. The market for good used (Mooney) Ovations and Acclaims is brisk as the supply has dwindled. We had a great year with used Mooneys; with the new Ultra coming soon, we expect another great year. With the stock market reaching all-time highs, we expect 36

AVBUYER MAGAZINE – February 2017

Tax law already makes buying new (or upgraded used) aircraft and other equipment an attractive option for companies and individuals able to use the write-downs available with accelerated depreciation. In fact, many companies reserve that depreciation potential for use spread across several years – simply because they benefit less from taking it all at once. Nevertheless, the option still holds appeal. Closing attorneys involved in business aircraft transactions say that the last month of 2016 brought to the closing table many in-progress transactions. “We had something close to the usual run on December closings,” said one attorney active in aviation sales practice. “It wasn't up at the level of a couple of years ago, however. It’s hard to determine why from our mix of clients, but the year wasn't a ‘barn-burner’ – so a slower year-end than usual isn't exactly a shock.” “Don't expect sales to take off much for the first couple of quarters,” another transaction expert predicted. “At least not until the market gets some clearer, less-conflicted signs of what exactly we can expect from the new Congress and the new President. Uncertainty, several brokers and dealers noted, doesn't favor a strong business climate in 2017; at least not for businesses trying to decide on buying or replacing a business aircraft. T

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Aircraft Index see Page 145

Eagle multi February.qxp 23/01/2017 14:54 Page 1

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BIZAV INTELLIGENCE T BUYING & SELLING

2007 vs 2017 Business Jet Market Trends

Using data from JETNET >>KNOW MORE, Mike Chase and Marj Rose assess trends in business jet market values, comparing the present marketplace with that of 2007. ack in 2007, who could have foreseen a decade later we would be dreaming of a return to those levels of business? Times were good, and it felt as though they would never end. Even though the percentage of the business jet fleet for sale hovered around 11% - a bit higher than what was previously held to be “normal” – demand for aircraft was strong, sales were brisk and aircraft depreciation held steady at 5%. In some cases certainly nearly-new used models actually commanded higher prices than new, such was the demand. We saw many firsts back in 2007, including first deliveries of the new VLJ category aircraft that contributed to the recordbreaking new aircraft deliveries. There was plenty of activity during 2007 in the used jet and turboprop markets too, helping make the year memorable. Fast-forward ten years. In 2017 we find ourselves somewhat distracted by today’s market challenges, including trying to pinpoint what a new or used business jet is worth in this market. If nothing else, the last decade has taught us patience - but we continue to wonder how long the industry will remain flat or in

AVBUYER MAGAZINE – February 2017

low single-digit growth mode. Growth as measured by new jets installed to the global fleet was less than 4% in 2015. ‘Bifurcation’ is a new term we garnered during the period, describing the separation of business jets valued >$26m, and those valued <$26m. In 2016 we witnessed a large decrease in business jets valued at >$26m for the first time since 2009, compared to unchanged values for those at <$26m. We also witnessed the rapid growth of the international business jet market (specifically BRIC transactions) and their subsequent decline. Understanding today’s aircraft values is not easy, and the industry shift in inventory supply and demand over the last 10 years has been interesting to watch. Because of the uncertainty, JETNET launched a new tool called JETNET Values at NBAABACE2016 last November, providing reliable pricing data on aircraft sold. JETNET Values provides subscribers access to reported sold prices as well as tools for better analysis of pricing data. Following, we’ll compare some of historic market data from 2007 with current trends and include insight from JETNET Values…

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Aircraft Index see Page 145



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BIZAV INTELLIGENCE T BUYING & SELLING

CHART A - Pre-owned Business Jets ‘For Sale’ 2005 to 2016 - Year End Inventory P

1,585

10.8% 1,635

% = For Sale/In-operation fleet

15,000

5,910

2010

2009

12,155

2008

2007

2006

2005

500 0

13.8% 2,533

2,650

13.4% 2,539

4,050

12.5% 2,435

1,095

11.0% 2,202

650

11.5% 2,359

3,130

11.0%

2,315

3,530

2016

1,000

11.7% 1,653

14.8%

2015

1,500

11.9%

16.3% 2,782

2014

2,000

16.1% 2,608

2013

2,500

2012

Number For Sale

3,000

2011

3,500

1,411

Year

Source: JETNET Star Reports; Analysis and presentation by Chase & Associates.

Business Jets ‘For Sale’

Historically, 2009 was the peak year in terms of business jets ‘For Sale’ (2,782 aircraft, or 16.3% of the fleet in December of that year). Since then, the lowest number of business jets ‘For Sale’ was 2,202 (11% of the fleet) in 2014. The following year brought an increase (2,359/11.5% fleet ‘For Sale’), and 2016 a minimal decrease again (2,315, or 11% fleet ‘For Sale’). As demonstrated by Chart A (above), the 11% fleet ‘For Sale’ in 2016 falls within the pre-recession range of business jets ‘For Sale’, and is no longer regarded as being a high inventory level relative to the number of business jets in operation. Having reviewed the market going back to 2005, the global business jet inventory has not dipped below 10%, which as a rule of thumb has traditionally separated a buyer’s and seller’s market based on supply and demand. (Of course, the 10% rule of thumb applies on a model-by-model level too.) Will we see a seller’s market (below 10%) in 2017? For that to occur, there would need to be a reduction of over 200 business jets ‘For Sale’, or a similar reduction in the number of business jets in operation (which could be obtained by aircraft being retired).

Average Days on Market/Average Ask Price

Two further leading indicators on the condition of the used jet market are ‘Average Days on the Market’ and ‘Average Asking Prices’, as shown in Chart B (right). Compiled from JETNET data, we can see that in the prerecession the average days had fallen from the peak in 2004 at 305 days (10 months) to 275 days (9 months) in 2007. Note, the average length of time to sell in 2007 was still higher when compared with 1998 and 1999, when it took an 42

AVBUYER MAGAZINE – February 2017

average of a little more than 150 days (five months). One reason for this longer sales cycle could be the sheer volume of business jets to choose from, which had doubled from 783 in 1998 to 1,635 ‘For Sale’ by 2007. By 2016 the number of business jets ‘For Sale’ had increased to 2,315 (almost triple the level of 1998). Interestingly, the 2016 percentage of business jet fleet ‘For Sale’ was 11%, compared to 10.8% in 2007, but at a much higher level of inventory in 2016. Chart B also shows a positive change in the ‘Average Asking Prices’ in 2007, with an increase of $510k (+6.0%) over the 2006 average. The 2007 average asking price for a business jet was $5.54m (versus $5.03m in 2006). Today the average price is nearly $7m. There is an underlying assumption that when average asking prices are higher, the average days on the market should also be higher. However, plotting these two indicators over the 20 year period from 1996 to 2015 on Chart B displays some interesting patterns to the contrary. From 2010 to 2014 the relationship of these two metrics fully decouples with prices increasing while days-on-market decreases. Note: The metric of average days on the market before a business jet sells is a straight forward calculation. However, the average asking price may not be since an asking price is not always recorded or it may change, leaving some uncertainty in its representation. If we focus on the post-recession period from 2009 to 2015, we see a large decrease in the ‘For Sale’ inventory and a correlating drop in average asking prices—but the average days on the market increased before business jets sold. This relationship continued for the five year post-recessionary

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Aircraft Index see Page 145

2,371

Jetnet KnowMore FEB.qxp_Layout 1 24/01/2017 09:31 Page 3

CHART B - Aircraft ‘For Sale’ - Business Jets “Avg Days on the Market” vs. “Avg Asking Price” 7.0 6.0

350

250

4.0 3.0

Pre-recession

2.0

Post-recession

150 100

Avg. Asking Price

1.0

Avg. Days on Market 2014

2015

2012

2013

2010

2011

2008

2009

2006

2007

2004

2005

2202

2003

2000

1999

1998

1997

1996

0.0

200

Avg Days on the Market

300

5.0

2001

Average Asking Price Mil. $

400

1996 to 2015

Source: JETNET; Presentation and Analysis by Chase & Associates.

period (2010 to 2014) averaging just over a year for business jets to sell, until 2015 when the average dropped to 10.5 months (approximately 320 days). A comparison of average asking prices between the two periods resulted in prices being 8.8% higher in the post recessionary period. We watch with interest to see what the used business jet market will do in 2017.

Market Values

As mentioned above, the new JETNET Values tool can offer insight on a particular aircraft’s current market value by examining reported sale prices (the final contracted price that is reported by the seller/buyer) from recent sale transactions. As an example, there were approximately 250 full-sale retail transactions of various Gulfstream pre-owned business jets recorded in JETNET during the prior twelve months. 57% of those transactions have been posted with a reported sales price in JETNET Values. This and four other selected examples of sale prices collected over the past 12 months are represented below: • • • • •

Hawker (42%) Challenger (45%) Gulfstream (57%) Dassault Falcon (49%) Global (38%)

We have come a long way since 2007, and I think we can safely say that none of us came close to predicting what has subsequently occurred in our industry. But many of us still have a spirit of optimism for the coming year. We want to believe that the US and global GDP growth will get stronger. Even though jet fuel prices are on the rise again, lower fuel costs actually made little impact on flight activity. Basic supply and demand economics for business jets are due to come together to calm used jet values. These laws of economics as well as political factors may hold the keys to the pace of new and used business jet sales picking up this year. We will continue to monitor progress in 2017. Next time, we’ll compare the 2016 vs 2015 used business jet markets, reporting on the full retail sale transactions, days on the market and average asking prices - data that are still a work-inprogress at press time. T

Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise.

Using the JETNET Values tool, specific business jet models can be compared showing the asking price (as set by the owner with the help of a Dealer/Broker) and sale price by year/vintage, AFTT and more. Advertising Enquiries see Page 4

Summary

Contact them via mike@avbuyer.com or MRose@market-lift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com.

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February 2017 – AVBUYER MAGAZINE

Avionics FEB17.qxp_Finance 24/01/2017 09:47 Page 1

FLIGHT DEPARTMENT T AVIONICS

Upgrading Your Aircraft (Part 3)

The Common Sense Approach to Upgrading your Private Jet Ken Elliott continues his series, uncovering the nuts and bolts of upgrading your aircraft to meet upcoming mandates, or to improve its performance and capability generally… n AvBuyer’s January issue, we addressed the general approach to upgrading your aircraft to meet upcoming mandate and operational requirements. In this article, we crack open the different layers of specific upgrades. Any aircraft modification is like a Matryoshka doll, having multiple layers within. It takes a peeling back of the layers to reveal its complexity. To illustrate what is required, we take an example of one system and walk through the process of accomplishing the upgrade. In this series, we are focusing on legacy aircraft upgrades using the latest compliant technology. Initially we will cover the preparation and some of the aspects owners need to consider.

Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact him via ken.elliott@jetcraft.com or www.jetcraft.com

AVBUYER MAGAZINE – February 2017

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Organization Designation Authorization

An upgrade begins with the certification effort undertaken on the first aircraft of type and ends with an approval of required specifications and data issued by the certifying agency. The certification effort can be completed by: • • •

The aircraft Original Equipment Manufacturer (OEM); A Maintenance Repair Organization (MRO) or Repair Station (FAA approved) that may simply repair and install avionics; or A facility acting under the Organization Designation Authority (ODA) process that could also be either of the above. Aircraft Index see Page 145

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Ultimately, however, the upgrade must be approved by the FAA. OEMs are commonly tied to their own aircraft models. MROs are restricted to those aircraft they are approved, trained and equipped to support (under Repair Station approvals), while ODAs, if stand alone, may be somewhat aircraft agnostic focusing on engineering and certification. ODAs embedded in maintenance provider Repair Stations will align their effort to internal maintenance programs. Stand-alone ODAs, on the other hand, have the independence to align themselves to multiple Repair Stations, developing system solutions across multiple aircraft platforms. The FAA delegates some of its functions, allowing greater autonomy for industry providers to self-regulate, certify their own activity and regularly monitor implementation using a rigid auditing process. The ODA effort facilitates this delegation, and each ODA ‘organization’ has an Approved Procedures Manual that must be faithfully followed. The ODA submits a certification plan to the FAA for approval and completes most of the project’s many steps that normally would be undertaken by the FAA. The big advantage of having an ODA process is that schedules, costs and risks can be controlled by (and within) the organization. Note that even ODAs embedded in MROs or the aircraft OEM need to have operational independence across several functions. Because they are delegated by the FAA, they must have a behavioral model that includes an independent oversight capacity, thereby insuring compliance. So, several companies structure their ODA to operate as a selfcontrolled entity, while rolling engineering up under the same compliance-related umbrella. However, the independent ODA that is not functioning as a repair station aligns itself with multiple MROs and Avionics Shops. Providing the relationship is good and the price-structuring reasonable, this can work seamlessly for the aircraft operator. The Repair Station (MRO or Avionics Shop) is the customer interface and obtains the certification data from the ODA. Using the approved data that list all equipment changes and describes in detail the upgrade process, the Repair Station provides a proposal to the operator and if selected, completes the upgrade.

Advertising Enquiries see Page 4

The data package is a Supplemental Type Certificate (STC). In the previous article, we covered how an Approved Model List (AML) STC allowed the application of a single STC, developed on one model of aircraft, to be applied across a wider spectrum of aircraft models, including by a variety of different aircraft manufacturers.

An ADS-B STC Upgrade Example

Consider upgrading to ADS-B Out, which is applicable across a wide spectrum of aircraft operating in multiple classes of airspace and must be installed and approved by January 1, 2020. Returning to the data package, one company stands out from the crowd in its ability to provide a straightforward and effective range of AML STCs. Using a single AML STC, CMD Flight Solutions has been able to cover a broad swath of specific aircraft models from multiple FAA Part 25 aircraft manufacturers. While not alone in its ability to provide ADS-B solutions for legacy aircraft, CMD has stuck to a straight-forward formula and a minimalized certification effort, providing affordability to legacy aircraft operators that would normally have to invest greater dollars in their ADS-B upgrade. CMD has both FAA and EASA certified ADS-B Out solutions covering business jets, piston and regional carrier aircraft. Their formula starts with the aircraft’s existing

transponders, pairing them to their respective WAAS-LPV GPS/FMS and other devices that may be supplied or upgraded, and ending up with the ability to annunciate ADS-B Fail. Where transponders are not compatible for ADS-B Out, they are replaced with newer and more capable equipment. The solution provides a path for GPS position data reaching the transponder and any required existing equipment upgrades, along with the means to annunciate failure of the ADS-B function. If ADS-B In is added/included, the issue of traffic display extends the engineering, certification and integration task. In the structural example used for this article, Figure 3 (overleaf) demonstrates how all the parties work together to supply an ADS-B solution for the operator. There is a strong relationship across this team, including between the equipment providers and the operator, once the aircraft has been delivered. Equipment providers will offer direct service to operators, covering warranty, database subscriptions and some software changes. For business jets and most turboprops today, the main avionics suites are manufactured by Rockwell Collins, Honeywell and Garmin. However, many legacy aircraft are equipped with third party Flight Management Systems (FMS) where companies such as Universal Avionics and FreeFlight have made significant inroads. 

Figure 1: How Organization Designation Authorizations Exist as Entities

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February 2017 – AVBUYER MAGAZINE

Avionics FEB17.qxp_Finance 24/01/2017 14:22 Page 3

FLIGHT DEPARTMENT T AVIONICS

Compatible transponders for our example include: • Rockwell Collins TDR-94/94D • Honeywell Primus II Radio Suite (including transponder) Compatible FMS or GPS sensors for our example include: • Universal UNS-1(Series)w FMS • Honeywell GNSSU • Rockwell Collins GPS-4000S • FreeFlight 1203C • Honeywell/Bendix King KGS-200 Under the CMD solution, a multiple array of subsets combine different equipage over a significant number of aircraft types and configurations. This is just one ADS-B Out example using two separate solution integrations for the different transponders identified above. Also, from time to time, aircraft are required to install new transponders because their existing equipment is not upgradeable. Additionally, some aircraft require minor adjustments to the strict requirements of an STC. Accordingly, Repair Station engineering will tailor the STC installation data to the specific aircraft, while approving the upgrade via a local field approval process. Alternately the change may require a minor amendment to the existing STC, with the Repair Station seeking approval through the owner of the existing STC. Remember that an STC incurs its own cost. The STC fee is usually designed to recover the non-recurring engineering and certification cost of its development. While not having to pay the full cost of the STC, operators can expect to share in the recovery of initial costs.

The Real World

Figure 2: A typical ADS-B Out Equipage Interface Arrangement

•

dramatically impact the engineers’ approach to the new integration. The prints may reveal clues to an engineer such as indications of previous work not adequately documented elsewhere. Maintenance records that include all equipment, model, part number and serial number information: From adequate records, a proposal can reflect the compatibility of equipment and its suitability for the upgrade. Just one digit different in the part number of an avionics unit can mean the difference between a minor box modification and a complete replacement.

•

A thorough record of all modifications, including the location of hardware (e.g., boxes and antennas): Because the new STC will be strict in its requirements, a box or antenna position can be shown to be in a specific location. The need to move it can result in greater cost and work effort. Provide the opportunity for an MRO representative to physically review the STC against your aircraft ahead of the installation. Table A (overleaf) lists several aircraft-specific aspects of an upcoming installation that an MRO would need to know. 

Figure 3: A Typical Relationship Structure Between an Operator and the ADS-B Integration Team

There is the ideal world as laid out in a typical upgrade overview, and then there is the real world that is sometimes alluded to within the terms and conditions of a proposal. The upgrade to an aircraft, seen or not seen, will be contingent upon several caveats. Long before an aircraft taxis onto the MRO ramp, there are several key steps that must be completed if you wish to avoid a big surprise. •

Current prints (wiring diagrams) provided to engineering: Often prints do not include the integration of systems added since the aircraft’s initial delivery. These earlier changes can AVBUYER MAGAZINE – February 2017

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Aircraft Index see Page 145

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FLIGHT DEPARTMENT T AVIONICS

Establish if other work needs to be accomplished: Avionic upgrades provide great opportunities to complete other work such as inspections, service alerts, engine and APU checks, interior rework, limited paint and more. Having to access various aircraft zones once and not twice saves on interior repair and refurbishment expense. Having multiple trades in the same zone at the same time can involve significant preplanning, so knowing about other tasks ahead of the aircraft’s arrival can be very helpful to the MRO. So, the real world of aircraft upgrades is driven by planning tasks to be accomplished, communicating intentions effectively and providing important aircraft life-cycle information. A face-to-face with the ‘lead’ for each required trade, all in the same room and long before the work is started, can be very meaningful. Some of the trade and skills that should be in the room include:

•

• • • • • • • •

Engines, APU and Accessories Airframe Avionics Customer Service Representative (CSR) Quality Control/Inspection ODA Certification and Engineering Interiors and Cabin Systems Program Lead.

Smaller shops specializing in just avionics, or with limited services will have less representation around the table. Failing the opportunity for a face-to-face, a web call could be helpful to coordinate and ensure all aspects of the upgrade are covered.

Planning Aircraft Arrival at MRO

Assuming the contract is in good shape and all terms are acceptable, an agreeable schedule is then established. The date of arrival for an aircraft to taxiin to the MRO is predicated by several factors, not including those driven by operator constraints. Some of the factors impacting MRO schedules will be: • •

The site schedule for previously committed work and hangar space; Manpower available to work on your aircraft, which will become an increasing factor as we draw closer to the ADS-B Out equipage deadline of 2020;

AVBUYER MAGAZINE – February 2017

• • • • • •

Equipment availability from the vendors; Schedule with the vendor for sending equipment to the MRO for upgrades and service; Schedule of trades, some of which may be sub-contracted; Schedule of uncommon parts that may require special manufacture; Schedule of other trades such as interior and airframe; Certification and engineering schedule.

Specifically for avionics, there are five main skill sets in a decent size shop that will be involved with the aircraft. These include Certification, QA & Inspection; Engineering; Sheet Metal; Installers (wiring) & Checkout; Service (repair and equipment test); and Customer service. Each has a very important role, and each must be scheduled to be available for your aircraft. A similar structure is implied for all other trades. A schedule can become complex quickly if the operator www.AVBUYER.com

elects to bundle several tasks during a single visit. Downtime and cost savings may be significant when bundling tasks, but the risk for incurring unanticipated issues and delay become much greater without proper planning. If we consider an older aircraft, say pre2000, the installation may be complex because the aircraft will have undergone technology revision since its initial build. Several mandates had compliance deadlines between 1995 and 2005. Some of these pre-existing mandates included: • • • • • • • • • •

TCAS I or II TAWS or EGPWS 406 MHz ELT RVSM PBN (Earlier RNP Requirements) WAAS LPV CPDLC (in anticipation of) 8.33 KHz Communication Radios FM Immunity Navigation Receivers Cockpit Voice & Flight Data Recording.  Aircraft Index see Page 145

Corporate Concepts February.qxp 26/01/2017 15:24 Page 1

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■ Recently delivered from an extensive 120 month inspection, landing gear overhaul, and new exterior paint, refurbished woodwork and interior

■ High Speed Internet, HUD, ADS-B, TCAS 7.1, Batch 3, FANS-1/A ■ Owner Financing Available - EASA certified ■ See www.flycci.com for further details

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Avionics FEB17.qxp_Finance 24/01/2017 10:06 Page 5

FLIGHT DEPARTMENT T AVIONICS

‘Nice-to-have’ upgrades also have impact. Many of these are still migrating into older aircraft platforms and include: • • • • • • • • • •

Flat Panel Displays Cabin Entertainment & Management LED Lights Winglets Electronic Flight Bags Satcom High Speed Data & On-Board Wi-Fi Enhanced Vision (some with Head-Up Display) Synthetic Vision & Moving Maps Weather and other Data Services.

Pre-existing mandates and “nice-tohave” upgrades alone demonstrate the transformation that has taken place in legacy cockpits. The new mandates, including ADS-B Out, FANS with data recording and PBN

(RNP), each require intrusive integration of new wiring and other trades into the cockpit and elsewhere. So, even with the best of pre-planning, be prepared for at least one item of additional work and cost once you arrive at the MRO if you are operating an older platform. For our example of an ADS-B Out upgrade, the typical owner of a legacy aircraft can expect to experience equipment, wiring, minor structure and annunciator changes. The possibility exists for further work on antennas and integration to existing systems.

In Summary

By focusing on pre-planning and explaining scheduling issues that integrators face, operators may better understand (and more importantly) better prepare for their upgrades. The ADS-B Out requirement affects most of us and is a

good example of an upgrade process. Smart operators are also preparing for or completing FANS Datacom at the same time as ADS-B Out, especially as equipage integration is shared. FANS includes the use of ADS-C, allowing oceanic surveillance. Also, FANS and ADS-B both require the integration of the aircraft Flight Management System (FMS). Separately, some operators are including ADS-B In where it is available. While not a requirement, it significantly enhances the services provided by ADS-B and is considered a wise use of the budget. Next, continuing with issues associated with the ADS-B Out mandate, we will walk through the steps, issues and considerations the owner needs to know once the aircraft arrives on the integrator’s ramp and begins the complete installation that follows. T

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Engines 1 Feb.qxp_Finance 23/01/2017 16:16 Page 1

FLIGHT DEPARTMENT T ENGINES

What Happens When Engines Age?

Facing the Future with Older Power Sources It’s hardly difficult to draw the correlation between an aircraft’s age and increased maintenance costs, notes Dave Higdon. But how can an operator keep those costs predictable and controllable? esearch puts the rate of maintenance cost-growth for aircraft between 5-15 years of age at about 3.5% per year. After that, allowing for engine and overhead costs, the total maintenance expenses grow relatively little. But surprises are possible. Of course, Part 135 charter operators may fly their aircraft more than operators flying privately under Part 91, but the point remains: Older business aircraft stop becoming progressively more expensive to maintain overall after factoring in engine-related costs and aircraft overhead costs. The engine need not be a major factor with the appropriate planning and investment. Handled at its

R 56

AVBUYER MAGAZINE – February 2017

best, the worst aspect of engine maintenance will be the required downtime for installation of a Loaner engine, enabling the aircraft owner to keep flying while the regular powerplant is overhauled. Even that period can be put to good use when major avionics upgrades or airframe maintenance are done at the same time. With detailed planning, control and scheduling, an engine issue need not become a major disruption to your travel opportunities.

Time, Cycles, Rotables & Recurrents

A detailed examination of logs, maintenance records, and airframe and powerplant checks are standard procedure when considering the purchase of a used aircraft. For the powerplant, that process should include an examination of internal components – particularly parts subject to high rotation speeds and higher temperatures. Every engine comes with its own upkeep instructions and periodic maintenance times. Some approved maintenance cycles include instructions

www.AVBUYER.com

Aircraft Index see Page 145

Engines 1 Feb.qxp_Finance 23/01/2017 16:16 Page 2

interest on what they have to spend on the overhaul. In between these extremes many operators pay for powerplant insurance through a program proscribed to meet their particular needs... theirs and the aircraft (see sidebar overleaf). Depending on the operator’s contract, the fees may cover only catastrophic maintenance needs or everything from preventive maintenance to overhaul or replacement. The most complete programs leave nothing uncovered in return for a flat fee per-engine-hour, assessed monthly. Those fees work similarly to insurance policies, and are based on fleet numbers, known issues and maintenance costs. As the aircraft engine ages, the per-hour fee may be adjusted over time to allow for changes in costs and fleet numbers. Programs exist to help operators with various levels of financial strength match their resources to a program suitable for their needs, and typically provide the subscriber with a single point of contact designated to act on their behalf – backed by staff experts in the hardware involved.

Dave Higdon has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he’s a renowned journalist, and an active instrument-rated pilot with more than 5,000 flight hours in everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

From Inlet to Exhaust

on replacing parts well before they can fail from fatigue. Depending on the powerplant, those replacement cycles may be hours-based, cyclebased, calendar-based or even condition-based (meaning if no flaws are detected the part can stay in service indefinitely). Modern turbine engines for business aircraft boast remarkable inspection periods, most upward of 2,000 hours, but some beyond 4,000 hours. That 2,000-hour inspection cycle covers 5.7 years of flying 350 hours a year with nothing more than routine maintenance. Oil changes, oil-level maintenance, clean heat exchangers and exceedance avoidance all contribute to long engine life at minimal maintenance costs or downtime.

Assurance of Minimum Downtime

Some operators – particularly owner/operators – put aside an overhaul reserve based on a current-time estimate of an overhaul at some future date, divided by the hours remaining before the required inspection or overhaul. Other operators simply plan to write a big check – confident that they'll have the liquid funds to cover what can be a six-figure undertaking. Some operators refinance the aircraft in question, paying Advertising Enquiries see Page 4

The fundamental components of turbine engines spend their lives in a spin. Up front the inlet fan of a high-bypass turbine engine feeds the majority of its atmospheric consumption through chambers in the engine cowl, with a smaller proportion routed into the engine core. In the core an axial compressor consisting of many stages progressively squeezes the air into ever-smaller spaces. As the compressor performs its job, the act of compression heats the squeezed air to hundreds of degrees Celsius. Because of the extremes in temperature and extreme loads of the compressor blades spinning at thousands of revolutions per minute, routine maintenance requires periodic inspection of the compressor section. For some engines, that means removal from the aircraft. For others, the inspection occurs on-wing. The compressor pushes scalding-hot air through an exit that opens into the combustion chamber – a metal can fitted with fuel nozzles that spray highpressure fuel into the air where igniters light it. The combustor, or combustion chamber, endures the heated compressed air plus the extreme heat of a blue-flame jet-fuel fire. So it's another point of inspection on a cycle basis prescribed by the manufacturer. The gases expand out of the combustion chamber through a series of nozzles, impinging on the blades of the various power turbines near the back end of the jet engine. Those turbines power the air compressor section and accessories. While turbofan engines use the hot gasses to generate jet propulsion, turboprops use the energy to drive a propeller. Between the extreme heat (upward of 1,400°C) and high rotation speed of the turbine wheels – the www.AVBUYER.com



February 2017 – AVBUYER MAGAZINE

Engines 1 Feb.qxp_Finance 23/01/2017 16:17 Page 3

FLIGHT DEPARTMENT T ENGINES

turbine blades endure a torturous existence. Again, these parts face a rigid inspection schedule, and some operate under mandatory replacement limits set by the engine maker and approved by the FAA.

Other Engine Issues...

Turbofan engines employ accessories that also experience great swings in temperatures and high-speed rotation of parts (such as oil pumps, hydraulic pumps, starters, alternators and starter/generators). Most of these are components relatively easily removed and replaced – particularly compared to the engine’s internals. Turboprop and turboshaft engines feature gearboxes that also experience high loads, temperature extremes and many rotating parts. In most turboprop engines the power turbine spinning the propeller turns the propeller shaft through a reduction gear, regardless of whether they are free or geared turbines. In helicopters the high-speed rotational power of the powerplant runs through a gearbox to drive the main rotor and antitorque mechanism, whether a tail rotor or a fan that provides air power to counter the main rotor’s torque. Both types of reduction gears carry their own routine and preventative maintenance needs, and both can be sources of maintenance issues as they age.

The Inevitability of Down Time

Even the best-maintained machine occasionally suffers from an unanticipated failure – often something simple. Alas, no

shop keeps spares for every powerplant component for every engine. And as the age of the powerplant advances, availability of spare parts can become more of a challenge. While overhaul costs have been shown to remain relatively stable up through age 15, that’s less the case for turbine aircraft aged above 20 years (and for turboprops over 25). In many cases new turboprop engines are available as replacements for original equipment engines under supplemental type certificates (STC). And, in a bit of good news, the replacement costs can come in below the expense of overhauling the originals – as well as offering significantly higher overhaul periods and

Hourly Maintenance Programs

Just as foot soldiers are advised to take great care of their feet, aircraft operators should pay particular attention to the wellbeing of their aircraft’s engines. Careful attention to powerplant maintenance protects an aircraft’s value and contributes measurably to safety. An hourly maintenance program, typically known as power-by-the-hour, offers the added advantage of removing the unpredictability of costs associated with aircraft engine upkeep. JSSI, the world’s largest independent provider of hourly cost maintenance programs for aircraft engines and airframes, for example, offers contracts tailored to a highly extensive range of airframes and powerplants. An

AVBUYER MAGAZINE – February 2017

greater fuel efficiency with lower specific fuel consumption. That makes the replacement option a win/win for many operators – and a path to reducing both maintenance and direct operating costs on older airframes. Regardless of the aircraft, it pays to remember that maintenance and overhauls are part of the experience of aircraft ownership and operation. The universal advice for avoiding most surprises and keeping maintenance costs at their lowest: Keep up with routine maintenance; don't defer unexpected needs; and have an alternative form of lift on stand-by because, inevitably, it will be needed. Plan ahead and be prepared! T

aircraft owner pays an amount of money per hour flown, which provides them with coverage for maintenance needs along with the technical expertise from a company with over 25 years’ experience in the market. Discover more at www.jetsupport.com. Some operators prefer a program provided by the powerplant’s OEM, and Rolls-Royce (among others), provides just such a solution through its CorporateCare engine management program. The concept is the same – pay a per-flight-hour amount in return for receiving complete engine management, from line-maintenance parts to full engine overhauls. Find out more at www.rollsroyce.com/civil/services/corporatecare/

www.AVBUYER.com

Aircraft Index see Page 145

Aradian May.qxp 21/09/2015 15:27 Page 1

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Engines FEB17.qxp_Finance 24/01/2017 10:33 Page 1

FLIGHT DEPARTMENT T ENGINES

Five Jet Engine Tips to Lower Maintenance Costs One common theme when managing aircraft maintenance costs is whether to spend a little more now or to pay more later, highlights John Terpstra, Jet Support Services, Inc. Following are some key tips to help lower your aircraft’s overall engine maintenance expenses.

ver the following paragraphs, we present lessons learned from real life that will help you answer questions on whether to spend a little more now or pay more later when it comes to your business aircraft’s engine maintenance.

Tip 1: Life Limited Component Replacement

Installing a Life Limited Component (LLC) with low-time remaining may seem like a great way to save out-of-pocket expense at the time of a maintenance event, but if the component has 60

AVBUYER MAGAZINE – February 2017

insufficient time or cycles remaining to get you to the next major inspection, it can quickly lead to added expense. We sometimes see operators considering a lower-cost, low-time LLC part, but it is possible their decision will mean additional downtime later, along with additional expenses related to engine removal, reinstallation and consumables. Ultimately, this could also diminish the overall value of the aircraft. Be sure to carefully calculate the time needed from the LLC to get you to the next event.

www.AVBUYER.com

Aircraft Index see Page 145

Engines FEB17.qxp_Finance 24/01/2017 10:34 Page 2

John Terpstra is Senior Director, Airframe and Engine T.A. Services for JSSI. As a licensed Airframe & Powerplant Mechanic, he began his career with JSSI in 1999. Currently, John has global responsibility for the JSSI airframe and on-wing engine team.

Tip 2: Engine Performance Issues

preservation is a crucial lesson to learn with regard to saving on maintenance expense. There are typically periods of high utilization with business aircraft - and, likewise, there will be periods of low utilization. For a myriad of reasons, your aircraft may be parked outside for extended periods of time. Too often, the need to preserve the engines during this time is overlooked. In many instances, preservation goes well beyond installing inlet and exhaust covers. Almost every engine OEM has set requirements for preserving engines, based on the expected period of inactivity and whether the engine is installed or removed from the aircraft during that time. These may include:

Tip 3: Engine Preservation

• •

Trend monitoring provides valuable insight into the overall engine condition. Monitoring these trend data can reveal shifts in performance that are indicative of potential issues. Although most shifts are subtle, due to the expected degradation of the hot section of an engine over time, some changes point to a serious problem. Don’t wait until later. Investigating the condition at an early stage could result in saving hot section components from further damage. Failing to address issues with the combustion chamber, turbine nozzle or turbine blades (for example) over time could result in an expensive, unscheduled shop visit, or much higher than average costs at the next scheduled shop visit. My JSSI colleagues have all addressed this recommendation in past articles, but engine Advertising Enquiries see Page 4

Monthly to bi-monthly engine runs; Disconnecting electrical power to the engines; www.AVBUYER.com

“In many instances, preservation goes well beyond installing inlet and exhaust covers.”

 February 2017 – AVBUYER MAGAZINE

Engines FEB17.qxp_Finance 24/01/2017 10:39 Page 3

FLIGHT DEPARTMENT T ENGINES

“...you may have access to certain components that are repairable now but would require more costly replacement down the road...”

• • •

Full preservation of the fuel system; Routine oil samples; and Occasionally dry-motoring the engine.

The above requirements are not only limited to aircraft parked on a ramp, however. Many engines stored in a controlled environment still require some form of preservation. It is therefore important to discuss the need for this process with any facility where you plan to leave your aircraft for an extended period. Regardless of the method and how involved it is, the consequences of not following the OEM’s guidelines can be very costly in the longer-term. Depending on the length of inactivity, a full engine teardown could be required to return the engine to service (at a minimum cost of $100,000).

Tip 4: Unscheduled Event = Opportunity for Scheduled Inspection

Many business jet operators miss the excellent opportunity to accomplish a scheduled event while the engine is disassembled for an unscheduled repair… If you are in the unfortunate situation of needing to access an internal engine component outside of one of your regular scheduled shop 62

AVBUYER MAGAZINE – February 2017

visits, it will be in your best interests to inquire about the additional costs to complete the signoff for the next major inspection. You could be pleasantly surprised; in some instances the additional costs are minimal. By performing the inspection now, you will not incur the extra expense for the same access just a short time later, thereby turning your misfortune into opportunity. There’s an additional silver lining of savings here too: you may have access to certain components that are repairable now but would require more costly replacement down the road with continued engine operation.

Tip 5: Auxiliary Power Unit

Replacing the Auxiliary Power Unit’s fuel nozzle(s) and ignitor(s) - even when the requirement is only to inspect and replace when necessary - could save you expense and unexpected downtime later. Operators have seen increased reliability by implementing this maintenance action. In particular, they lower their risk of damaged hot section components related to poor fuel nozzle spray patterns, which lead to streaking and hot spots. They also avoid unscheduled downtime related to a faulty ignitor.

www.AVBUYER.com

Aircraft Index see Page 145

Engines FEB17.qxp_Finance 24/01/2017 10:40 Page 4

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With certain APUs, the cost to replace ignitors and fuel nozzles at each routine inspection, regardless of condition, could range from $10,000-$20,000 over a period of 1,000+ operating hours. It is better to spend this amount than be faced with a $150,000– $200,000 repair later due to hot section damage that could have been avoided. Though this approach would be considered elective maintenance and not a guaranteed means of eliminating performance issues, it’s certainly justifiable given the potential cost avoidance.

Bonus Tip: Don’t Skip the Pre-Purchase Inspection

It is hard to address the issue of maintenance costs and not mention how critical a PrePurchase Inspection (PPI) is when acquiring an aircraft or engine. As part of your due diligence, it is highly recommended that you include a PPI performed by a service facility with which you are comfortable. In addition, hiring an experienced individual who will look out for your best interests is never a bad thing. From a technical standpoint, no pre-purchase is complete without a thorough review of the logbooks. The value of an engine varies greatly Advertising Enquiries see Page 4

depending on Service Bulletin and Airworthiness Directive compliance as well as inspection status and time remaining on LLCs, There is no better way to assess the overall condition of an engine than through a borescope inspection. If damage is found, either the seller or their hull insurance (depending on damage type) should be responsible for the costs to remedy. Alternatively, this can be negotiated into the purchase price. By accomplishing these two items—logbook review and borescope inspection—you will come away with a good understanding of the overall status and condition of the engine and have a much better feel for anticipated costs going forward.

In Summary

The above lessons point to taking a proactive approach to managing your jet engine’s maintenance costs. It is worth spending a little more now rather than taking the risk of paying much more later! More information from www.jetsupport.com T

www.AVBUYER.com

February 2017 – AVBUYER MAGAZINE

Strong alone. Successful together. It is not our strengths as individuals that make Mesinger Jet Sales successful. Rather, it’s our process of working together—to utilize everyone's strengths as a team—that make us uniquely capable of delivering successful transactions for every client, every time. Call us to learn more about our process for success.

With decades of experience and deep knowledge of the industry, Jay truly understands how to get the deal done.

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Engines 3 Feb.qxp_Finance 23/01/2017 16:26 Page 1

FLIGHT DEPARTMENT T ENGINES

Buying a Jet? What to Know About the Engines Top Five Engine Items to Understand When Purchasing an Aircraft With many variables including engine OEM, engine programs, parts obsolescence, maintenance history and more, doing your research ahead of time can help you avoid costly mistakes when entering an aircraft transaction, says Mike Saathoff. What are some items that can make you a smarter buyer? hroughout the lifetime of an aircraft, the engines will probably be the most expensive item to maintain. Unfortunately, there is no simple one-size-fits-all solution to apply to every make and model of engine. Fully understanding your variables and knowing the right questions to ask your service center are critical considerations when selecting the best aircraft for your mission. Following are five key areas to focus onâ&#x20AC;Ś

T 66

AVBUYER MAGAZINE â&#x20AC;&#x201C; February 2017

1. Engine Times & Cycles

The value of an engine depends upon the cost of complying with inspection and overhaul requirements, the time or cycles remaining before such requirements must be met, and the cost of components. In reviewing the engines of an aircraft you plan to purchase, make sure the seller has the current and up-to-date times and cycles of each engine, including the APUs (if applicable). These data are primarily tracked and documented in a flight log. Make sure all cycle-limited components are tracked. Numerous items inside a turbine engine are tracked independently and have different cyclelimited replacement or overhaul requirements. Someone on your team who is familiar with logbook research, or a knowledgeable consultant with similar skills, can determine if engine times and cycles are accurate. Such expertise will avoid costly mistakes. It is essential to check whether the aircraft

www.AVBUYER.com

Aircraft Index see Page 145

Engines 3 Feb.qxp_Finance 23/01/2017 16:26 Page 2

engines are up-to-date on service bulletins (and if not, why not), to check for inconsistencies in engine times, and to evaluate recurring issues.

with your engine representative or the program representative. When reviewing the agreement, ask the following questions:

2. Enrolment in a Program?

• • • •

There are many engine programs in the industry, including JSSI (Jet Support Services, Inc); RollsRoyce CoroprateCare; Honeywell MSP (Maintenance Service Plan); Pratt & Whitney ESP (Eagle Service Plan); Williams TAP (Total Assurance Program); and more. With each program there will be many variables and options. Some programs are highly customizable for the customer, and could vary from covering a portion of the major events, to covering every possible expense the engine might incur. When purchasing an aircraft that is enrolled on an engine program, don’t assume total coverage make sure you fully understand what is and what is not covered. Ask for a copy of the current engine maintenance agreement, and review this agreement Advertising Enquiries see Page 4

• • •

Is the existing contract transferable? What are my monthly costs? What items are completely covered? What items will I be responsible for at small and large engine events? Does the program cover normal inspections and discrepancies? Do I have to use a particular service provider to complete the service, or Are there advantages to using certain providers?

3. Maintenance History & Cost

One item that some owners overlook is the engine maintenance history. The primary question should be whether they have been maintained by a reputable facility that carefully follows maintenance guidelines? www.AVBUYER.com



Mike Saathoff has over 20 years of experience in corporate aircraft maintenance. He has held several service technician and quality control positions with Elliott Aviation and currently serves as the Director of Sales Operations & Engine and Accessory Sales. He has an Airframe and Powerplant and Inspection Authorization license with the FAA.

February 2017 – AVBUYER MAGAZINE

Engines 3 Feb.qxp_Finance 23/01/2017 16:28 Page 3

FLIGHT DEPARTMENT T ENGINES

Like many other items, much of this information can be obtained with thorough logbook research. Most aircraft are consistently serviced by the same facility. Check whether that facility has a good track record for the type of aircraft you’re purchasing. In order to establish any upcoming maintenance costs on the engines, you should be able to use all of the information gathered from the logbook research and supply that to your preferred maintenance provider, who should be able to provide you with an estimate of the upcoming maintenance costs on your engines, based on your estimated utilization. Aircraft owners need to understand where the engine is within its current lifecycle, and what upcoming events are coming up. You can then discuss any potential expenses with your planned maintenance provider or the agency providing the Pre-Purchase Inspection.

4. Location & Operation

The primary location of the aircraft during its prior operation can have a major impact on engine life and cost. Have the aircraft’s engines been operated in an extremely sandy environment, a corrosive (i.e. coastal salt air) environment, or in an area with significant pollution? Have they been exposed to the elements for a significant amount of time? These factors make a difference on the internal condition of the engine. Even more significant is if the engine has been run through a complete cycle recently and on a consistent basis (for long enough to get them to the appropriate operating temperatures to meet the engines’ needs). Does oil sufficiently coat all internal components requiring it, and have all areas been heated to remove the contaminants? Many times this is tracked in the engine or flight log. Each engine will have its own particular requirements for calendar limit between cycles – so consult the engine OEM’s manuals. Trend monitoring is often used to understand how an engine has been operated. Many of the current generation of avionics systems have digital trend

AVBUYER MAGAZINE – February 2017

monitoring that will track relevant parameters through all engine operations. Additionally, there are many aftermarket or manual-tracking methods that can be used.

5. Understanding the Value of Installed Engines

“Each engine will have its own particular requirements for calendar limit between cycles – so consult the engine OEM’s manuals.”

The items presented in this article impact the value of an aircraft’s engines, thus they greatly influence a buy or sell transaction. An additional factor is how and where engine maintenance was performed. Was it completed “on-wing” or “off-wing”, was the facility factoryauthorized, and what is its reputation? Have the engines been modified? If so, do those modifications have an effect on the engine or airframe warranty? Aftermarket parts, facilities used to maintain the engine, and parts obsolescence all influence the value of the engine and the cost of repairs. An independent ASA Accredited aircraft appraiser is a valuable resource in determining engine value. ASA Accredited appraisers deal with valuing aircraft every day and are the most knowledgeable professionals in the industry.

Gaining Full Understanding

Fully understanding aircraft engines during a transaction can be difficult and time-consuming. However, working with an experienced maintenance provider and broker dealer to explain all the parameters will make a significant difference in your comfort level when making a decision. Ultimately, you have to make the decision that will be best for you. Do your research, talk to reputable shops and talk to other operators. Never feel pressured into a transaction without fully understanding all of your available options. Weigh the pros and cons and when you come to a conclusion, you will know that you made the right call! T More information from www.elliottaviation.com

www.AVBUYER.com

Aircraft Index see Page 145

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Maintenance Feb17.qxp_Finance 23/01/2017 15:58 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

How to Get the Best from Your Jet Maintenance

Would You Argue with a Part Replacement?

Aviation Director Andre Fodor concludes his discussion on ways to improve the service level of jet maintenance to meet the expectations of corporate aviators and managers…

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 currently the Vice President of Aviation for Johnsonville Sausage.

he Hippocratic Oath leaves no doubt of a doctor’s prime directive: Do no harm. When in doubt, cause no hurt. Like medicine, aviation requires highly-skilled professionals with advanced skills and years of specialization—and a physician’s approach to helping patients. Naturally, we want the most experienced technicians to work on our airplanes; those able to swiftly get to the root cause of our pesky maintenance issues. It’s a fact that technology, accumulated experiences and software-driven analysis have

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

changed troubleshooting. Located at the OEM’s headquarters often are teams that focus on fielding calls and dispensing guidance to get airplanes back aloft and into revenue mode. Surely that’s a move in the right direction, but it’s a move that can also have adverse effects since troubleshooting and investigation is taken away from the on-site technician and may be replaced by aggressive parts-swapping.

Too Great Expectations?

Several years ago, I took delivery of a brand new large cabin jet and negotiated an all-inclusive parts



Aircraft Index see Page 145

Horizon Air Group February.qxp_Layout 1 23/01/2017 16:13 Page 1

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FLIGHT DEPARTMENT T MAINTENANCE

and labor program. Knowing that a new airplane would have the maintenance challenges covered, I felt confident that there was a vast network of experienced technicians and service centers able to help us manage and correct our discrepancies. As anticipated, issues cropped up. It was something of a letdown, however, to note how quickly orders for expensive parts were placed to be delivered by the fastest (and expensive) courier services. I could visualize dollar signs flying away from our wallet, and I quickly became unhappy with this approach. Clearly my expectations and the OEM’s were not aligned. I expected that with years working on a specific aircraft type, experienced technicians would grab their tool boxes, arrive on the scene and troubleshoot our airplane. Instead, parts-swapping seemed to take precedence. Why, you might ask, should I care if the fix came under warranty and all parts and labor charges were covered? Well, neither the warranty nor the maintenance contracts guaranteed that a faulty part would be replaced with a new part. We risked ending up with a high-time, refurbished part installed on our brand new business jet. Adding insult to injury, due to the parts-swapping merry-go-round, once we had installed the same serial number part that had been exchanged during an earlier maintenance event. It found its way back on our aircraft because the tear down report accompanying the part stated ‘no fault found’. In essence, although the parts don't cost anything, we wanted to prevent our airplane from becoming a ‘Frankenstein’s Monster’ of exchanged parts, adding reams of paperwork to the aircraft’s logbook and lowering the residual value. 72

AVBUYER MAGAZINE – February 2017

Don’t Be Afraid to Disagree

In another instance, we once had a fuel pump that faulted randomly on a wide-cabin jet. At sixty eight thousand dollars (and eight hours of labor), replacing it should have been the last option following exhaustive troubleshooting efforts. Alas, it was the very first thing proposed. Disagreeing, I requested that more time be taken to investigate and find the root of the problem. My request paid off. A bare wire was found that, when exposed to different temperatures, grounded and failed the system. A few minutes of wire splicing remedied a pesky issue, simultaneously saving the OEM serious money. I have been asked why I’m such a stickler for having technicians troubleshoot before exchanging parts. My answer is highlighted above. From a dollars and cents perspective, fixing in lieu of replacing saves everyone big money while maintaining the integrity of the airplane.

Consider This…

If the fixed cost Parts and Labor Programs can’t be profitable, the only solution available is for the OEM or provider of the service contract to raise their price, which will impact each of our own bottom lines. Just as applicable, warranty work performed to fix manufacturing flaws will raise costs and cause the parts pool to dwindle. If doctors follow the Hippocratic Oath as a guideline to their actions, why should we not apply the same principles to our aircraft maintenance? I am all for technological enhancements and the development of tools that optimize and reduce maintenance hurdles. That approach is positive. But we should also balance those tools with our natural talents and our years of hands-on experience. T

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Aircraft Index see Page 145

ACQUIRE WITH CONFIDENCE. 2000 Falcon 2000 S/N: 0085

2004 Global Express S/N: 9124

2010 Gulfstream G550 S/N: 5265

2007 Gulfstream G450 S/N: 4063

2001 Gulfstream IVSP S/N: 1450

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When you make a purchase with us, you’re getting much more: – Comprehensive unscheduled maintenance package with JSSI providing coverage for 6 months or up to 150 flight hours, whichever occurs first - Coverage includes airframe, avionics and engine if applicable - 24/7 Worldwide Technical Support – Professional Aviation Training from FlightSafety - Initial Pilot Training Program - Initial Maintenance Training Program – Vetted and well-maintained fleet – Complimentary purchasing and financing services upon request

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1/18/17 2:24 PM

Safety Jan17.qxp_Finance 23/01/2017 15:34 Page 1

FLIGHT DEPARTMENT T SAFETY

Keys to Improving Aviation Safety Management (Part 3)

Effective Organization of Safety Reporting Mario Pierobon concludes his three-part series on qualifications of Safety Managers within corporate flight departments, discussing how to achieve the desired improvements… reviously, we highlighted how the duties of Safety Managers often are assigned to someone who already holds another position with the Flight Department, when best practices dictate that safety management is not an add-on, but a function requiring full commitment. We asserted that many Safety Managers have the unrealized potential to make significant contributions to the aviation activities of his or her employer, and that such potential should be developed. In this concluding article, we consider how to implement a program that ensures Safety Managers are proficient and effective, and that they achieve specific targets in their pursuit of aviation safety. For the Safety Manager to develop and for the

P 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

AVBUYER MAGAZINE – February 2017

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organization to learn from his/her expertise, the flight department must be supportive. Various stakeholders need to contribute to the Safety Management System (SMS). It is only with stakeholder input, processed by the Safety Manager, that safety knowledge can be produced to the benefit of the wider organization. In corporate flight departments three main barriers can prevent implementation of effective safety management: • • •

Insufficient supply of safety information from the line environment; Restrictive filtering of safety information before it is sent to the Safety Manager; and Minimal commitment of line-managers to the department’s Safety Management System. Aircraft Index see Page 145

Safety Jan17.qxp_Finance 23/01/2017 15:34 Page 2

Safety Information Supply

Line employees must supply safety information (e.g. safety reports) to the Safety Manager for the purpose of identifying trends that might reveal safety issues. Among the reasons flight department personnel may not supply this information in the first place is that they do not see a benefit from doing so. Perhaps the hazard reporting system is seen as unnecessary bureaucracy, or no response is perceived from management as reports are filed. In order to avoid safety reporting becoming perfunctory and an unnecessary burden, the procedure for reporting should be as simple as possible and the reporting form should leave room for reporters to add their ideas in relation to the issues they perceive. It is important that contributors to safety reports understand that their perspective is valued by the organization. Procedures should be put in place for acknowledging each safety report and communicating any corrective action taken as a consequence of each report.

Filtering of Safety Information

In organizations lacking a mature SMS it can be common practice for line employees to submit a safety report to their senior officer (flight operations manager or maintenance manager) before it reaches the Safety Manager. Significant opportunity for improvement in safety performance is thus lost. Imagine if a safety event occurs because of factors related to the performance of management.

If a safety report is filtered through the heads of functional areas, unfortunately it is commonplace that all the background information associated with organizational factors is lost in the analysis of the event. Thus, safety reports should be submitted directly to the Safety Manager. As a relatively independent party, he or she is in a more suitable position to assess the event and its causal factors.

Commitment of Line-Managers

In small organizations there is a widespread belief that safety is the responsibility of the safety office only and that the commitment of the line managers to the department’s SMS is only reactive (e.g., inputs are provided only when requested by the Safety Manager). Management should instead be proactive with regard to its contribution to the department’s SMS and should be asking the Safety Manager or the safety office to facilitate safety risk assessments of the operations they oversee. Emphasis must be on continuous improvement and professional excellence.

In Conclusion

The qualification criteria for the Safety Manager, together with the development of an organizational structure that allows the Safety Manager to fully realize his/her expertise potential, can bring shape to a flight department’s SMS, thereby providing the opportunity for real learning and continuous improvement. T

“Thus, safety reports should be submitted directly to the Safety Manager.”

Advertising Enquiries see Page 4

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February 2017 - AVBUYER MAGAZINE

Jeteffect 8 x2 aircraft February.qxp 23/01/2017 16:18 Page 1

Gulfstream G650 • S/N 6166

Gulfstream GIVSP • S/N 1446

Challenger 604 • S/N 5549

Hawker 800XP • S/N 258585

Learjet 31A • S/N 124

Citation X • S/N 11

Los Angeles Palm Beach Dallas Atlanta Virginia Beach email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • www.jeteffect.com

Jeteffect 8 x2 aircraft February.qxp 23/01/2017 16:18 Page 2

Citation Sovereign+ • S/N 528

Citation XLS • S/N 5623

Citation CJ2 • S/N 62

Citation CJ1 • S/N 420

King Air 350i • S/N FL-1005

Socata TBM-700B • S/N 220

Los Angeles Palm Beach Dallas Atlanta Virginia Beach email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • www.jeteffect.com

Values Intro.qxp_Finance 24/01/2017 10:12 Page 1

FLIGHT DEPARTMENT RETAIL PRICE GUIDE

Medium Jets:

Just the Right Fit for Many Operators... 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 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.

AVBUYER MAGAZINE – February 2017

Medium Jet Price Guide The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1997 through Winter 2016. Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Cessna Citation XLS+ values reported in the Winter 2016 edition of Bluebook shows $6.8 million for a 2011 model, $6.5 million for a 2010 model and so forth. Aircraft are listed alphabetically. Note: We have included 30 aircraft models in the following Medium Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 82.

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 Aircraft Index see Page 145

SCA February.qxp_Layout 1 23/01/2017 16:22 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2006 Global 5000 • s/n 9204

2004 Gulfstream G550 • s/n 5019

3200TT • Engines on RRCC • Batch-3 Upgrades • TCAS 7.1 HUD & EVS • Increased MTOW, Extended Range Modification

5948TT • Engines on RRCC • APU on MSP 12C Inspection c/w by Gulfstream • SAV

2006 Gulfstream G200 • s/n 130

1997 Gulfstream GIVSP • s/n 1313 • N100DF

Only 2,500 TT • ESP Gold / MSP Autothrottles • Delivered on N Reg

10,000 TT • RRCC • MSP • Fresh GAC ARCS and 24 month • HUD • TCAS 7.1

2014 Citation Mustang • s/n 0448 • N448WT

2008 Lear 60XR • s/n 343 • N343EC

96 TT • Fresh Cessna GSO PPI, Import and 12/24 month inspections • Engines on PA+ • NDH

1580 TT • Engines on ESP Gold • Recent A-B-C-D Inspections • NDH

2008 Citation Mustang 510 • s/n 0131 • N510TX

2006 King Air 350 • s/n FL-470 • N479SC

1200 TT • NDH • One Owner Since New • Synthetic Vision - ChartView • Can be Delivered on PA+

2700 TT • Engines on 100% JSSI Premium • Raisebeck Lockers • Recent Phases 1/2/3/4 • FDR • Dual FMS • TCAS II w / 7

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

1120 NW 51st Court Ft. Lauderdale, FL 33309 USA

19545 Greentree Way, Suite A Cornelius, NC 28031 USA

AV Copacabana 177-Alphaville 06453-041-São Paulo-Brazil

Conway House - Cranfield MK43 0FQ - United Kingdom

Tel: +1 (954) 377-0320 Fax: +1 (954) 377-0300

Tel: +1 (704) 990-7090 Fax: +1 (704) 990-7094

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Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

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Retail Values.qxp_RPG 24/01/2017 10:15 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Medium Jets Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

15.5

14.250

13.250

12.250

11.250

10.750

9.5

9.0

4.9

4.7

4.0

3.0

2.8

MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

3.7

3.3

BOMBARDIER LEARJET 60SE

2.8

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

5.5

5.0

4.6

4.2

3.9

BOMBARDIER LEARJET 45

3.1

BOMBARDIER LEARJET 40XR

4.2

3.8

3.3

2.9

2.7

BOMBARDIER LEARJET 40

CESSNA CITATION X+ 750

3.7

2.5 2.050

23.482

17.0

14.0

CESSNA CITATION X 750

11.5

10.5

9.7

8.5

7.5

6.8

11.0

10.0

9.0

8.0

7.5

7.0

6.5

7.7

7.2

6.8

6.5

6.2

6.0

5.4

5.2

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

16.338

14.5

CESSNA CITATION SOVEREIGN+680

18.093

14.0

13.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.990

10.0

8.5

12.5

CESSNA CITATION XLS 560

4.8

CESSNA CITATION EXCEL 560

DASSAULT FALCON 2000

8.8

DASSAULT FALCON 50EX

6.2

GULFSTREAM G280

24.5

18.0

17.0

16.0

15.0 8.0

7.4

6.5

5.9

5.3

15.7

9.8

9.0

8.5

7.6

6.8

6.2

6.0

5.6

5.1

HAWKER 4000

5.1

4.8

4.5

4.2

4.0

HAWKER 900XP

6.7

6.2

5.7

5.2

4.7

3.9

3.6

3.3

3.0

GULFSTREAM G200 GULFSTREAM G150 GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 850XP PRO LINE

3.3

HAWKER 800XP/I PRO LINE HAWKER 800XP HAWKER 750

4.3

3.8

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

AVBUYER MAGAZINE â&#x20AC;&#x201C; February 2017

www.AVBUYER.com

Aircraft Index see Page 145

Retail Values.qxp_RPG 24/01/2017 10:15 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Winter 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

8.5

8.0

7.5

7.0

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

2.5

2.4

2.3

BOMBARDIER LEARJET 60SE 2.2

3.3

3.0

2.9

2.7

2.8

2.5

2.3

2.1

2.2

1.750

1.850

1.650

2.1

2.0

1.9

1.8

1.7

1.6

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.9

1.8

1.7

1.6

1.5

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.550

BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+750 6.1

5.7

5.3

4.9

4.6

4.3

4.0

3.8

3.4

3.2

2.250

2.150

2.050

1.950

CESSNA CITATION X 750 CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A CESSNA CITATION SOVEREIGN+680

6.0

5.5

5.0

CESSNA CITATION SOVEREIGN 680

4.6

4.4

4.2

CESSNA CITATION XLS 560

CESSNA CITATION XLS+ 560

3.4

3.2

3.0

2.8

2.6

2.4

2.2

CESSNA CITATION EXCEL 560

8.3

7.8

7.3

6.2

5.7

5.4

4.9

4.3

3.9

3.6

DASSAULT FALCON 2000

6.0

5.8

5.6

5.2

4.7

4.2

3.8

3.6

3.3

3.0

DASSAULT FALCON 50EX

GULFSTREAM G280 4.9

4.7

4.4

3.9

3.7

3.5

3.3

3.0

GULFSTREAM G200

4.6 3.5

GULFSTREAM G150 3.2

3.0

2.8

2.6

2.3 2.3

GULFSTREAM G100 2.0

1.9

1.8

1.7

GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000 HAWKER 900XP 2.9

HAWKER 850XP PRO LINE 2.5

HAWKER 800XP PRO LINE 2.4

2.3

2.2

2.1

2.0

1.9

1.8

1.7

HAWKER 800XP HAWKER 750

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 4

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February 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

ACSpecs Intro.qxp_AC Specs Intronov06 24/01/2017 14:25 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Medium Jets

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Medium Jets – appears opposite, to be followed by Light Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs. VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that

AVBUYER MAGAZINE – February 2017

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door. BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.). CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.). Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification. • Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies. • Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS). • Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. • Maximum Payload is the maximum zero fuel weight minus the basic operating weight. Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum www.AVBUYER.com

•

VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown.



Aircraft Index see Page 145

BEE CHC RAF T HA WKE R 80 0XP i BEE CHC RAF T HA WKE R 80 0XP R BEE CHC RAF T HA WKE R 85 0XP BEE CHC RAF T HA WKE R 90 0XP BEE CHC RAF T HA WKE R 40 00 LEA RJET 40

BEE CHC RAF T HA WKE R 75 0 BEE CHC RAF T HA WKE R 80 0XP

AircraftPer&Spec Feb17.qxp_PerfspecDecember06 24/01/2017 10:22 Page 1

$2,372.01

$2,424.02

$2,413.66

$2,075.48

$2,418.90

$2,178.04

$2,773.69

$1,835.65

5.75

4.92

CABIN HEIGHT FT.

6.46

5.12

CABIN WIDTH FT.

21.3

17.67

CABIN LENGTH FT.

551

746

369

CABIN VOLUME CU.FT.

4.3

4.8

DOOR HEIGHT FT.

2.25

2.5

DOOR WIDTH FT.

114

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

27000

28000

39500

20350

MTOW LBS

23350

33500

19200

MLW LBS

16250

16500

16330

16500

23700

13718

B.O.W. W/CREW LBS

8500

10000

14600

5375

USEABLE FUEL LBS

2200

1750

1620

1790

1620

1400

1507

PAYLOAD WITH FULL FUEL LBS

2200

2050

1950

2120

1950

2300

2282

MAX. PAYLOAD LBS

2050

2470

2733

2525

2733

3100

1573

RANGE - SEATS FULL N.M.

2200

2620

2929

2710

2929

3283

1707

MAX. RANGE N.M. (4 PAX)

4647

5200

5260

5640

5258

5321

4000

BALANCED FIELD LENGTH FT.

3803

3805

3810

3805

4373

4033

LANDING DIST. (FACTORED) FT.

3500

3415

2820

R.O.C. - ALL ENGINES FT PER MIN

530

470

570

470

570

880

710

R.O.C. - ONE ENGINE OUT FT PER MIN

447

449

452

489

465

MAX. CRUISE SPEED KTAS

430

470

436

NORMAL CRUISE SPEED KTAS

402

447

428

L/RANGE CRUISE SPEED KTAS

TFE 731-5BR

TFE 731-50R

TFE 731-5BR

TFE 731-50R

PW308A

TFE 731-20AR

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

Advertising Enquiries see Page 4

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February 2017 – AVBUYER MAGAZINE

AircraftPer&Spec Feb17.qxp_PerfspecDecember06 24/01/2017 10:28 Page 2

CHA LLEN GER 350

BOM BAR DIER

CHA LLEN GER 300 BOM BAR DIER

LEA RJET 75 BOM BAR DIER

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R BOM BAR DIER

BOM BAR DIER

LEA RJET 60

LEA RJET 45X R BOM BAR DIER

LEA RJET 45 BOM BAR DIER

BOM BAR DIER

LEA RJET 40X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,804.52

$1,886.05

$1,871.68

$2,039.34

$1,952.46

$1,725.40

$1,783.19

$2,487.98

$2,537.24

CABIN HEIGHT FT.

4.92

5.71

4.92

6.08

CABIN WIDTH FT.

5.12

5.92

5.12

7.17

CABIN LENGTH FT.

17.67

19.75

17.67

19.75

23.7

CABIN VOLUME CU.FT.

369

415

447

369

415

930

1002

DOOR HEIGHT FT.

4.8

5.3

4.8

6.22

DOOR WIDTH FT.

2.5

BAGGAGE VOL. INT. CU.FT.

106

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

21000

20500

21500

23500

21500

38850

40600

MLW LBS

19200

19500

19200

33750

34150

B.O.W. W/CREW LBS

13949

13890

14125

14772

14896

13715

13890

23850

24800

USEABLE FUEL LBS

6062

7910

6062

14045

14150

PAYLOAD WITH FULL FUEL LBS

1239

798

1563

1068

944

1973

1798

1105

1800

MAX. PAYLOAD LBS

2051

2110

1875

2228

2104

2285

2110

3350

3400

RANGE - SEATS FULL N.M.

1778

1423

1685

2186

2044

1849

1805

3065

3200

MAX. RANGE N.M. (4 PAX)

1960

1968

1937

2418

2398

2000

1998

3340

3600

BALANCED FIELD LENGTH FT.

4250

4400

4550

5920

4353

4425

4950

4836

LANDING DIST. (FACTORED) FT.

4060

4063

4105

5208

5317

3917

3951

3850

R.O.C. - ALL ENGINES FT PER MIN

2820

2800

2630

4500

4240

R.O.C. - ONE ENGINE OUT FT PER MIN

394

590

589

714

718

474

MAX. CRUISE SPEED KTAS

465

470

NORMAL CRUISE SPEED KTAS

436

459

L/RANGE CRUISE SPEED KTAS

432

416

432

423

432

459

PW305A

HTF 7000

HTF 7350

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20BR TFE 731-20AR TFE 731-20BR

TFE 731-40BR TFE 731-40BR

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Aircraft Index see Page 145

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AircraftPer&Spec Feb17.qxp_PerfspecDecember06 24/01/2017 10:28 Page 3

CES SNA CITA TION SOV ERE IGN CES SNA CITA TION SOV ERE IGN + CES SNA CITA TION X

CES SNA CITA TION LATI TUD E

CES SNA CITA TION VII

CES SNA CITA TION XLS +

CES SNA CITA TION XLS

CES SNA CITA TION EXC EL

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,909.71

$1,860.36

$1,819.38

$2,699.99

$2,274.64

$2,226.68

$2,126.06

$3,238.80

CABIN HEIGHT FT.

5.7

CABIN WIDTH FT.

5.5

6.42

5.5

CABIN LENGTH FT.

18.5

18.4

28.08

25.25

23.92

CABIN VOLUME CU.FT.

422

587

571

585

538

DOOR HEIGHT FT.

4.54

4.5

5.42

4.58

4.5

DOOR WIDTH FT.

2.58

2.5

2.1

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

100

CREW #

SEATS - EXECUTIVE #

MTOW LBS

20000

20200

23000

30800

30300

30755

36100

MLW LBS

18700

20000

27575

27100

27575

31800

B.O.W. W/CREW LBS

12500

12800

14250

18656

18150

18510

22025

USEABLE FUEL LBS

6740

7330

11394

11223

11390

12931

PAYLOAD WITH FULL FUEL LBS

960

860

1620

1000

1177

1125

1444

MAX. PAYLOAD LBS

2500

2300

2250

2544

2650

2490

2375

RANGE - SEATS FULL N.M.

1449

1539

1528

1693

2455

2620

2773

2890

MAX. RANGE N.M. (4 PAX)

1839

1989

1976

1824

2870

3010

3163

3125

BALANCED FIELD LENGTH FT.

4100

3940

3910

5100

3760

3750

3260

5250

LANDING DIST. (FACTORED) FT.

4917

4738

4500

3597

3867

3725

4693

R.O.C. - ALL ENGINES FT PER MIN

3790

3500

4315

3800

4016

3650

R.O.C. - ONE ENGINE OUT FT PER MIN

699

800

510

1145

1237

1120

MAX. CRUISE SPEED KTAS

433

440

452

429

459

525

NORMAL CRUISE SPEED KTAS

433

440

452

429

459

525

L/RANGE CRUISE SPEED KTAS

373

417

372

388

470

PW545A

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

AE 3007C1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Aircraft Index see Page 145



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AircraftPer&Spec Feb17.qxp_PerfspecDecember06 24/01/2017 10:29 Page 4

G28 0

G20 0

G15 0

$2,261.77

$2,052.31

$1,909.64

$2,571.06

$2,542.04

$2,037.64

CABIN HEIGHT FT.

5.7

6.2

5.6

5.75

6.25

5.6

CABIN WIDTH FT.

5.5

7.7

6.83

4.75

5.75

7.2

4.75

CABIN LENGTH FT.

25.2

31.2

17.1

17.7

24.5

32.25

17.1

CABIN VOLUME CU.FT.

593

1028

705

304

521

869

888

304

DOOR HEIGHT FT.

4.5

5.64

5.42

4.3

4.33

4.3

DOOR WIDTH FT.

2.1

2.63

2.4

2.08

2.1

2.75

2.08

BAGGAGE VOL. INT. CU.FT.

134

BAGGAGE VOL. EXT. CU.FT.

150

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

36600

35800

35274

24650

26100

35450

39600

24650

MLW LBS

32000

33000

32518

20700

21700

30000

32700

20700

B.O.W. W/CREW LBS

22464

22750

22928

14365

15100

19950

24150

13400

USEABLE FUEL LBS

12931

12155

10851

9365

10300

15000

14600

9345

PAYLOAD WITH FULL FUEL LBS

1505

1095

1627

920

850

650

1000

2055

MAX. PAYLOAD LBS

2514

5910

2976

2635

2400

4050

3600

RANGE - SEATS FULL N.M.

3229

2841

2521

2550

2760

3130

3590

2330

MAX. RANGE N.M. (4 PAX)

3380

3130

2640

2910

3130

3530

3690

2780

BALANCED FIELD LENGTH FT.

5242

5100

3825

6000

5030

6991

5160

6400

LANDING DIST. (FACTORED) FT.

4702

4333

3472

4362

4050

4352

5083

4362

R.O.C. - ALL ENGINES FT PER MIN

3650

3730

3866

3400

3340

3700

5000

3700

R.O.C. - ONE ENGINE OUT FT PER MIN

1120

377

996

493

606

395

844

1010

MAX. CRUISE SPEED KTAS

527

475

470

474

470

482

460

NORMAL CRUISE SPEED KTAS

527

459

470

448

L/RANGE CRUISE SPEED KTAS

470

430

438

430

459

414

AE 3007C2

CFE 738-1-1B

HTF7500E

TFE 731-40R

TFE 731-40AR

PW306A

HTF 7250G

TFE 731-3C

ENGINES # ENGINE MODEL

IAI A STR A SP

$3,294.92

GUL FSTR EAM

$3,276.05

VARIABLE COST PER HOUR $

GUL FSTR EAM

G10 0 GUL FSTR EAM

EMB RAE R LE GAC Y 45 0

DAS SAU LT F ALC ON 200 0

CES SNA CITA TION X+

FLIGHT DEPARTMENT T SPECIFICATIONS

AVBUYER MAGAZINE â&#x20AC;&#x201C; February 2017

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Aircraft Index see Page 145

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AirCompAnalysis Feb17.qxp_ACAn 24/01/2017 11:21 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Dassault Falcon 2000 vs Gulfstream G200 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a pair of popular used mid-size business 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 feature. Contact Mike via mike@avbuyer.com

jets for the purpose of valuing the Dassault Falcon 2000.

ver the following paragraphs, we’ll analyse the performance of the Dassault Falcon 2000 and Gulfstream G200 to see how they compare in the market. We’ll consider productivity parameters (payload, range, speed and cabin size), and give consideration to their current market values. Dassault introduced the Falcon 2000 as the Falcon X in 1989. First flight came in 1993, certification was awarded in 1994, and in 1995 the Falcon 2000 entered service.

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

The Dassault Falcon 2000 offers transcontinental range, featuring a large stand-up cabin, two superefficient CFE738-1-1B engines and a Collins Pro Line 4 integrated avionics suite. Today, there are 187 wholly-owned Falcon 2000 aircraft in service. An additional 35 are fractionallyowned, and eight are under shared-ownership, giving a total fleet of 230 in operation worldwide. Twenty-three units (or 10% of the Falcon 2000 fleet) are leased, according to JETNET data. By continent, North America is home to the largest percentage (74%) of Falcon Aircraft Index see Page 145

AirCompAnalysis Feb17.qxp_ACAn 24/01/2017 11:22 Page 2

HOW MANY EXECUTIVE

SEATS?

DASSAULT Falcon 2000

(Manufactured between 1995 - 2007)

$8.8 Million (2007 Model)

vs.

GULFSTREAM G200

(Manufactured between 1999 - 2011)

$5.3 Million (2007 Model)

WHICH OF THESE MIDSIZED JETS WILL COME OUT ON TOP HOW MUCH

5,100

RUNWAY

DO I NEED?

6,991

(Balanced field length, ft) 0

HOW FAR

1000

2000

(Nautical Miles. 4 Pax)

CRUISING SPEED? 430 430

4,050 1000

2000

3000

4000

HOW MANY

OPERATION?

EACH MONTH?

246

(Knots) 5,910

NEW/USED SOLD

2 (13%)

7000

LONG RANGE

(Lbs)

HOW MANY

230

6000

CAN WE TAKE?

3,530

UNITS IN

5000

WHAT’S THE

3,130

500 1000 1500 2000 2500 3000 3500 4000

4000

HOW MUCH

PAYLOAD

CAN WE GO?

3000

5000

6000

100

200

300

400

500

WHAT’S THE

COST PER MILE?

7 (14.6%)

12-Month Average Figure (% = Global Fleet For Sale)

$5.79 $4.30

Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

www.AVBUYER.com

(Direct operating costs based on 1,000nm mission carrying 800lbs payload) February 2017 – AVBUYER MAGAZINE

 91

AirCompAnalysis Feb17.qxp_ACAn 26/01/2017 13:52 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range Dassault Falcon 2000 Gulfstream G200

35,800 35,450

12,155 15,000

258

Max Fuel (lb)

MTOW (lb)

250

Fuel Usage (GPH)

5,910

4,050

Max Payload (lb)

1,095

650

Avail Payload w/Max Fuel (lb)

3,130

3,530

Max Fuel Range (nm)

Source: Conklin & de Decker, ACC – Aircraft Cost Calculator; B&CA May 2016 Purchase Planning Handbook and Aug. 2016 Operations Planning Guide.

Chart A - Cabin Cross-Sections Dassault Falcon 2000

Gulfstream G200

1,411

2,371

Max P/L w/Avail fuel IFR Range (nm)

2000s, followed by Europe (13%) and Asia (8%) accounting for a combined total of 95% of the fleet. Meanwhile, 13% of the fleet is currently listed ‘For Sale’, with 82% of those under an exclusive broker agreement. The average days on the market before a Falcon 2000 sells is currently 206 days.

Payload & Range

The data contained in Table A (left) are published in the B&CA, May 2016 issue but also sourced from Conklin & de Decker. As we have mentioned previously, a potential operator should focus on payload capability as a key factor. The Falcon 2000 ‘Available Payload with Maximum Fuel’ (1,095 lbs) is significantly more than that offered by the G200 (650 lbs). Table A also shows the fuel usage of each aircraft (sourced from Aircraft Cost Calculator). There is a small difference of eight gallons per hour (3%) between the fuel usage of the Falcon 2000 (258 GPH) and the Gulfstream G200 (250 GPH).

Cabin Cross-Sections

Source: UPCAST JETBOOK

According to Conklin & de Decker, the Falcon 2000 cabin volume is 1,028 cubic feet, with 31.2 ft. cabin length. The Gulfstream G200 has less cabin volume (869 cu. ft.) and shorter length at 24.5 ft. Chart A (center, left), courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison and shows the Falcon 2000 has more width (7.7 ft. vs 7.2 ft.), but fractionally less height (6.2 ft. vs 6.25 ft.). Note, however, that the Falcon 2000 achieves its height with a flat floor cabin design.

Chart B - Range Comparison

Range Comparison

Dassault Falcon 2000 Gulfstream G200 92

AVBUYER MAGAZINE – February 2017

Chart B (left), using Little Rock, Arkansas as the origin point, shows that the Falcon 2000 offers less range coverage than the Gulfstream G200, per data from Aircraft Cost Calculator (ACC). Nevertheless, both business jets cover all of North America, Central America, and some of South America from Little Rock.

2769.98 Nm 3051.75 Nm www.AVBUYER.com

Aircraft Index see Page 145

AirCompAnalysis Feb17.qxp_ACAn 26/01/2017 13:52 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart C - Cost Per Mile*

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200 nm alternate. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

$0.00

$2.00

$4.00

US $ per nautical mile

As noted above, the Falcon 2000 is powered by two CFE738-1-1B engines, each offering 5,918 lbst. The Gulfstream G200, by contrast, is powered by two Pratt & Whitney PW306A engines with 6,040 lbst each. Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (top, right) details ‘Cost per Mile’ and compares the Falcon 2000 to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800 lbs (four passengers) payload. The Gulfstream G200 shows the lowest cost per nautical mile at $4.30 compared to $5.79 for the Falcon 2000. That’s a difference of 35% in favor of the Gulfstream G200.

$6.00 *1,000 nm Mission costs, 800lbs Payload

Chart D – Variable Cost

$2,482

Falcon 2000 $1,796

Gulfstream G200 $500

$1,000

$1,500

$2,000

$2,500

US $ per hour

Table B - Aircraft Comparisons

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (Center, right) is defined as Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Falcon 2000 computes at $2,482 per hour, which is greater than the Gulfstream G200 at $1,796 per hour.

Dassault Falcon 2000 Gulfstream G200

430

Long Range Cruise Speed

Aircraft Comparisons

Advertising Enquiries see Page 4

$4.30

Gulfstream G200

Cost Per Mile

Table B (right) contains the used prices from Vref Pricing Guide for each aircraft. The average speed,

$5.79

Falcon 2000



1,028

869

Cabin Volume Cu Ft

1,411

2,371

Max P/L w/available Fuel IFR Range nm

$7.6

$5.55

Used Vref Price $US Mil 2006

230

246

In Operation

13%

14.6%

% For Sale

Average Pre-owned Sold*

*Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref

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February 2017 – AVBUYER MAGAZINE

AirCompAnalysis Feb17.qxp_ACAn 24/01/2017 16:41 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule MACRS SCHEDULE FOR PART 91 Year Deduction

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction Source: NBAA

Table D - MACRS Depreciation Schedule

Asking Prices & Quantity

2006 Dassault Falcon 2000 - PRIVATE (PART 91) Full Retail Price - Million

$7.600

Year

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$1.5

2.4

1.5

0.9

0.4

Depreciation Value ($M)

$6.1

3.6

2.2

1.3

0.4

Cum. Depreciation ($M)

$1.5

4.0

5.4

6.3

7.2

7.6

Full Retail Price - Million

$7.600

Rate (%)

2006 Dassault Falcon 2000 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$1.09

1.86

1.33

0.95

0.68

0.34

Depreciation Value ($M)

$6.51

4.65

3.32

2.37

1.70

1.02

0.34

0.00

Cum. Depreciation ($M)

$1.1

2.9

4.3

5.2

5.9

6.6

7.3

7.6

Rate (%)

MACRS over a period of five years or by using ADS with a sixyear 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 a given year. Table D (bottom, left) depicts an example of using the MACRS schedule for a 2006-model Dassault Falcon 2000 business jet in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a used retail price of $7.6m, per Vref Pricing guide.

Source: Vref

The current used jet market for the Falcon 2000 shows a total of 30 aircraft ‘For Sale’ with fifteen displaying an asking price ranging from $3.495m to $5.995m. We also reviewed the used Gulfstream G200 market, which currently displays asking prices ranging from $2.995m to $5.9m. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variation in price. Of course, the final negotiated price remains to be established between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. As mentioned, the Falcon 2000 has 13% of its fleet currently ‘For Sale’ while the Gulfstream G200 fleet stands at 14.6% ‘For Sale’. The average number of pre-owned transactions (sold) per month for the Falcon 2000 is two units compared to seven for Gulfstream G200s.

Depreciation Schedule

Aircraft that are owned and operated by businesses are

AVBUYER MAGAZINE – February 2017

often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, top). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period.

In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under

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The points in Chart E (right) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (as it is here) as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long-range cruise speed flown to achieve that range; 3. The cabin volume available for passengers & amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Aircraft Index see Page 145

AirCompAnalysis Feb17.qxp_ACAn 24/01/2017 11:29 Page 6

Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Falcon 2000 displays a high level of productivity. The Falcon 2000 shows a higher retail price, but greater productivity compared to the Gulfstream G200. The Gulfstream G200 has an advantage in terms of operating cost and longer range, but the Falcon 2000 offers a larger cabin volume and a greater payload with full fuel capability. Used Falcon 2000s show good full retail sale transactions averaging two units per month, and it is still a popular model within the fractional ownership sector. Operators should evaluate their mission requirements precisely when picking which option is the best for them.

Summary

Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance and time to climb that might factor in a buying decision. Those operators in the market should find the preceding comparison useful. Our expectations are that the Falcon 2000 will continue to do well on the used jet sales market for the foreseeable future. T Advertising Enquiries see Page 4

$1960

Chart E - Productivity Comparison

$12.0

Price (Millions)

$1510

$9.0

2006 G200

$6.0

2006 Falcon 2000

$3.0 $0.0 0.000

0.500

1.000

1.500

2.000

2.500

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

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Casestudy Feb17.qxp_Layout 1 24/01/2017 14:49 Page 1

BOARDROOM T CASE STUDY

High-Flyers’ Interview An Insider’s View on the Russian BizAv Market Malta may be a tranquil place from which to launch an aviation company,

but it’s a strategic bridging point between Europe, Africa, Russia and the US for Emperor Aviation. Rani Singh discusses the Russian market with Emperor Aviation’s Founder & Owner, Irakli Litanishvili... fter graduating from University in 2005, Irakli Litanishvili began working in Business Aviation unintentionally. Whilst job-hunting, one of three offers that came to him was from a friend providing an opportunity to work for a charter brokerage company. Since accepting that challenge he hasn’t looked back, working as Representative of Ocean Sky Company in Russia & CIS before building his own Business Aviation charter operation. Today, Emperor Aviation offers aircraft management and charter, fuel and handling services.

A Rani Singh writes about aviation. A sought after Journalist and author she also reports on news, foreign affairs, politics and business with the world’s largest news organization.

AVBUYER MAGAZINE – February 2017

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“I found partners, and we built our own concept to attract aircraft owners seeking a management solution,” he recalls. “Due to the worldwide economic crisis, 2008 was a challenging year. Aircraft owners were paying careful attention to their costs, seeking ways to obtain more competitive management packages. “It was in 2013 that my team and I decided to set up our own management company – Emperor Aviation – which now forms part of the Aim of Emperor group of companies. The most important values for us were to instill trust and responsibility in our aircraft owners for the assets we manage.”  Aircraft Index see Page 145

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IRAKLI LITANISHVILI, EMPEROR’S FOUNDER & OWNER

At the time, the Maltese government was providing incentives to attract Business Aviation companies to the island. “We were fortunate to have a very capable and dedicated team, resulting in us receiving our AOC.” The team spent four months working on all the regulatory paperwork to ensure that their AOC was achieved.

“However, we can already see some positive indicators in the development of the Business Aviation market there.”

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The Russian Market

According to Litanishvili, the Russian Business Aviation market is undergoing a recovery at present. “Our data show that the number of charter flights increased slightly during 2016. The most active months for charter were January, May, June, July and September due mostly to traditional holiday periods and key regional business events, including the St. Petersburg and Vladivostok Economic Forums. “In terms of charter passenger preferences, we see no difference in demand for Russian- or European-owned business jets. Most of the Russianowned aircraft are registered in Europe or with popular offshore registries and are operated fully in accordance with international aviation rules for safety and maintenance. “So usually a charter passenger will pay the most attention to the year of manufacture and price when selecting a jet to fly,” Litanishvili elaborates. “Of course, there are cases when a passenger has to charter only a Russian-registered aircraft, such as when taking a local (internal) flight from Moscow to Sochi. “Business Aviation is the most mobile and effective tool for business needs worldwide,” he continues. “Our aircraft owners use their jets to address business issues in Russia, CIS, Europe, USA and Middle East.” But in his experience, the charter market isn’t all

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business, with the jets in his fleet also deployed for leisure purposes. “The most popular routes among the Russian clientele are France (mainly Nice), Switzerland, Great Britain and Italy,” Litanishvili notes. Within the regions Emperor Aviation operates, he has found categorically that people prefer to utilize long range and heavy jets. “Our fleet consists only of long range jets. Currently, we operate seven business jets and are awaiting three new long range jets to join our fleet soon.”

Outlook for 2017

Litanishvili notes that a region’s Business Aviation market is strongly dependent on the economic situation within that region. “In the case of the Russian economy, it is difficult to make any predictions about future development,” he offers. “However, we can already see some positive indicators in the development of the Business Aviation market there. “Firstly, the charter market is recovering from the 2014 political crisis. Some positive activities began to show at the end of 2015 through the beginning of 2016, and we hope that this positivity will continue into 2017.” Meanwhile, Litanishvili notes that some Russian jet owners are upgrading their aircraft with newer models, including upgrading the Gulfstream G550 to the G650 and the Bombardier Global 5000 to the Global 6000 (for example). Taking into consideration all the above, as well as the development of some sectors of the Russian economy (including oil, agriculture, real estate and banking) Litanishvili ventures a prediction. “I am confident that the Russian Business Aviation market will show a 5-7% growth in 2017,” he asserted with a smile. T Aircraft Index see Page 145

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BOARDROOM T OWNERSHIP

How Should Management Assess Their Flight Department? A Series Overview (Part 1)

David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

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To be successful, businesses must make efficient use of resources in the effective pursuit of corporate goals. David Wyndham offers an approach that management can use to examine the core issues of Flight Department safety, efficiency and effectiveness. ow does the Board or the Aviation Manager know when the Flight Department is operating safely, is being effective in supporting the needs of the company, and is efficient in the use of its allocated funds? In the months following this introduction, AvBuyer will address how top management can assess the success of its Flight Department.

AVBUYER MAGAZINE – February 2017

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Safety

We examine the overarching goal of Business Aviation—providing safe transportation. Achieving safety, however, is challenging. There are rarely simple questions with Yes/No answers. There are degrees of safety. Just as your business has risk management practices when evaluating new opportunities or products, Business Aviation also requires risk management. Deciding whether a flight can depart or should be cancelled can sometimes be a very gray decision. But being safe has no gray areas—safety must never be a roll of the dice. Formalized risk management practices must be employed. Training is the cornerstone of Business Aviation safety. Not only does each nation’s regulatory authority require training, so does your insurer. Similar to requirements for other professions such as accountants, lawyers and physicians, flight crews Aircraft Index see Page 145

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BOARDROOM T OWNERSHIP

as well as maintenance personnel must receive initial and recurrent training to practice their trade. Best practices recommend recurrent training in 6 to 12 month cycles. Flight Attendants, Schedulers and Dispatchers also need training. How does management know what level of training is appropriate and when proficiency has been achieved? A Flight Department’s Safety Management System (SMS) and Standard Operating Procedures (SOPs) should be verified or audited by an independent and knowledgeable third party. A corporation’s senior management, preferably at the CEO level, must embrace the concept of safety. Best practices dictate that a Flight Department’s SMS and SOPs include a statement from top management clearly supporting the flight crew’s authority to implement documented safety procedures. Does your aviation department have senior leadership’s “signed” buy-in on what your aviation department safety policies are? It should.

Effectiveness

The following month we address the effectiveness of the company’s Flight Department. Before you can measure effectiveness, however, there must be Executive and Team alignment with respect to the corporation’s goals. Does the use of the company aircraft support those goals? How often does the Flight Department Leadership meet or interact with the Executive Leadership to stay informed about current and future business opportunities? Is there understanding and trust among all relevant parties?

Efficiency

This series will address how efficiently the firm’s resources of people, capital and time are applied to implement Business Aviation. What are suitable metrics for value creation, performance and costs of the Flight Department? We explore defining and agreeing on assumptions. What is success for a firm’s use of Business Aviation? A Flight Department structured to provide only executive transport will have different measures of success than a corporate shuttle or an aviation activity only used for emergency or standby operations. In the words of business guru Peter Drucker, “that which is measured improves”. What is measured receives attention. The wrong measurements will divert focus from the important areas that impact success. Metrics need to be relevant, measurable and relatively simple to collect. But they must also be valid. Only a valid metric can be used as a predictor of performance. Efficiency involves costs. Since the Flight Department is a business unit that typically

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“Does the use of the company aircraft support those goals?”

consumes funds rather than directly generates revenue, how do you know if the company’s business aircraft are being operated efficiently? While the Flight Department Manager collects operating and cost data, what metrics are most meaningful to the Executive Team at Corporate headquarters? The concluding article in this series identifies the metrics that should be available to assess the successful use of Business Aviation assets. Relative to the entire corporation, the Flight Department is small. But the dollars invested can be significant, and when properly utilized the impact can be significant—far greater than the use of similar amounts of capital, personnel and time spent on other corporate endeavors. AvBuyer addresses what numbers should be available to Flight Department managers when making their case for Business Aviation. Our four part series, beginning with this overview, provides management with a framework for assuring that the corporation’s use of Business Aviation is safe, efficient and effective, beginning next month with the specifics of safety…T

Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership

www.AVBUYER.com

Aircraft Index see Page 145

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What You Should Know About Avionics Appraisals: Understanding the True Value of a Retrofit or Upgrade on a Jet

Jeremy Cox draws on his experiences as an aircraft auditor to highlight how the devil is most definitely in the detail when it comes to appraising avionics systems… he Equipment List located in the Aircraft Flight Manual (AFM) often is incorrect because it has not been updated to reflect removed and/or retrofitted equipment and system components. Such has been my experience when called upon to audit aircraft for appraisal or resale. It is probable that avionics systems and component changes documented on FAA Form 337s are also found in the AFM to support the Supplements at the back of the manual. Sometimes component changes can be found in superseded

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Weight and Balance Reports in the same AFM. My ‘go-to’ and most important source of avionics equipment ‘make and model’ data, however, is the airframe log books. The only reliable way to find everything is to sort ‘page-by-page’ through every log, carefully jotting down when installed equipment is listed in an entry. It is important to work from Back-to-Front (i.e. start by reading the ‘Latest-and-Greatest’ entries and work back from there). If you perform your audit from Front-to-Back you will be constantly scratching through noted equipment that was

www.AVBUYER.com

Aircraft Index see Page 145

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subsequently replaced by a newer system or component. I am a great advocate for Computerized Aircraft Maintenance Programs (CAMP) used to track the status of an aircraft. However, as with anything that requires human data input, the adage “garbage in; garbage out” is key. Therefore, I avoid collating my equipment data from any tracking program reports that are provided to me.

A History of Mandated Upgrades

The avionics system changes and upgrades viewed through the log books usually read as though I was reading a regulatory mandate calendar. It’s usual to see a mid-1980s to mid-1990s aircraft have a Traffic Collision Avoidance System (TCAS) installed as an aftermarket item. As TCAS progressed into today’s Airborne Collision Avoidance System (ACAS-II), I see these same TCAS systems getting upgraded to meet the hybrid surveillance requirements that will become law on 1/1/2020 through ADS-B Out. Next came Satellite Communications Systems as Advertising Enquiries see Page 4

well as Ground-based Airborne Telephone Communications Systems. It also became possible to receive broadcast television while in-flight. Many of the Satellite-driven systems had immense pricetags for those that wanted to enjoy this new technology at the time. With the new millennium came the requirement for Terrain Awareness Warning Systems (TAWS), which were mandated for 3/29/2001 and required existing systems to be interfaced with a GPS system to ensure position accuracy. All transatlantic-capable aircraft as well as Europe-based aircraft then had to have their Communications Transceivers upgraded to extended frequency ranges, commonly known as ‘8.33 kHz spacing’. Onboard VHF Navigation Receivers also had to receive an internal modification making them immune to non-aviation FM broadcast signals; a modification commonly known as ‘FM Immunity’. As the skies of the world became crammed with more aircraft and the safety risk of keeping the aircraft that travelled the most crowded routes separated, next came the need for increased accuracy of on-board Air Data Systems and Altimeters to comply with the performance requirements of Reduced Vertical Separation Minima (RVSM), which was introduced system-wide in the US on 1/20/2005. Today, the hot avionics change items include Electronic Flight Instrumentation Systems (EFIS), Cathode Ray Tube (CRT) replacements with Liquid Crystal Displays (LCDs), Future Air Navigation System (FANS), ADS-B and In-Flight Internet Connectivity, via a Wi-Fi Router.

Specific Airplane Avionics Appraisal

Above, we touched upon the fact that often a significant modification or upgrade to avionics equipment is poorly annotated in the aircraft records, and the system status can only be confirmed by either a model number or part number. If you miss any of these variables during your audit, the resulting ‘error in value’ will amount to tens-, if not hundreds-of-thousands of dollars. As an aircraft broker, I always advise clients that they will recover 50-80% of the cost of an avionics upgrade if the outlay makes the aircraft more attractive to buyers and improves its market position, with the intent of making theirs the next aircraft to sell. Yet, as an appraiser, I must make the following statements regarding avionics upgrades: www.AVBUYER.com

Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com

“ ...the resulting ‘error in value’ will amount to tens-, if not hundreds-ofthousands of dollars.”

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February 2017 – AVBUYER MAGAZINE

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Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences. If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

•

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Avionics systems and individual equipment pieces (especially if they are highly desired and/or considered to be necessary, like Controller Pilot Data Link Communications (CPDLC), ADS-B, High-Speed Internet driven Wi-Fi, etc.) could add 100% of their total cost to the appraised value of the aircraft. It is important to understand that, in the case of compliance equipment, this value increase shall be driven down to ‘zero’ as soon as the mandated deadline has been passed; Avionics are no different than any other piece of equipment. They will be depreciated over time, both by accountants and by the values determined naturally by the resale market driven by demand and availability; Aircraft Bluebook provides an avionics value depreciation chart listing the percentage of new values corresponding to equipment age (from 60% of new list price after one year, down to 30% after five); Avionics values quoted by the price/value guides, unless specified, always provide the ‘new – retail, uninstalled’ price for each system or component; New aircraft order/options price lists provide the best insight leading to more accurate base values that can be used in an appraisal; Aftermarket installation quotations are

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•

important in establishing base values, but there are always installation compatibility issues specific to each aircraft that are extremely hard to translate against another aircraft being appraised. The whole point of an appraisal is to provide both an accurate and credible value for the authorized recipient of the report; The appraisal process that does not evaluate and assign individual values to systems and components is not reliably accurate; there are very few ‘standard equipment’ aircraft in existence; If an aircraft is parted-out and sold piece-bypiece, the prices realized on ‘serviceable-as-removed’ avionics gear will literally be ‘pennies on the dollar’, worse than any numbers quoted by a depreciation chart, unless there is a strong demand due to a lack of availability in the marketplace.

The bottom-line ‘gotcha’ with avionics appraisal, therefore, is that all provided documentation must be minutely examined to guarantee that the actual equipment installed is what is appraised and valued. Appraising an outdated system that was removed years previously is indeed an example of unprofessional, shoddy appraisal work that is (in my opinion) unforgiveable. T Aircraft Index see Page 145

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- Charles E. Reeves, Chief Pilot Qualcomm Flight Department

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BOARDROOM T BUYING & SELLING

International Used Jet Transactions: What Role Do Common Business Practices and Local Behaviors Play? Are you considering the purchase of a used jet from abroad in 2017? Jet Tolbert offers a few tips on international etiquette that could tilt a ‘go’ or a ‘no go’ buying decision in your favor… Jet Tolbert is president of Florida-based American Aircraft Sales where he oversees all aspects of aircraft sales and acquisitions, marketing, business development and market research. He has been working in the industry since joining the family business at the age of 17, and is also an instrument-rated pilot.

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ith demand for used aircraft mostly coming from the United States at present, buyers continue to include within their aircraft searches jets ‘For Sale’ that are based outside the US. The following paragraphs are designed to help US buyers increase their bargaining power and international sellers harness the current US-based demand. A successful international transaction requires the buyer to have a clear understanding of the technicalities of importing an aircraft. Unfamiliar costs should be considered and calculated prior to contract negotiation, and the appropriate contractual mechanism should be built into the closing/import process. Correctly managed, such homework can be accomplished easily.

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In reality, though, owing to cultural differences and/or a lack of familiarity with regulations, an unwitting buyer can be sucked into a black hole of convoluted negotiation ambiguity—a fate that can burn time and money (and the opportunity to purchase another aircraft). From the selling perspective, it is vital for international sellers to send the right message by understanding the market demand coming from the US and showing a willingness to adjust their pricing expectation. As an example, the time and expense of international travel as well as the process of switching an aircraft from EASA to FAA jurisdiction can be considerable for the buyer. Therefore, a savvy seller will appreciate the buyer’s perspective and integrate planned ‘concessions’ into the negotiation  to help sell the aircraft more quickly. Aircraft Index see Page 145

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BOARDROOM T BUYING & SELLING

Depreciation Aware

“ Often, however, the respective parties to a transaction fail to consider the cultural differences, misreading the signals being sent from the other side.”

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Obviously achieving the right price needs a balanced approach by buyer and seller. But sellers have to be keenly aware of the cost of owning the aircraft for a longer period as a delay to the sale occurs, and truly understand the impact of depreciation. It is not uncommon to find an international seller holding out for ‘just a little longer’, passing on an offer deemed too low only to sell their jet for dramatically less further down the line. We are aware of an aircraft that was not sold a year ago because the seller rejected a solid offer that was 13% higher than today’s ask price. When combined with the other costs of ownership during that period, the seller’s loss is probably closer to 20%. This example is a clear case of a seller suffering as a result of eschewing trusted guidance to make the right decision at the right time.

International Etiquette

Most obstacles to international aircraft sales are surmountable. Often, however, the respective parties to a transaction fail to consider the cultural differences, misreading the signals being sent from the other side of the negotiating table before and during closing. The US buyer needs a clear signal regarding when they have a partner who is serious in their commitment to sell the aircraft and close the deal. Detecting that sign can be very difficult if the buyer is unfamiliar with local business practices. Misreading of cultural cues and etiquette, one party can easily gain a false expectation or understanding of the other side. Whether in client consultation meetings or crossborder negotiations between buyer and seller, such miscommunication can lead to unnecessary waste of time and money at best, and a missed opportunity at worst.

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While it is ideal for all parties within the transaction to adopt a direct manner, culturally some sellers will be perceived as ‘hiding’ information and motives. This may be expected practice within the seller’s culture, and US buyers need to be clear on these customs to avoid misunderstandings and loss of trust during the transaction. That said, there are extreme cases in which an aircraft and its equipment may be deliberately misrepresented, or a company is hiding its involvement in pending litigation. A buyer must be discerning to tell the difference. Ultimately, the seller as well as the broker will likely have advisors within their own region. Between them they will be able to read into the motives of the seller early in negotiations.

In Summary

The best way to move forward with an international transaction is to partner with a broker representative who can demonstrate deep industry knowledge in multiple regions and has a long history of success in transactions around the world. Familiarity with technical aspects of trans-border transactions is required, along with strong industry connections that will reinforce a deal structure and offer insight into understanding ‘cultural norms’. In today’s used jet sales market, the best value may come from an aircraft under international ownership. This is an exciting time in our industry, and we expect international sellers to continue to drive the market on the supply side for the time being. As demand and aircraft values strengthen in the domestic US market, those international opportunities will become increasingly alluring – and all participants could benefit. An understanding of international business etiquette becomes crucial to make sure you’re proceeding down the right path, with the right seller, and not wasting time and missing a good opportunity elsewhere. T Aircraft Index see Page 145

Join European business leaders, government officials, manufacturers, flight department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2017). Visit the website to learn more and register today.

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COMMUNITY NEWS T REVIEW

OEM Bites

Gulfstream Celebrates Milestones

G600 Flight Testing/G650ER Record Flights

Airbus Corporate Jets has won another commitment for an ACJ320neo, adding to the seven orders already won by the ACJ320neo Family. Capitalizing on new-generation engines and Sharklets at the wingtips, plus other improvements, the ACJ320neo Family delivers a 16% fuel saving and corresponding range increase. www.airbus.com AIRBUS

G600 FIRST FLIGHT

Dassault handed over the first Falcon 8X to a Gulf customer recently. The delivery of a Falcon 8X to a regional operator so soon after entry into service “says a lot about the important role the Middle East is expected to play in the success of our new flagship,” highlighted Renaud Cloatre, Dassault’s International Sales Director for the Middle East Region. www.dassaultfalcon.com

DASSAULT

Having celebrated first flight of the G600, Gulfstream Aerospace has inducted two additional G600 test aircraft into its flight test center as testing begins in earnest during 2017… aunching the G600’s flighttest program is a milestone for Gulfstream and its customers, who have guided the vision for this aircraft from the beginning, says Mark Burns, president, Gulfstream. “We look forward to delivering this aircraft in 2018.” The G600 will travel 6,200nm at Mach 0.85 and 4,800nm at Mach 0.90, and has a maximum operating speed of Mach 0.925 (the same maximum speed as the flagship Gulfstream G650ER). And speaking of the G650ER, Gulfstream announced its flagship aircraft has claimed two more city-pair records, highlighting its superior performance and the company’s commitment to providing customers with high-speed travel options.

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The G650ER took off from Ohio’s John Glenn Columbus International Airport and landed at Shanghai’s Pudong International Airport 14 hours and 35 minutes later, covering 6,750nm at an average cruise speed of Mach 0.85. Following that flight, the aircraft flew 6,143nm from Taipei Taoyuan International Airport to Arizona’s Scottsdale Airport, cruising at Mach 0.90 the entire trip. The total flight time was just 10 hours and 57 minutes. Pending approval by the US National Aeronautic Association, the records will be sent to the Fédération Aéronautique Internationale in Switzerland for recognition as world records. More from www.gulfstream.com www.AVBUYER.com

Embraer delivered 117 executive jets in 2016, including 73 light and 44 large executive jets. These numbers are aligned with the estimates reported to the market throughout the year (70 to 80 light executive jets and 35 to 45 large executive jets). As of December 31, 2016 Embraer’s order backlog totalled US$19.6bn. www.embraerexecutivejets.com EMBRAER

 Aircraft Index see Page 145

IAG February.qxp 25/01/2017 12:37 Page 1

Gulfstream IV-SP Serial Number: Registration: Airframe TT: Landings:

1457 N305CF 4907.4 2030

Elegant 16 Passenger Interior • Aft Galley • Rolls-Royce Corporate Care • Honeywell Avionics Protection Plan (HAPP) • Currently Operated FAR 135 • Interior Refurbishment / New Paint 2010 • No Known Damage History • Two Experienced Gulfstream Operators Since New • Pristine Pedigree, Maintenance and Records

Dassault Falcon 2000EX EASy FOR LEASE ONLY Serial Number: Airframe TT: Landings:

064 2581.4 908

Low Time; One US Owner Since New • Airworthiness / In-Service 2005 • Engines - ESP Gold • Avionics - Honeywell HAPP • Fresh 2C Inspection / Landing Gear Overhaul • Beautiful Interior and Paint

Managing Partners Cass Anderson and Jeff Habib +1 212 888 7979 info@iagjets.com www.iagjets.com

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COMMUNITY NEWS T REVIEW

OEM Bites Embraer delivered two Phenom 300s recently to Colorful Yunnan General Aviation Co., Ltd., a newly established executive jet customer based in Yunnan province, Southwest China, representing the first time Embraer has delivered one of its US-made executive jets to a Chinese customer. www.embraerexecutivejets.com

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2017 Models Daher has announced that its 2017 TBM 900 will come with Garmin’s G1000NXi (Next Generation) upgraded avionics suite… armin rolled out the NXi with “significant performance enhancements” and “additional capabilities”. Among the additional capabilities the NXi will bring to the TBM 900 is two-way cockpit connectivity, Nicolas Chabbert, Senior Vice President, Daher's airplane business unit elaborates. The TBM 850 was introduced in 2008 equipped with the original G1000 suite, as was the TBM 900 when it was introduced in 2014. Daher continues to offer buyers a

choice between the TBM 900 and the TBM 930, the latter of which is equipped with the touchscreen Garmin G3000 panel. According to Daher, two-thirds of the 54 TBM 900/930s delivered in 2016 were 930s. Of the aircraft delivered last year, 41 went to customers in North America; four to the UK; two to France; and one each to Germany, Italy, Poland and Switzerland. Two TBMs went to Mexico and one more was delivered in Thailand.

SyberJet Aircraft announced the ramping up of its wire harness shop in Cedar City, Utah to manufacture wire harnesses for the SyberVision flight test aircraft, High Intensity Radiated Fields (HIRF) laboratory testing, and subsequent production aircraft. With over sixty wire harnesses completed and shipped and another forty-five in process, work continues to support additional test and production needs. In total, more than eight miles of wire harnesses interface with the upgraded Honeywell avionics suite in SyberJet’s forthcoming SJ30i model. www.syberjet.com SYBERJET

More from www.daher.com

BizAv Events 2017 NBAA: Schedulers & Dispatchers Feb 7 - 10, Fort Worth, TX, USA www.nbaa.org

AEA International Convention Mar 13 - 16, New Orleans, LA, USA www.aea.net

Aero Friedrichschafen Apr 5 - 8, Friedrichschafen, Ger www.aeroexpo.com

NBAA: Maintenance Management Conf May 2 – 4, W.Palm Beach, FL, USA www.nbaa.org

NBAA: Leadership Conference Feb 14 – 16, Miami, FL, USA www.nbaa.org

NBAA: International Operators Conf Mar 13 – 16, Las Vegas, NV www.nbaa.org

ABACE 2017 Apr 11 – 13, Shanghai, China www.abace.aero

Business Aviation Safety Summit May 4 - 5, Phoenix, AZ, USA www.flightsafety.org

Australian Int’l Airshow Feb 28 – Mar 5, Geelong, Australia www.airshow.com.au

NAFA Conference Mar 21 - 24, Fort Lauderdale, Fl, USA www.nafa.aero

Rotorcraft Asia Apr 18 - 20, Singapore www.experiaevents.com

The Elite London May 11 - 13, Biggin Hill, UK www.theeliteevents.com

HAI HELI-EXPO 2017 Mar 6 - 9, Dallas, TX, USA www.heliexpo.rotor.org

NBAA Regional Forum Mar 23, Fort Worth, TX, USA www.nbaa.org

NARA Annual Spring Meeting Apr 26 - 28, Miami FL, USA www.naraaircraft.com

EBACE: (European Bus. Av. Convention) May 22 – 24, Geneva, Switzerland www.nbaa.org/www.ebace.aero

European Corporate Aviation Summit Mar 8, London, UK www.aeropodium.com

Sun’n’Fun Int’l Fly-In Expo Apr 4 - 9, Lakeland, FL, USA www.sun-n-fun.org

AOPA Regional Fly-In Apr 28 – 29, Camarillo, CA, USA www.aopa.org

HeliRussia May 25 - 27, Moscow, Russia www.helirussia.ru

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www.AVBUYER.com

Aircraft Index see Page 145

Donath Aircraft Sales February.qxp_Empyrean 24/01/2017 11:59 Page 1

S H O W C A S E

2008 Challenger 605 Serial Number: Registration: Airframe TT: Landings:

5729 N540BA 6114.4 3571

• One U.S. Fortune 50 owner since new! • Recent 96-month inspection • No known damage history • Airframe enrolled in Smart Parts Plus • APU enrolled in MSP • WiFi – GoGoBiz and Swift Broadband • Inmarsat w/ Safety Services capability • ADS-B Out • RAAS • 3rd IRS • 3rd VHF Comm • Datalink w/ Inmarsat Satcom and VHF Comm interface • 3D Flight Plan Map and Long Range Cruise • XM Graphical Weather • Rockwell Collins Ascend Aircraft Information Manager • TOSE Upgrade Engines Maintained On Condition General Electric CF34-3B S/N: #1 Engine 950613. #2 Engine 950612 Engine #1: 6114.4 hours / 3579 cycles Engine #2: 6114.4 hours / 3583 cycles APU Enrolled in Honeywell MSP Honeywell GTCP 36-150 Serial Number P-174

Hours Since New 4971.9 Avionics EFIS: Collins ProLine 21w/ 4 Adaptive Flight Displays FMS: Dual Collins FMC-6000 w/ V-Speed Database Control Display Unit: Dual Collins CDU-6200 GPS: Dual Collins GPS 4000A IRS: Triple Honeywell Laseref V Air Data Computer: Dual Collins ADC-850E ISIS: Thales Integrated Stand By Instrument System Radio Altimeter: Dual Collins ALT-4000 Airphone: Aircell Axxess Iridium Satcom: Honeywell HSD-440 w/ Inmarsat SwiftBroadband HSD (cabin) and Safety Services (cockpit) VHF Comm: Triple Collins VHF-4000 w/ 8.33 Spacing Interior (Original. New carpet Nov. 2014) Configuration Ten passengers seating plus jump seat certified for take-off/ landing - Forward: Four-place club arrangement - Aft: Four-place divan opposite a two-place club arrangement Forward galley equipped with Enflight oven, TIA microwave, and Endura auto-fill coffee maker Aft lavatory and aft baggage compartment Exterior 2011. Base: Pearl Grey Stripes: Aristo Blue and Deep Red

Donath Aircraft Services Contact: Jim Donath

Advertising Enquiries see Page 4

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Tel: +1 773 935 9871 Email: jimdonath@donathaircraft.com www.DonathAircraft.com

February 2017 – AVBUYER MAGAZINE

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GULFSTREAM 550 YEAR: 2013

SERIAL NUMBER 5395

C A PA C I T Y: 1 3 PA X

AIRFRAME HOURS: 1583

AIRFRAME CYCLES: 451

HIGHLIGHTS • • • • • •

Elite interior option Immaculate interior Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell’s Service Plan Certified for commercial operations under EU-OPS1

Compliant with the new airspace regulations: • •

TCAS 7.1 (ASC 103) - ADSB OUT (ASC 105) Enhanced Navigation including CPDLC/FANS 1A (ASC 084)

MAJOR PRICE REDUCTION: USD $33.75M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 1

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

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13.01.2017 15:09:16

GULFSTREAM 550 | SERIAL NUMBER 5078 YEAR: 2006

C A PA C I T Y: 1 8 PA X

AIRFRAME HOURS: 5661

AIRFRAME CYCLES: 1347

HIGHLIGHTS •

Engines enrolled on RRCC

•

Certified: EASA EU OPS 1, RVSM, MNPS, PRNAV, BRNAV, Cat II, FANS1-A CPDLC Compliance

•

Inspection 9C completed and released - March 2015

•

Interior in a perfect condition

•

Very meticulous owner

•

Average of 2 passengers

NEW PRICE: USD $18.25M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 2

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

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13.01.2017 15:09:27

BOMBARDIER GLOBAL 6000 YEAR: 2014

C A PA C I T Y: 1 5 PA X

SERIAL NUMBER 9559

AIRFRAME HOURS: 658

AIRFRAME CYCLES: 297

HIGHLIGHTS • • • • • • • •

Immaculate interior Less than 600 hrs Always hangared Engines covered by Rolls-Royce Corporate Care APU enrolled on Honeywell MSP State-of-the-art equipment on avionics Forward Galley Certified for commercial operations under EU-OPS1

OWNER HIGHLY MOTIVATED TO SELL ! NEW PRICE: USD $37.25M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 3

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

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13.01.2017 15:09:34

BOMBARDIER CHALLENGER 605 YEAR: 2012

C A PA C I T Y: 1 2 PA X

SERIAL NUMBER 5886

AIRFRAME HOURS: 1632

AIRFRAME CYCLES: 476

HIGHLIGHTS •

Finished its 48 months inspection

•

Equipped with Interactive Airshow-4000 Systems

•

Galley equipped with Microwave and Hi-Temp Oven

•

Airframe covered by Smart Parts Program

•

Engines covered by GE on Point

•

APU enrolled on MSP GOLD

MAJOR PRICE REDUCTION: USD $12.5M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 4

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

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13.01.2017 15:09:39

AIRBUS A318-112 ELITE+ YEAR: 2009

C A PA C I T Y: 1 9 PA X

SERIAL NUMBER 3985

AIRFRAME HOURS: 3002

AIRFRAME CYCLES: 978

HIGHLIGHTS •

C Check – Completed in June 2016

•

Utmost comfort and luxurious cabin

•

EASA - FAA - ETOPs compliant for commercial operations

•

Newly refurbished cabin - July 2015 at LHT

•

Full Galley and Bar

•

Dome Ceiling Lights in all areas

•

High Speed internet – Wi-Fi

•

DVD player in each zone – Airshow 4000

OWNER HIGHLY MOTIVATED TO SELL ! ASKING PRICE: USD $33.5M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 5

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

MADRID V I E N N A

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13.01.2017 15:09:44

GULFSTREAM 150 YEAR: 2008

C A PA C I T Y: 6 PA X

SERIAL NUMBER 243 AIRFRAME HOURS: 2713

AIRFRAME CYCLES: 1629

HIGHLIGHTS •

One owner since new

•

Low operating cost

•

Highly reliable aircraft

•

Range close to 3000 NM

•

Collins proline 21 avionics

•

Great value

NEW ASKING PRICE: USD $5.2M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

L U X E M B O U R G GENEVA

TEMPLATE AV Buyer_Feb.indd 6

M O N A C O LONDON

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

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13.01.2017 15:09:52

Jet Sense Aviation 1990 Hawker 800A February.qxp_Empyrean 26/01/2017 15:28 Page 1

S H O W C A S E

Asking Price $1,295,000 1990 Hawker 125-800A (SP) Serial Number: Registration: Airframe TT: Landings:

258158 N800AF 10,200 5816

• 48 Month (E,F,G) Inspections, 4 & 8 Year X-Rays, 10,000 Hr & Gear Overhaul – at West Star Has Been Completed. • Aviation Partners Winglets • 2 New Generation Universal FMS UNS1 LW (WAAS) with LPV • 800XP Style Interior • 800XP Air Cycle Machine • All New Cabin Windows Engines Garrett TFE-731-5R-1H on MSP GOLD MSP Rate: $334.70 Engine Left: S/N P91406 11,045 TT Engine Right: S/N P 91474 9,622 TT APU Hamilton Sundstrand T-62T-40C8D1 Avionics COMM: Dual CollinsVHF-422D w/22C Ctl. Heads NAV: Dual Collins VIR-32 w/8.33 KHZ Spacing AP: Collins APS-85 Autopilot Radar: Collins WXP-85C Weather XM: Weather Antenna with Baron WiFi Connection to Ipad (Foreflight APP) AHARS: Dual Collins AHC-85 IRS: Honeywell Laser ref

ADF: Collins ADF-60A TDR: Dual Collins TDR-94D W/MODE S DME: Dual Collins DME-42 EFIS: Collins 5 Tube/MFD Display Additional Fairchild F1000 Flight Data Recorder Cockpit Voice Recorder – 100A Iridium Based Aircell ST-3100 Telephone System ELT – Dorne – Marglin 8.1 w/nav RVSM Certified Baggage Compartment Aft of Lav Ground Power Contactor Buss Tie Contactor 115 VAC 60 HZ Inverters Automatic Power Reserve (APR) Interior Complete Interior Installed in 2004 Including All New Seats, Cabinets, Cabin Shell, Headliner, Side Ledges, Airducts, New Interior Wiring with LED Reading and Up Wash Lighting. Configured in Forward Four Place Club, Aft Club Seat on Left Side and Right Three Place Divan in Beige Leather, Available a Club Aft Facing Optional 9 th Seat, Fireblocked Package To Meet Far Part 135 Requirements, FWD Galley w/Microwave And Mapco Exterior New 2012 White With Multi Blue Stripes

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

Aircraft Index see Page 145

Jet Sense Aviation 1995 Hawker 800XP February.qxp_Empyrean 26/01/2017 15:35 Page 1

S H O W C A S E

Asking Price $1,695,000 1995 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258279 N880AF 6466 3500

• Excellent Paint & Interior • Beautiful Paint and Interior • 48 Month E, F, G Inspections, 4 & 8 Year X-Rays, March 2016 at West Star Grand Junction • 2 Universal FMS UNS-1LW (WAAS) with LPV Engines Garrett TFE-731-5BR-1H on MSP GOLD MSP RATE $348.65 Left Engine Right Engine 6318 HRS 6378 HRS 3491 Cycles 3554 Cycles APU Sundstrand APU: T62T-40C8D-1 Avionics Flight Director Dual Collins EFIS-86-5 Tube Comms Dual Collins VHF-422C (8.33) Navs Dual Collins VIR-432 (FM Immunity) AFCS Dual Collins ADS 86 DME Dual Collins DME-442 ADF Dual Collins ADF-42 Trandsponders Dual Collins TDR-94D Mode S Radar Collins TWR-850 COLOR Radio Altimeter Collins ALT-55B

Hi Freq King KHF-950 w/SELCAL FMS Dual Universal UNS-IL w/ WAAS EGPWS King KGP-860 Displayed on MFD TAWS King K GP-860 TCAS Collins 4000 Voice Recorder Fairchild A100A Interior New Interior Completed 2012. This Eight Passenger Executive Cabin With Five Individual Chairs in a Forward Four Place Club and Aft Right-Hand Three Place Divan Opposite a Single Chair and Closet. Belted Flushing Externally Serviced Lavatory with Sink and Mirror. Standard Forward Luggage with Aft Left Small Luggage Compartment on Right Side of Lavatory Area. A Forward Left Hand Galley with Microwave, with Hot And Cold Mapco Liquid Dispensers, Self Draining Ice/Cold Drink Storage. Extensive Dry Goods Storage. Entertainment System Includes Two Flat LCD Screen, Airshow 400, DVD and CD Players and XM Radio Exterior NEW STRIPES 2012 White Upper Base Blue Lower Base and Blue Stripe

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

February 2017 – AVBUYER MAGAZINE

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Jet Sense Aviation 1997 Hawker 800XP February.qxp_Empyrean 26/01/2017 15:30 Page 1

S H O W C A S E

Asking Price $1,595,000 1997 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258301 N800XZ 4211 3488

• MSP Gold • Fresh E Inspection in January 2017 • Fresh Comprehensive Prebuy at Banyon in January 2017 • Delivered with New Interior—In Progress January 2017 • Delivered with Refurbished Paint In Progress January 2017 Engines Left Engine Description Honeywell TFE731-5BR-1H S/N: P-107164 THSN: 4107 Hours TCSN: 3351 Cycles TT Since MPI 1695 Hours Engines Right Engine Description Honeywell TFE731-5BR-1H S/N: P-107105C THSN: 4045 Hours TCSN: 3281 Cycles TT Since MPI 585 Hours Engines on MSP Gold APU Description Serial Numbers TTSN

Sundstrand T-62T-40C8D1 SP-E965282 2978 Hours

Avionics 5-Tube Honeywell ED-800 2 Honeywell FMZ-2000 w/ 12-Channel GPS 2 Honeywell EDZ-818 w/ MFD 1 ACSS RT951 2 Honeywell NAV RNZ-850 w/ FM Immunity 2 Honeywell DME DM-850 2 Honeywell ADF DF-850 2 Honeywell VHF RCZ-851 w/ 8.33 Spacing 1 King KHF-950 1 Honeywell AA-300 1 Honeywell Primus 870 (Color) 2 Honeywell XS-833E w/ Mode S EHS 1 Universal CVR 30-A 2 Honeywell RCZ-851 Mode S 1 Artex C406-2 2 Honeywell RM-850 1 Sandel ST3400 Interior NEW IN PROGRESS — 2017 Number of Passengers Eight (8) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Lav Other Notable Features: Forward Club with Aft 3-Place Side-Facing Divan, Removable Jumpseat, Forward Deluxe Refreshment Center with Coffee Maker, High-Gloss Veneer Cabinetry.

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

Aircraft Index see Page 145

Jet Sense Aviation Lear 40XR February.qxp_Empyrean 26/01/2017 15:47 Page 1

S H O W C A S E

2005 Bombardier Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2037 N119DJ 6792 5430

• MSP Gold • Extended Range Mod ($250K) • New Carpet in 2015 • New Striping & Permaguard in 2015 • Interior Refurbished in 2014 • RVSM Capable • Air Conditioning in Lieu of APU • TCAS II Engines Left Engine Description Honeywell TFE 731-20AR-1B S/N: P-116596C THSN: 6693.5 Hours TCSN: 5350 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20AR-1B S/N: P-116597C THSN: 6434.8 Hours TCSN: 5125 Program Coverage MSP GOLD Avionics PRIMUS 1000 AVIONICS SYSTEM 4-Tube Primus 1000 DU-870 EFIS/MFD 1 Universal UNS-1C 1 TCAS II

2 AZ-850 2 AHZ-800 2 Honeywell RNZ-851 1 YES 2 Honeywell RCZ-833 1 Honeywell Primus WU-660 w/ Color 1 Honeywell Mark V w/ Windshear Alert Additional Features • Extended Range Mod ($250,000) • New Striping & Permaguard in 2015 • New Carpet in 2015 • Interior Refurbished in 2014 • TCAS II • RVSM Capable • Air Conditioner in Lieu of APU Interior Number of Passengers Seven (7) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Belted Lav Other Notable Features: Refurbished 2014: Six (6) Passenger Seats and One (1) Belted Lav, Fea-tures Six (6) Executive Club Chairs with Four Fold-Out Tables, Forward Galley and Standard Aft Lav, External Baggage Compartment Exterior Base Paint Color(s) Matterhorn White & Blue Stripe Color(s) Silver Metallic Call for Pricing

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

Advertising Enquiries see Page 4

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

February 2017 – AVBUYER MAGAZINE

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Flight Force 7X February.qxp 26/01/2017 11:12 Page 1

S H O W C A S E

2009 Falcon 7X Serial Number: Airframe TT: Landings:

056 3728 1552

The large cabin 7X is both the flagship of Dassault's business jet range and the first fully fly-by-wire business aircraft. Packed with features and finished to a very high standard, this example's luxurious interior and equipment upgrades enhance the model's unsurpassed reputation for style, business efficiency and comfort Airframe FalconCare Engines ESP Gold APU MSP Gold Certification JAR OPS 1 Avionics VHF Communication Dual Honeywell TR-866b VHF Data Radio Third Honeywell TR – 866b High Frequency Communications Dual Honeywell KhF-1050 SELCAL Honeywell Flight Deck Audio Triple Honeywell AV - 900 Emergency Locator w/ Nav Interface Honeywell Rescu 406AF Communications management Function (CmF) w/ ARINC Honeywell EASY Flight Deck Printer miltope TP - 4840 Satcom Aero h+ / Swift 64 Thrane & Thrane

Aero HSD+ Additional handset(s) ICG Sigma7 High-Speed Data Unit (Up To 64 KbPS) Thrane & Thrane HSU VOR/ILS/MKR/ GPS Dual Honeywell NV - 875x Automatic Direction Finder Dual Honeywell DF - 855 Flight management Triple Honeywell EASY Electronic Weather Radar Honeywell Primus 880 Distance measuring Dual Honeywell DM - 855 Air Traffic Control Dual Honeywell XS - 857A Radar Altimeter Dual Honeywell KRA-405b Lightning Sensor System Honeywell LSS-860 Traffic Alert and Collision Avoidance ACSS TCAS 3000 Flight Control Honeywell EASY Modular Avionics Units Honeywell EASY Interior Number of Passengers: 14 Seating: Fourteen seats certified for takeoff & landing Forward double club; dining group; dual 3-place divans Cabinetry Woodwork: Credenza (multi-purpose storage cabinet) Entertainment Equipment: Collins Falcon cabin management system (FCMS) w/ additional 3.8-inch color LCD entertainment controls, plug-in LCD monitor receptacle Plug-in 8.4-inch color LCD monitor w/9G locking arm Honeywell EASy flignt deck video interface Business Equipment: Laser color printer High-speed data unit (up-to 64 KbPS) Accessories: ICG Sigma 7 additional handsets

Giovanni Luciolli Sales Director

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www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 145

Flight Force CL605 February.qxp 26/01/2017 11:12 Page 1

S H O W C A S E

2009 Challenger 605 Serial Number: Airframe TT: Landings:

5764 3216:26 1462

The Challenger 605 is the next step in the evolution of the worldâ&#x20AC;&#x2122;s best-selling family of large business jets. Equipped with a new avionics suite, greater cabin space and larger windows, the 605 can fly transatlantic while elevating the four benchmarks of business aviation: comfort, reliability, value and versatility Airframe SmartParts Plus Engines GE On Point APU Honeywell GTCP36-150(CL) Certification EASA. No damage history Avionics Collins 4-tube 10x12-inch / Pro Line 21 Communication Radios : Dual Collins Pro Line 21 w/8.33 kHz spacing CVR : CVR (120-minute) DME : Dual Collins DME-4000 EFIS : Collins 4-tube 10x12-inch LCD FDR : FDR (25-hour) Flight Director : Collins 4-tube 10x12-inch Flight Phone : Iridium FMS : Triple Collins FMS-6000 w/dual GPS Hi Frequency : Dual digital w/single SELCAL IRS : Triple IRS

Additional Equipment VHF datalink w/Iridium interface 3D map & long-range cruise Dual multi-function displays w/enhanced maps Second APU hour meter Second refuel/defuel panel Dual air data computers Maintenance diagnostic system Directional TCAS antenna VHF datalink w/Iridium interface Artex 406 ELT, dual primary flight displays, dual EICAS, PA system Interior Executive Floorplan 3 Seating: Forward 4-place club Aft 4-place berthing RS divan opposite dual LS facing club seats Three manual recliner seat footrests & seats 3/4/8 Entry area acoustical curtain External compartment lights Removeable mid-cabin curtain & track Extended lav (doubles as a full-size changing room) w/granite countertops & cabin/lav call system 230-volt electrical service w/RS cabin oulets; RJ45 additional cabin jacks Refreshment Equipment: Cooled food storage & soda can storage Wine storage compartment Galley surface & floor LED effect lighting; sink w/strainer & cover

Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

February 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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Aviatrade Falcon 2000 February.qxp 24/01/2017 10:24 Page 1

S H O W C A S E

Best Deal in the Falcon 2000 Market - To Be Delivered on US Registry

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

Airframe Status TOTAL TIME: 9748.3 Hours LANDINGS: 6073 APU (P-346) 4527.0 Hrs Engine Status Left engine: CFE 738-1-1B Serial Number: P-105364 Hours: 8642.9 MPI due: 10732 CZI due: 13232 Right engine: CFE 738-1-1B Serial Number: P-105348 Hours: 8632.9 MPI due: 8890 CZI due: 8910 Engines and APU are enrolled on the Honeywell MSP GOLD Program APU: Honeywell GTCP 36-150(FM2), P-346, 4527.0 hours Avionics Collins ProLine 4: Collins 4 Tube EFIS Dual Collins ADC 850C Air Data Computers Dual Honeywell LaserRef IRS with third Collins AHRS Heading Source

Dual Collins FMS 6000 with dual GPS 4000 Collins DBU-5000 Solid State Data Loader Unit Dual Collins Flight Director Computers Single Collins AutoPilot Dual Collins RTU 4220 Radio Managements Units Dual Collins VIR 432 Nav Units Dual Collins VHF 422C Comm Units Dual Collins DME 442 Dual Collins ADF 462A Dual Collins TDR-94D Enhanced Mode S Diversity Transponders Collins RTA-858 Color Weather Radar Collins ALT 55B Radio Altimeter Dual Collins HF-9000 HF Radios with SELCAL Honeywell MK V EGPWS Honeywell SSFDR Digital Flight Data Recorder Honeywell SSCVR Digital Cockpit Voice Recorder Collins TTR-920 TCAS II with Change 7.1 Aircraft enrolled on Rockwell Collins CASP Avionics Insurance program Additional Equipment RVSM Compliant Honeywell VHF AFIS Magnastar C-2000 Flight Phone Aircell ATG-5000 Broadband System (Provisions only) Socata 406 MHz ELT Airshow Genesys System 110 VAC Electrical Outlets Individual Side Ledge Monitor Mounts DVD, CD and Video Cassette Player Coffee Maker Convection Oven Microwave Oven

Weights Gross Weight (Ramp): 36,000 lbs Max Take Off Weight: 35,800 lbs Max Landing Weight: 33,000 lbs Max Zero Fuel Weight: 28,660 lbs Empty Weight 22,372 lbs Interior Ten (10) passenger seating cabin. The forward cabin has four (4) executive seats upholstered in beige leather. The aft cabin has a four (4) place club arrangement upholstered in beige leather opposite two (2) executive seats. There is a forward galley with coffee maker and microwave oven. The cabin is outfitted with an aft lavatory. The woodwork finish is dark high gloss veneer. Interior is fire-blocked Exterior Overall White with Taxco Silver, Ming Blue and Black Pearl Stripes Location Oxford CT, USA

Best Offer Over $3.00 MM

AVIATRADE INCORPORATED NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 145

Aviatrade Falcon 2000 February.qxp 24/01/2017 10:24 Page 2

S H O W C A S E

Tel: +1 908 696 1174 Fax: 1 908 696 1175 philiprushton@aviatrade.aero www.aviatrade.aero Advertising Enquiries see Page 4

www.AvBuyer.com

February 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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Aviation Consultants of Aspen January.qxp 24/01/2017 12:14 Page 1

S H O W C A S E

Dan Savinelli Photography

1992 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1191 N403TB 10,162.7 5148

MAKE OFFER Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program. All inspections current. Specifications are subject to verification upon Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, June 2009. RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,004.4 TSN, 5,057 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,808 Hours TSN, 1,299 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four place conference/dining group, and aft cabin has two four place berthable divans. Entertainment

system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax machine. Chairs are done in Burgundy Leather,

Aviation Consultants of Aspen, Inc. Andy Cohen P. O. Box 790, Castle Rock, CO 80104, USA

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Divans in tan leather, and light wood. By Gulfstream Dallas, 12/06. Excellent condition Exterior Overall White with Blue Stripe. By Duncan Aviation, 10/14. Excellent Condition

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com Aircraft Index see Page 145

JetPro Texas 1998 Learjet 45 February.qxp_Heeren Cit Ultra sep 26/01/2017 15:47 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

5,020 3,599

Airframe On CAMP 5,020 Hours Since New 3,599 Landings Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 5,020 SNEW. 3,599 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,906 SNEW. 3,506 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT

Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior New overall Matterhorn White with Black, Silver Metallic and Red stripe and a striking custom layout, 9/2015 Inspections Phase A c/w 10/2016 next due10/2017 Phase B c/w 10/2016 next due 9/2018 Phase C c/w 10/2016 next due 9/2020 Phase D c/w 6/2013 at 4,436 next due 6/2021 96 Month Landing Gear c/w 8/2012 next due 8/2020 4,800 Hour Inspection and cable changes c/w at 4,744 by BAS TUS Fresh Full Bombardier Prepurchase Inspection by BAS ICT 2/2016 Call for Reduced Price. Trades Welcome

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com February 2017 – AVBUYER MAGAZINE 133

Mente February.qxp 24/01/2017 15:04 Page 1

S H O W C A S E

1998 Dassault Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

32 N794SE 9491.2 5601

Engines Honeywell TFE731-60-1C Engine Program: MSP GOLD No 1 Engine s/n P112204 9490.2 hours, 5600 cycles No 2 Engine s/n P112205 9478.3 hours, 5594 cycles No 3 Engine s/n P112200 9490.4 hours, 5600 cycles APU Honeywell GTCP36-150F 4587.6 hours. APU Program: MSP Avionics Programs: HAPP & CASP ADF Dual Collins ADF-462 Air Data Computer Dual Collins ADC-3000

Avionics Package Honeywell Primus Elite w DU-875 upgrade Broadband Go-Go Global Coverage Comm Radios Triple Collins VHF-422A w 8.33 spacing & FM immunity CVR (Digital) Honeywell Solid State DME Dual Collins DME-442 FDR (Digital) Honeywell Solid State FMS w LPV Triple Honeywell NZ-2000 w 6.1, GPS w WAAS Dual Honeywell GNSSU Hi-Frequency Dual Bendix King KHF-950 w single Coltech SELCAL IRS Triple Honeywell Laseref III Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Dual Honeywell AA-300 RVSM Compliant SATCOM Honeywell MCS-7120 Satcom for FANS1/A (Go-Go service)

Jim Lewis, Tel: +1 503-291-1650 Cell: +1 (503) 550-5503 E-mail: jlewis@mentegroup.com SATPHONE Go-Go Global Coverage (3 handsets) TAWS Honeywell Mark V EGPWS w/ windshear TCAS Collins TCAS-94 w/ change 7.1 Transponder Dual Collins TDR-94D VHF Comm Triple Collins VHF-4000 Weather Radar Honeywell Primus 880 XM Graphical Weather XM Interior Neutral tan leather seats and carpet replaced in 2015. Forward Galley with dual coffee makers, convection oven, and microwave oven. Cockpit seating rebuilt in 2010. 12 pax interior; Fwd 4 place club, mid-cabin double conference and dining group, aft cabin with 3 place berthable divan and VIP seat with 17” monitor. Exterior Matterhorn White by Duncan Aviation December 2016.

2012 Bombardier Global 6000

Jim Lewis, Tel: +1 503-291-1650 Cell: +1 (503) 550-5503 E-mail: jlewis@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Limited Edition Interior 14 passenger configuration with forward club, middle conference group, aft workstation and 3-place 16G divan: • Wide, stand-up cabin • Forward left storage area • Forward right large galley • Forward bulkhead pocket door • Mid cabin left conference group • Aft Vacuum lavatory w/sink, vanity, storage Additional Option Details EnviroClean System, Main Entry Door with Aft Handrail Extension, Carbon Fiber Trim Package (table, PSU, bulkheads, galley, sideledge), Standup Shower, Electric Floor Tracking Assist Initial Training Option Standard Stripe Credit Allowance Extended Warranty

9381 N381GX 2766 1084

APU Honeywell RE-220, Serial Number P-617 • 2194 Hours • On MSP Engines 2 Rolls-Royce Deutschland BR710A2-20 turbofans: #1: 2700.7 Hours / 1063 Cycles #2: 2700.7 Hours / 1063 Cycles • 14,750 pounds thrust each, flat rated at ISA + 20°C • FADEC • On-condition maintenance • Two-door full flow type thrust reversers • Rolls Royce Corporate Care

Avionics Rockwell Collins ProLine Fusion Avionics Suite: • EFIS with four 14”x11” landscape active matrix LCDs • Dual 3-axis CAT II automatic flight control system • Triple VHF Comm, 25 and 8.33 KHz, (1 unit data capable) • Dual SELCAL • Two hour CVR • ELT, 3 frequencies, nav interface • Electronic charts • One class II Electronic Flight Bag • LCD Head-Up Display • Synthetic Vision System • Three air data computers • Triple IRS • Dual ADF • Dual WAAS GPS • Dual radio altimeter

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

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www.AVBUYER.com

Tel: +1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 145

CAI February.qxp 24/01/2017 10:56 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: Registration: Airframe TT: Landings:

1069 N600YC 595 381

Fresh L16 Inspection just complied with by Hawker Pacific Engine Rolls Royce Model AE 3007A1E - Rolls Royce Corporate Care Left Engine: S/N CAE-313127 595 TTSN 381 TCSN Right Engine: S/N CAE-313135 595 TTSN 381 TCSN APU: Honeywell Sunstrand APS500R (with APU Silencer). 895 hrs/396 cycles since new Avionics/Radios ADS-B Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT)

Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR) EFB with EPOP s/w Aural warning unit Additional Equipment Provisions for Extended Over-Water Operation (storage space for life rafts; 1 life raft for 6 pax + 1 life raft for 12 pax + lifeline) Mid Cabin Curtain Divider Separating the Divan Zone Offset Recessed Floor EGPWS w/windshear detection & escape guidance EFIS w/multi-reversionary capabilities, Dual RVSM compatible air data computers Dual stall protection system Autopilot/flight director Dual integrated computers w/display driving EICAS Dual radio management units Passenger address & cabin interphone system Interior Elegant 13 passenger cabin interior plus cockpit jump seat and forward lavatory, features a forward four (4) place club with foldout tables, a mid cabin conference grouping (4 place with table) that converts to a double bed, with a credenza opposite and a mid cabin dividing bulkhead leading into the aft cabin with a 3 place divan that opens into a flat bed, opposite two (2) place club seating Exterior Original custom Paint in the current model Legacy paint scheme of Dark Blue, Grey and White with Light Blue high-lighting

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

Advertising Enquiries see Page 4

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

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Altea January.qxp_Empyrean 24/01/2017 10:58 Page 1

S H O W C A S E

1996 Fokker 70 Serial Number: Registration: Airframe TT: Landings:

11547 PH-KBX 8,514 6,306

• Steeped in aviation history this aircraft will become available after 20 years dedicated service to Dutch government officials and the Royal family • Versatile jet ideal for delegations of up to 24 passengers on short and medium haul sectors • Unrivalled cabin space; widest and tallest in its class. Quiet, spacious and comfortable • Unmatched baggage hold volume in its class. Fully autonomous at airports; integral airstrips • Excellent airfield and climb performance allowing access to remote or challenging airports • Excellent remaining life / time to next engine and landing gear scheduled overhauls • EASA compliant for commercial air transport operations • Most capable in its class and competitively priced A LOW UTILISATION AIRCRAFT AVERAGING ONLY 400 HOURS A YEAR, IT HAS BEEN METICULOUSLY MAINTAINED BY BOTH KLM AND FOKKER. THE INTERIOR IS IN EXCELLENT CONDITION, SEATING 12 VIPs AND 12 ENTOURAGE, IN TWO PARTITIONED CABINS

THE INTERIOR WAS REFURBISHED IN 2008 WITH NEW SEATS, LED LIGHTING AND AN ARRAY OF AVIONIC UPGRADES. Upgrades include FlightVu© Defender System, upgrade of Rockwell Collins SATCOM and installation of Audio International in-flight entertainment system with Internet access. Engines Rolls-Royce TAY Mk 620-15 Engine time (hrs) #1 - 8,106 #2 – 8,154 Engine cycles #1 - 6,011 #2 – 6,060 Avionics 8.33 KHz spacing FM Immunity B-RNAV and P-RNAV RVSM MNPS RNP 10 ELT 121.5/243.0 /406.0 MHz Mode S Enhanced Surveillance TCAS II Software 7.1 EGPWS ACARS Cat IIIb

ALTEA Power Road Studios 114 Power Road London United Kingdom

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AVBUYER MAGAZINE – February 2017

ANDREW BUTLER Tel: +44 (0)7880 717362 Email: andrew.butler@altea-aero.com www.altea-aero.com www.AVBUYER.com

JEAN SEMIRAMOTH Tel: +33 (0)6 3313 9717 Email: jean.semiramoth@altea-aero.com www.altea-aero.com Aircraft Index see Page 145

C-Air Transport Services Ltd February.qxp_Empyrean 24/01/2017 11:06 Page 1

S H O W C A S E

1999 Airbus ACJ 319 Serial Number: Airframe TT: Landings:

910 6,536 2,404

• One meticulous owner since new • Maintained and updated to the highest standard • Full cabin refurbishment in 2010 • 27 passengers interior • Forward stateroom • Extensive Entry Into Service (EIS) support package available with purchase • For more information and photos visit www.msn910.com Engines IAE V2527M-A5 Hours since new: 6,536 Cycles since new: 2,404 APU APIC 3200 Hours since new: 5,492 Cycles since new: 3,481 Cabin • Forward State Room with two beds and private washroom • Forward mid-section office vestibule with two single seats (RH) • Three seat divan opposite office vestibule (LH) • Mid-section club four dining (LH) • Mid-section three seat divan opposite club four

dining (RH) • Aft mid-section club four dining (RH) • Aft mid-section three seat divan opposite club four dining (LH) • Aft section eight premium economy seats • Two galleys (one forward, one aft) featuring Tia Wavejet ovens and Nespresso Coffee machines • Three lavatories (one in State Room, one mid-section and one aft) • Separate forward crew lavatory • Custom Concept Controls (CCC) Cabin Management and Entertainment System • Rockwell Collins Airshow 4000 • SBB Satcom – for cabin internet and includes Aero H for flight deck safety services • Sat-phone System • Onboard Mobile Telephone System Avionics The aircraft’s original EFIS/ECAM CRT displays and DMC computers were replaced with the Thales EIS2 (Electronic Instrument System 2) composed of 6 large active matrix Liquid Crystal Display (LCD) Units and 3 Display Management Computers (DMC) in 2006. • FlySmart with Airbus EFBs • Compliances: ADS-B Out / FANS B+ / CPDLC / RNP 0.1 / TCAS 7.1 • Integrated Standby Instrument System The aircraft currently has Head Of State livery so will need to be repainted

Daniel Kunz C-Air Transport Services Ltd c/o Resource Consulting AG, Turmstrasse 30, 6300 Zug, Switzerland Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +41-79-295-3741 Email: daniel.kunz@c-air-tsl.com www.c-air-tsl.com

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CAAP February.qxp 24/01/2017 15:03 Page 1

S H O W C A S E

2014 Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:

2052 N386RW 405 199

• Like-new G280 Available Immediately • Loaded with over $2 million in Options • Intercontinental Avionics Package, HUD & EVS • 10-passenger Interior • Aircell Gogo Biz and Satellite High Speed Internet • Asking Price: $18,500,000 Airframe Completed Delivery: November 20, 2014 Hours: 405 Landings: 199 Engines Honeywell HTF7250G (AS907-2-1G) Engine Hours: 405; Cycles 199 On-Condition Maintenance APU Honeywell GTCP36-150 (G280) APU S/N P-156; 263 hours, 384 cycles since new Avionics Gulfstream/Rockwell Collins PlaneView 280 avionics suite Three 14”x10” adaptive LCD displays with advanced interactivity Aircraft equipped with G280 “Intercontinental Package” EVS. HUD. IRS: Laseref VI.

Third FMS. Triple VHF NAV Dual ADF. Dual HF. Dual Flight Data Recorders CVR. ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability DME: Dual Collins DME-4000 XPDR: Dual Collins TDR-94D Diversity Transponder AHRS: Dual Collins AH-3200 RADAR: Multi-Scan XM Weather Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Optional microwave oven in galley (pending certification) Pocket door between galley and cabin 10-gallon water tank Externally serviced aft lavatory Two LCD monitors in cabin Gulfstream cabin management system, galley touch screen and 2 iTouch controllers Dual Blu-Ray, dual USB ports and an iPod connector Inmarsat Swift Broadband high-speed data Aircell Gogo Biz high-speed internet Exterior Overall Matterhorn White with red and gray stripes, painted at Gulfstream Dallas

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA

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AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201

Aircraft Index see Page 145

Sean advertorial - Products & Services February.qxp_Layout 1 26/01/2017 15:14 Page 1

PRODUCTS & SERVICES 328 Support Services GmbH

Gogo’s 4G High-speed Wi-Fi System

Has recently partnered with USA-based Duncan Aviation to deliver and certify a full cabin completion on a Finnish registered, Bombardier Challenger 604 aircraft. Following 328’s work on the EASA certification, the aircraft was delivered to the customer on time last month. 328 Support Services was responsible for verifying all the engineering data involved in the project as well as certifying the modification with a new EASA Part 21 Minor Change Approval. On the other hand, Duncan Aviation undertook all the production, installation and testing activity at Duncan’s full service facility in Battle Creek, Michigan. The project features a stylish new interior design for the 604’s cabin, including new grey carpet throughout the flight deck, galley, cabin and entrance hallway. www.328.eu

Gogo’s 4G High-speed Wi-Fi System is being installed in the Dassault Falcon 2000, and the availability of the service is expected in the near future. Western Aircraft is developing an STC to install the system in the Falcon 2000, one of several STCs in the works covering a number of popular business jets. Duncan Aviation, with several locations around the US, is developing STCs for Gogo’s 4G system for Gulfstream 200, Dassault Falcon 900, and Bombardier’s Global Express and Challenger 600. Constant Aviation will offer the 4G installation at its four locations, with STCs for the Embraer 145 series Shuttle, Legacy 600/650, Phenom 300 and Gulfstream V. Textron Aviation will also develop STCs for the 4G system to be installed in its Citations, Hawkers and King Airs, though no specific platforms have been announced yet. In addition to the specific STC offerings, all of these dealers will participate as partners for hardware sales and installations for Gogo’s 4G system on other business aircraft. www.gogoair.com

Jetex Flight Support A global leader in executive aviation services, announced the opening of its newly built FBO Terminal at Al Maktoum International Airport in the recently rebranded Dubai South Aviation District (previously known as Dubai World Central [DWC]). The addition of the 1,500m2 terminal and dedicated ramp parking space of 50,000m2 makes the facility the largest FBO in Jetex’s worldwide portfolio. "We designed this new iconic facility to shatter expectations of a traditional FBO by bringing upscale contemporary interior design and 5-star hospitality to the aviation arena. From the fleet of Rolls Royce airside transport to a lavish cigar lounge within the FBO terminal, we strive to provide the highest level of care and comfort to all of our guests," said Jetex CEO and President, Adel Mardini. www.jetex.com

JSSI Enrols First Challenger 650 Austria's International Jet Management (IJM) has become the first operator to have the engines and auxiliary power unit of a Bombardier Challenger 650 covered by the maintenance programs provided by Jet Support Services (JSSI). The independent maintenance provider charges a fixed hourly rate for the aircraft's two General Electric CF34-3B engines under its comprehensive Term Engine Program. For the APU, a fixed annual fee covers expenses for life-limited components and both scheduled and unscheduled maintenance events. JSSI provides fixed-rate maintenance programs for engines, airframes and APUs for 350 different turbine-powered aircraft models, including business and commercial jets, turboprops and helicopters. Other JSSI services include purchasing necessary aircraft parts, jet engine leasing for aircraft rental and an assetmanagement platform. www.jetsupport.com

Duncan Increases Paint Capacity Department of Civil Aviation of Aruba Edwin Kelly, Director of Department of Civil Aviation of Aruba and His Excellency Director General Saif Mohammed Al-Suwaidi, of the General Civil Aviation Authority of United Arab Emirates recently executed a bilateral air transportation agreement. Established in 1995, the Registry of Aruba in partnership with the DCAA is a global leader in Aircraft Registration Services and is well positioned to assist aircraft owners realize the fiscal and operational benefits of the P4 Registry. Due to it being the first privately managed aircraft registration program rated Category-1 by the FAA, with regulatory framework in compliance with international standards, that is open to private, corporate, and commercial operations. www.airsafetyfirst.com

Advertising Enquiries see Page 4

Duncan Aviation recently completed a hangar renovation that allows additional paint capacity and more paint schedule flexibility for its full-service Battle Creek, Michigan, location. A former aircraft stripping hangar was renovated and now serves as a new, 12,000square-foot, state-of-the-art paint hangar that will accommodate aircraft sized up to a Bombardier Global Express. The hangar now has a computer-driven side draft airflow system that triple-filters the air and will allow aircraft to be stripped, painted, primed and striped in that hangar. It also has new, adjustable and energy-efficient LED lighting. he renovation was managed by Tectonic Management Group with Duncan Aviation’s Battle Creek Facilities team coordinating between Tectonic, the BTL Paint Department and a plethora of contractors. www.duncanaviation.aero

www.AvBuyer.com

February 2017 – AVBUYER MAGAZINE

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Marketplace Bombardier Learjet 45XR

Skyservice Jet Sales Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3611.7

Location: Canada

Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Gulfstream G150

Bristol Associates Price:

Please call

Year:

2006

S/N:

202

Reg:

N703HA

TTAF:

3,489.1

Location: USA- WA

Global 6000

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,277.10

Location: USA- CA

Cessna Citation X

Dragon Leasing Corp Price:

$4,100,000 USD

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6562

Location: USA- IL

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AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3611.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, SSDTU (Solid State Data Transfer Unit) and much more. Engines: Honeywell TFE-731-20BR-1B Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3611.7 TTSN: 3611.7 TCSN: 2260 TCSN: 2260 Time Since Hot Inspection (HRS) 323.3 323.3 APU Total Time: 1616.27 hrs

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz). Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets. Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Gulfstream Demonstrator Aircraft. Cycles Since New: 2,633. Engines: Honeywell TFE731-40AR-200G. APU: Honeywell RE1000CS. Avionics: ADF: Collins ADF-4000. Autopilot: Dual Collins FGC-3000 IFCS (CAT II certified). Communication Radios: Triple Collins VHF-4000E w/8.33 kHz spacing. DME: Dual Collins DME-4000. Flight Director: Dual Collins FGC-3000 IFCS w/cursor control device. Interior partially refurbished 06/07. Airframe enrolled in MSG-3 Maintenance Program. Engines and APU enrolled on Honeywell MSP Gold. Enrolled on Collins Avionics Service Plan

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Landings: 492. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program. Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 881 Hours. Total Cycles: 1,032. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s. Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

Tel: +1 (630) 577-4070 E-mail: kdanielson@calamos.com FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016 PRICE REDUCED TO $4,100,000 USD

Aircraft Index see Page 145

P140-144.qxp 26/01/2017 09:55 Page 2

Marketplace Cessna Citation Bravo

Northern Jet Management Price:

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,936

Location: USA- MI

2006 Citation Bravo

Make Offer

Year:

2006

S/N:

550-1132

Reg: TTAF:

6,074

Location: USA- MI

Cessna Citation Encore

Left Engine: 1,435 Hours SOH. Right Engine: 2,932 Hours SOH. • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Cockpit Voice Recorder • Lead Acid Battery • Iridium Satellite Flight Phone • Honeywell Primus 1000 IntegratedbFlight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Dual Mode S Transponders. Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. 2015 Duncan Aviation Exterior Paint and Interior Refurbishment. CAMP Maintenance Tracking Currently operated on Part 135

Northern Jet Management Price:

Make Offer

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

Left Engine: 1,992 Hours SOH. Right Engine: 1,992 Hours SOH. • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone. Avionics: • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Single ADF • Dual Mode S Transponders. Interior: Fire-blocked seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Exterior: Overall Snow White with Arctic Blue, Silver Plat Met and Black Stripes. 2016 Duncan Aviation Exterior Paint and Interior Refurbishment. CAMP Maintenance Tracking. Currently operated on a Part 135 Certificate.

International Jet Markets Price:

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

Airframe: 3300 Landings. Engines: 1390 Hours Since Hot Section. O/H due at 5000 hours. Avionics: EFIS System: Flight Director: Autopilot: Comms: Navs: ADF: DME: Transponders: Weather Radar: Long Range Nav.: Collision Avoidance: Ground Warning: RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone. Interior: Eight passenger interior with four place center club arrangement in Tan leather, single aft facing forward seat, two forward facing aft seats all track or swivel. Exterior: Overall Matterhorn White. Additional Features: Freon air conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher. Single-point fueling. CVR. NI Computer. Ski Tube Installation

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

Fresh A thru E Inspection External Baggage, APU Inspection - August 2016 Wi-Fi Equipped / Provisions for Flight Data Recorder DL-900 Data Loader / Dual Laseref II Lightning Sensor LSZ-850 / AFIS Engines on ESP Gold $270.00 / Hour per Engine RVSM Compliant Maintenance Tracking Program No Known Damage History

Email: JETMARKETS@aol.com

Cessna Citation XLS

BS-Consulting GmbH Price:

Please call

Year:

2009

S/N:

560-6021

Reg:

D-CEHM

TTAF:

2500

Tel: +49 (0)173 959 7315 E-mail: stefan.bendl@bsconsulting.de Total Airframe Time: 2500 Hours Landings: 2400, On CESCOM, No Damage History Enrolled on Cessna ProAdvantage Programs, EU-OPS, always hangared

Location: Germany

Advertising Enquiries see Page 4

www.AVBUYER.com

February 2017 – AVBUYER MAGAZINE

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Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

We are offfering our 2002 Bell 206 L4. Pictures do not do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Cirrus SR22T GTS

Blackbird Air Charter Price:

Please call

Year:

2013

S/N:

0523

Reg:

G-CKNH

TTAF:

300

Location: United Kingdom

142

AVBUYER MAGAZINE – February 2017

www.AVBUYER.com

Tel: +45 60 37 97 47 E-mail: odc@blackbirdair.com Limited Edition 2013 Vision Inspired G5 SR22T GTS FIKI with only 300 Hours flying time. High Performance Brakes, Tubeless Tires, Built-in Oxygen System, 60/40 Flex Seating and with 5 Seat Interior. Load carrying capacity increased by 200LBS for a max all up weight of 3600LBS. erspective plus, 12" Screens GMA 350, Keyboard Controller, Dual WAAS GPS/Comm/Nav Radios Engine & Fuel Monitoring, ADS-B Transponder, Garmin GFC700 ESP Dual AHRS, Autopilot Stall Protection, Stormscope, Yaw Damper

Aircraft Index see Page 145

P140-144.qxp 26/01/2017 09:52 Page 4

Marketplace Learjet 60

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$1,450,0000 USD

Year:

1994

S/N:

031

Reg:

N841TT

TTAF:

8164

2 U.S. corporate owners since new delivery. ESP Silver engine plan, 2011 paint and 8 pax interior. Dual UNS-1Ew FMS/ WAAS GPS. TCAS II 7, AFIS, HF, Aircell Axxess II, logo & pulsating recognition light package, 3 Rotor Brakes, Stormscope, R134a Freon A/C

Location: USA

Challenger 601-3A/ER

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$2,495,000 USD

Year:

1992

S/N:

5106

Reg:

N523JM

TTAF:

5469

2 U.S. corporate owners since new delivery. Extended Range fuel, GE OnPoint engine plan, -150 APU on MSP. 2012 paint and fireblocked 10 pax interior with custom seats, forward galley, forward full-size lav, for extra baggage space. ADS-B Out, CPDLC, TCAS II 7.1, Gross Weight Increase, Logo lights, FDR, dual HF. No damage. Excellent condition

Location: USA

Office +31 (0) 43 365 3179 Cell +32 (0) 476 463 855

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Price:

800,000 EURO

Year:

2002

S/N:

1324

Reg:

N263CP

TTAF:

1080.2

Location: Belgium

The Eurocopter EC-120B is a is a five-seat, single-engine light helicopter, designed for safe, simple, and cost-effective operations. Airbus Helicopters has claimed that the EC120B possesses the lowest operating cost in its class. The aircraft features a wide, ergonomic cabin with high levels of external visibility, which can accommodate a single or two pilots (dual steering installed), along with four/three passengers in a typical passenger configuration. Equipped with a auto pilot system on two axis, and a air conditioning system

fdesmet@aircraftsolutions.be Office +31 (0) 43 365 3179 Cell +32 (0) 476 463 855

Airbus/Eurocopter EC 120B Colibri Aircraft Solutions Price:

650,000 EURO

Year:

1999

S/N:

1077

Reg:

N12CW

TTAF:

1822

Location: Belgium

fdesmet@aircraftsolutions.be

Fairchild Merlin III

International Aviation Support Price:

EURO 475,000

Year:

1976

S/N:

T267

Reg:

PH-PIX

TTAF:

9971

Location: Belgium

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +31 (0) 553 231 967 E-mail: info@interaviationsupport.com

- TPE331-10UA-511G engines with 7.000 hrs TBO. 1.851 / 2.092 hrs TSO/HSI- Dual Collins FD108, GNS530, Mode S transponder, ADF, DME- Factory installed dual large square camera hatches with full electric doors- Camera glass RYNB coated- Complete defogging system- Extra viewfinder hole with bubble glass and fairing- Complete lavatory and additional passenger equipment for quick change- Full Deice and Anti-ice system- Stall avoidance system- M7 front & rear wing spar modification complete

February 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

143

P140-144.qxp 26/01/2017 09:54 Page 5

Marketplace

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The best aircraft

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Spare Parts

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anywhere, everywhere on pc, smartphone and tablet.

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Advertiser’s Index 21st Century Jet Corporation .........................146 Aircraft Finance Corporation...........................103 ABACE ...................................................................96 ALTEA...................................................................136 AMAC ........................................................................5 AMJET.....................................................................53 AMSTAT ...............................................................111 Aradian Aviation....................................................59 Aviation Consultants of Aspen .......................132 Aviatrade...................................................130 - 131 Avjet Global...................................................1, 6 - 7 Avpro ..............................................................10 - 14 Bell Aviation ..................................................54 - 55 Bloomer deVere Dahlfors...........................32 - 33 Boutsen Aviation ..................................................49 CAAP....................................................................138 C-Air Transport Services ..................................137 Central Business Jets .......................................147 Conklin & de Decker............................................97

Corportate Airsearch Int...................................135 Corporate Concepts ...........................................51 Dassault Falcon Jet ..................................2 - 3, 99 Donath Aircraft Services ..................................117 Duncan Aviation....................................................69 Eagle Aviation........................................................37 EBACE.................................................................113 Elliott Jets ..............................................................29 FlightForce ...............................................128 - 129 Freestream Aircraft USA ....................................21 General Aviation Services ..................................41 Global Jet Capital.................................................73 Global Jet Monaco................................ 118 - 123 Hagerty Jet Group ..................................................9 Hatt & Associates.................................................15 Horizon Aircraft Sales .........................................71 IAG ........................................................................115 JetBed ..................................................................109 Jet Sense Aviation ..................................124 - 127

JetBrokers .....................................................44 - 45 Jetcraft Corporation ..........................38 - 39, 148 Jeteffect..........................................................76 - 77 JETNET...................................................................87 JetPro Texas ........................................................133 Lektro ......................................................................97 Mente Group ......................................................134 Mesinger Jet Sales......................................64 - 65 NBAA Regional Forum........................................89 OGARAJETS................................................24 - 25 Par Avion ................................................................63 Rolls-Royce .........................................................101 Southern Cross Aviation.....................................79 Sparfell & Partners ......................................26 - 27 Survival ...................................................................95 The Elite New York ...............................................85 The Jet Business..........................................16 - 17 VREF.......................................................................95 Wright Brothers Aircraft Title ..........................105

AvBuyer (USPS 014-911), February 2017, Vol 21 Issue No 2 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.

144

AVBUYER MAGAZINE – February 2017

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Aircraft Index see Page 145

P145.qxp 26/01/2017 14:55 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AERO VODOCHODY

X . . . . . . . . . . . . . 29, 65, 71, 76, 140

EMBRAER

. . . . . . . . . . . . . . . 76, 125, 126

L39C . . . . . . . . . . 44

XLS . . . . . . . . . . . 59, 77, 141, 148 XLS+ . . . . . . . . . . 37, 39

Legacy 500 . . . . 16 Legacy 600 . . . . 13, 26, 41, 44, 49,

850XP. . . . . . . . . 15, 29, 59 900XP . . . . . . . . . 49, 59

AIRBUS

CJI . . . . . . . . . . . . . 54, 77 CJI+ . . . . . . . . . . . . 71

. . . . . . . . . . . . . . . 135

1000A . . . . . . . . . 141

Legacy 650 . . . . 13, 16, 39

CJ2. . . . . . . . . . . . . 29, 39, 45, 49, 65,

Phenom 100 . . . 26

PILATUS

. . . . . . . . . . . . . . . 77, 148 CJ2+ . . . . . . . . . . . 13 CJ3. . . . . . . . . . . . 63

Phenom 300 . . . 26

PC12/45. . . . . . . 55

A318 - 112 . . . . 21, 122 ACJ319 . . . . . . . . 137

BAE

FAIRCHILD

PIPER

CJ3. . . . . . . . . . . . 37 CJ4. . . . . . . . . . . . 65

Merlin III. . . . . . . 143

Cheyenne IIIA . . 44 Meridian . . . . . . . 37

Bravo . . . . . . . . . 39, 141 Conquest I . . . . . 37, 55

FOKKER

BBJ . . . . . . . . . . . 7, 26, 32, 38, 51, 63,

Conquest II . . . . 55

70. . . . . . . . . . . . . 136

. . . . . . . . . . . . . . . 65 Super 727-200 VIP . 51 737 . . . . . . . . . . . 7 DC-8-62 VIP . . . 51

Excel . . . . . . . . . . 29, 54, 59 Encore . . . . . . . . 141, Jet . . . . . . . . . . . . 29, 37, 45 Mustang . . . . . . . 59, 79

BOMBARDIER

P10 ER . . . . . . . . 55 Sovereign 39, 59, 77, 148 SII . . . . . . . . . . . . 54

AVRO RJ70. . . . . 44

BOEING/MCDONNELL DOUGLAS

Global 5000 . . . . 9, 24, 32, 38, 39, 49, . . . . . . . . . . . . . . . 51, 79, 148 Global 6000 . . . . 6, 39, 51, 65, 120, . . . . . . . . . . . . . . . 134, 140, 148

SR22T GTS . . . . 44, 142

Challenger

DAHER SOCATA

300 . . . . . . . . . . . 1, 6, 13, 24, 26, 38, . . . . . . . . . . . . . . . 39, 148 350 . . . . . . . . . . . 26 600 . . . . . . . . . . . 41 601-3AER. . . . . . 143 601-3R . . . . . . . . 38 604 . . . . . . . . . . . 13, 15, 44, 49, 65, . . . . . . . . . . . . . . . 69, 76 605 . . . . . . . . . . . 33, 38, 39, 49, 116, . . . . . . . . . . . . . . . 121, 129, 148 850 . . . . . . . . . . . 39, 148

65 . . . . . . . . . . . . 44

GULFSTREAM III . . . . . . . . . . . . . 39, 148 IV . . . . . . . . . . . . . 33, 132 IVSP . . . . . . . . . . 6, 9, 10, 11, 32, 39, . . . . . . . . . . . . . . . 49, 69, 73, 76, 79, . . . . . . . . . . . . . . . 115, 148 V. . . . . . . . . . . . . . 6, 10, 24 100 . . . . . . . . . . . 59 150 . . . . . . . . . . . 9, 39, 44, 59, 123, . . . . . . . . . . . . . . . 140, 148 200 . . . . . . . . . . . 11, 24, 39, 59, 65, . . . . . . . . . . . . . . . 79, 148 280 . . . . . . . . . . . 11, 138 400 . . . . . . . . . . . 10, 33 450 . . . . . . . . . . . 10, 17, 21, 24, 26,

CIRRUS

Global Express . 10, 73 Global Express XRS. .21, 33, 39, 49, . . . . . . . . . . . . . . . 148

SABRELINER

TBM700B . . . . . . 44, 77 TBM900 . . . . . . . 29

7X . . . . . . . . . . . . 3, 11, 12, 17, 21, 39,

. . . . . . . . . . . . . . . 39, 59, 69, 73, 148 550 . . . . . . . . . . . 7, 9, 10, 21, 24, 39, . . . . . . . . . . . . . . . 49, 59, 65, 73, 79, . . . . . . . . . . . . . . . 118, 119, 148 650 . . . . . . . . . . . 10, 17, 51, 53, 65, 76

. . . . . . . . . . . . . . . 49, 54, 128, 146 . . . . . . . . . . . . . . . 147, 148

650ER. . . . . . . . . 6, 17 Astra SPX. . . . . . 44

DASSAULT FALCON

8X . . . . . . . . . . . . 11

HELICOPTERS AGUSTAWESTLAND A109 Power . . . . 38 A109E Power . . 14 Koala. . . . . . . . . . 59

BELL 206L4 . . . . . . . . . 142 212 . . . . . . . . . . . 142 412 EMS . . . . . . 142 UH1H Super Huey. 44

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 26 AS355N . . . . . . . 14, 26, 49 EC 120 B . . . . . . 51, 143 EC 135 P2+ . . . . 14, 59 EC 155 B1 . . . . . 14

MCDONNELL DOUGLAS

20C-5AR. . . . . . . 45

HAWKER BEECHCRAFT

MD900 . . . . . . . . 44, 59

Learjet

50 . . . . . . . . . . . . 7, 12, 146

King Air

31A . . . . . . . . . . . 44, 45, 76 35A . . . . . . . . . . . 44 36A . . . . . . . . . . . 142 40XR . . . . . . . . . . 15, 127 45 . . . . . . . . . . . . 26, 63, 133 45XR . . . . . . . . . . 39, 140 55 . . . . . . . . . . . . 44 60 . . . . . . . . . . . . 7, 13, 39, 143, 148 60XR . . . . . . . . . . 13, 16, 41, 79 75. . . . . . . . . . . . . 49

50EX . . . . . . . . . . 3, 26, 63, 69, 146, . . . . . . . . . . . . . . . 147 900B . . . . . . . . . . 12, 45, 146, 147,

SIKORSKY

200 . . . . . . . . . . . 44 B200 . . . . . . . . . 13, 14, 59

S-76B . . . . . . . . . 69

900C . . . . . . . . . . 54, 146, 147 900DX. . . . . . . . . 148

300 . . . . . . . . . . . 29 350 . . . . . . . . . . . 13, 24, 45, 59, 77, 79 C90 . . . . . . . . . . . 44, 59

900EX . . . . . . . . . 12, 26, 134, 146 900EX EASy . . . 12, 146, 147 900LX . . . . . . . . . 3, 12, 146

C90A . . . . . . . . . . 49 E90 . . . . . . . . . . . 54

Beechcraft

2000 . . . . . . . . . . 41, 49, 73, 130, 131, . . . . . . . . . . . . . . . 140

Duke A60 . . . . . . 44

2000EX EASy . . 17, 115 2000LX . . . . . . . . 3, 147, 148

Hawker

III . . . . . . . . . . . . . 45, 69

DORNIER

750 . . . . . . . . . . . 59 800A . . . . . . . . . . 124

V. . . . . . . . . . . . . . 49

328 . . . . . . . . . . . 49

800XP . . . . . . . . . 15, 24, 39, 59, 65,

CESSNA Citation

Advertising Enquiries see Page 4

S-76C+ . . . . . . . . 14, 26, 39 S-76C++ . . . . . . 21

Premier I . . . . . . 14

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet

400XP . . . . . . . . . 59

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February 2017 – AVBUYER MAGAZINE

145

21st Century November.qxp 22/11/2016 16:48 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition. With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence. The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves. The Falcon 900EX equipped with API's Blended Winglets and the Falcon 900LX are considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ November.qxp_CBJ November06 22/11/2016 16:50 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

2011 FALCON 7X SN 120

US OWNED FALCON 7X SN 88 W/ EASY II+

Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

No Damage History, CAMP Maintenance Tracking, Warranties Remaining thru year 2020, 15 PAX Configuration w/ Crew Rest, CPDLC and Synthetic Vision, Spectacular Cabin Entertainment & Communications Systems

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

An Additional $4.2 Million spent in Over and Above Options Including

4300 TT, Recent 2C, 12 Year and Gear Overhaul, Brand New Paint, Refurbished Interior, MSP Gold, Equipped for European Operations

Enhanced Vision. 1425 Hours Since New; 6 Year C Inspection Completed March 2016 at Falcon. Custom Designed Interior; Exquisite Fabric Window Panels; LED Cabin Lighting; Auto Throttles; Triple FMS/IRS/Audio; CPDLC/WAAS/LPV/TCAS 7.1 and WIFI.

PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

Proline 21 Upgrade, MSP Gold, Aircell ATG-4000 Gogo Biz w/ WIFI, WAAS/LPV, Fully Refurbished Interior & Paint completed by Jet Aviation September 2012, A, 2A/2A+, 4A/4A+, 1B/2B Inspections c/w 04/16

2 US Owners Since New, MSP Gold, Standard Configuration Including Forward and AFT Lav, Acoustical Sound Proofing, Airshow 4000, Aerial View Camera's, Etcâ&#x20AC;¦

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

This being the aviation industry, you’d think more companies would share our

51,000

Making the complex simple for over 50 years.

2005 DASSAULT

foot view. FALCON 900DX S/N 601 • 4,122 Hours; 1,910 Cycles

• Fully Programmed Up here, the air and the competition are rare. Our birds-eye view of the • EASy II with FANS 1/A &

aircraft brokerage market comes from our unmatched ADS-B Out combination of nearly 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options. put a tailwind on your transaction. Call us and see. You’ll love the view. 2011 DASSAULT FALCON

www.jetcraft.com I info@jetcraft.com I Headquarters +1 216 919-941-8400 2000LX S/N

• 1,622.2 Hours; 833 Landings • Delivered with Fresh C Check • Factory LX Model

2010 BOMBARDIER CHALLENGER 605 S/N 5816

2014 GULFSTREAM G450 S/N 4302

• 1,420 Hours; 349 Cycles • Enhanced Navigation w/ ADS-B Out • Equipped with BBML & Satellite TV

• 1,262 Hours; 490 Cycles • 12 Passenger Configuration • ADS-B Out & RAAS Enabled

BOMBARDIER GLOBAL 6000

S/N

9698

2013 DASSAULT FALCON 7X S/N 197 • 1,665.48 Hours; 612 Landings • Fully Programmed • Swift Broadband High Speed Data

ALSO AVAILABLE

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

• Factory and Delivery Time Only • Interior and Exterior a Perfect 10/10 • Jetcraft Owned - Trades Encouraged

I N FO @ JETC RAF T. CO M

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ALSO AVAI L ABLE 2013 CHALLENGER 300 FEATURED 2010 CHALLENGER 605 2008 CHALLENGER 850 2011 GLOBAL 5000 2008 GLOBAL XRS 1999 LEAR 60 2008 CITATION CJ2 2008 CITATION SOVEREIGN 2010 CITATION XLS+ 2012 GULFSTREAM G150 2008 GULFSTREAM G200 2014 GULFSTREAM G450 2014 GULFSTREAM G550 1980 GULFSTREAM GIII 1999 GULFSTREAM GIVSP

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