AvBuyer Magazine February 2018

Avjet FC February 2018.qxp_FC December 06 23/01/2018 17:17 Page 4

February 2018

™

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: MD Explorer

2000 Boeing 757-256 VIP

How to Secure Aircraft Finance in 2018

proudly presents

Serial Number 29306

See pages 16 & 17 for further details

What’s Synthetic Vision and Why’s it Important? www.AVBUYER.com

Project1_Layout 1 30/01/2018 09:42 Page 1

IT DOESN’T SHOW ITS AGE. ONLY ITS VALUE.

FALCON 7X

2012 — S/N 143 3,293 hrs. / 1,985 cycles

• 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom MCS-7120 • Engines on ESP Platinum and APU on MSP • 1C due February 2020

FALCON 900LX

2012 — S/N 257 2,301 hrs. / 1,537 cycles

• 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 1 EFB • Engines and APU on MSP Gold • 1C due February 2018

VISIT DASSAULTFALCON.COM/PREOWNED I FRANCE: +33 1 47 11 60 71 I USA: +1 201 541 4556

Project1_Layout 1 30/01/2018 09:44 Page 1

When you purchase any pre-owned Falcon, you get a jet that’s renowned for unparalleled comfort, agility, efficiency and style. But when you buy a pre-owned Falcon from the people who designed, built and supported it, you get the added value of peace of mind. Knowing your investment is backed by a global team that will provide superior service, and a commitment to treat your Falcon with the care it deserves.

FALCON 900LX

2011 — S/N 250 1,573 hrs. / 900 cycles

• 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) • 2 FMS, 2 IRS, 3 VHF, Satcom Iridium Axxess II, 2 EFBs • Engines and APU on MSP Gold • 1C complied with in December 2017

FALCON 900EX EASy

2005— S/N 143 4,236 hrs. / 2,056 cycles

• 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom Thrane & Thrane-5000 HSD+ • Engines and APU on MSP Gold • 2C and Landing Gear Overhaul complied with in May 2017

Project1_Layout 1 30/01/2018 09:45 Page 1

OUR EXCLUSIVE INVENTORY BOMBARDIER GLOBAL PORTFOLIO

BOMBARDIER GLOBAL 7000 3 POSITIONS AVAILABLE IN 2020

BOMBARDIER GLOBAL 6000 2012 – SN 9537 ASKING PRICE: $31.00M NEW LISTING

BOMBARDIER GLOBAL 6000 2011 – SN 9443 PRICE REDUCTION: $28.50M

BOMBARDIER GLOBAL EXPRESS XRS 2008 OFF MARKET – CALL FOR FURTHER DETAILS

BOMBARDIER GLOBAL EXPRESS XRS 2009 – SN 9306 ASKING PRICE: $18.00M

BOMBARDIER GLOBAL EXPRESS 1999 (DELIVERED 2001) – SN 9033 MAKE OFFER – PRICED TO SELL QUICKLY

VIP CHARTER

AIRCRAFT SALES & ACQUISITIONS

AIRCRAFT MANAGEMENT

Project1_Layout 1 30/01/2018 09:46 Page 1

AIRBUS A318 ELITE+ 2010 – SN 3985 ASKING PRICE: $29.95M

EMBRAER LINEAGE 1000 – 2013 ASKING PRICE: $24.90M ‘HIGHLY MOTIVATED TO SELL’

DASSAULT FALCON 7X 2013 – SN 170 ASKING PRICE: $24.30M ‘SERIOUS OFFERS WELCOME’

DASSAULT FALCON 7X 2012 – SN 101 ASKING PRICE: $21.90M NEW LISTING

DASSAULT FALCON 2000S 2014 – SN 724 ASKING PRICE: $19.75M NEW LISTING

GULFSTREAM 450 2014 MAKE OFFER

aircraftsales@globaljetmonaco.com T +377 97 77 0104

WWW.GLOBALJETMONACO.COM

1

09:10

D A S S A U LT F A L C O N 7 X | S E R I A L N U M B E R 1 7 0 YEAR: 2013

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 3036.29

T O TA L C Y C L E S : 7 5 3

HIGHLIGHTS • Under

OEM warranty

•

Impeccable cabin interior with refined & elegant design

•

Avionic Easy II+ (included CPDLC ATN FANS 1/A / ADSB Out)

• EASA Certified • Enhanced Flight Vision System (EFVS)

ASKING PRICE: USD $24.30M SERIOUS OFFERS WELCOME

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 1

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:12

D A S S A U LT F A L C O N 7 X | S E R I A L N U M B E R 1 0 1 YEAR: 2012

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

AIRFRAME HOURS: 1600

T O TA L C Y C L E S : 6 7 0

HIGHLIGHTS •

One owner since new

•

Impeccable cabin interior with elegant design

•

FANS1A and CPDLC implemented

•

Low hours

•

High Speed Swift Broadband Wifi Internet

•

Under engine programs-‘ESP’

ASKING PRICE: USD $21.90M NEW LISTING

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 2

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:24

BOMBARDIER GLOBAL 6000 | SERIAL NUMBER 9443 YEAR: 2011

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 2760

T O TA L C Y C L E S : 9 9 3

HIGHLIGHTS

•

Global Jet managed aircraft in immaculate condition

•

Seats in Luster Mother of Pearl complemented by Kirelian Birch wood

•

ADSB-Out & FANS 1A+

•

Smart Part Plus Bombardier

•

Both STCs installed (Completion and EFB) are TCCA & EASA approved

PRICE REDUCTION : USD $28.50M

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 3

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:26

BOMBARDIER GLOBAL EXPRESS | SERIAL NUMBER 9033 YEAR: 1999

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 8356:59

AIRFRAME CYCLES: 3452

HIGHLIGHTS

• Competitively

• On

Priced to Sell

Engine and Airframe Programs

• Satcom

• Cabin

MCS 6000

communication system (ccs) - “Office in the Sky”

MAKE OFFER P R I C E D T O S E L L Q U I C K LY

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 4

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:29

BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9306 YEAR: 2009

C A PA C I T Y: 1 0 PA X

AIRFRAME HOURS: 2583

AIRFRAME CYCLES: 1042

HIGHLIGHTS

•

Signature aircraft with exquisite finishing and refinement

•

Maximum space with low density seat configuration and a Global Office

•

Managed by Global Jet and EU-OPS1/EASA certified

•

Maintained to an impeccable standard with FANS-1A and many essential upgrades

ASKING PRICE: USD $18.00M

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 5

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:32

EMBRAER LINEAGE 1000 YEAR: 2013

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

AIRFRAME HOURS: 751

T O TA L C Y C L E S : 2 2 8

HIGHLIGHTS

•

One of the lowest hours on the market

•

Elegant interior in a state-of-the-art condition

•

Certified EASA for commercial operations

•

Five luxurious cabin zones

ASKING PRICE: USD $24.90M HIGHLY MOTIVATED TO SELL

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 6

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:35

GULFSTREAM 450 | SERIAL NUMBER 4302 YEAR: 2014

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 2159

T O TA L C Y C L E S : 5 5 4 2014 Gulfstream G450

S/N

4302

PlaneView enhanced navigation package with ADS-B OUT

• Airframe

•

4302

2014 Gulfstream G450

HIGHLIGHTS

•

S/N

enrolled on PlaneParts

Equipped with BBML and Satellite TV

I N FO@JETCR AFT.COM

+1 919 94 1 84 00

JETCR AFT.COM

Specifications and/or descriptions are provided as introductory information only and do not constitute representations or warranties. Verification of specifications remain the sole responsibility of purchaser. Aircraft is subject to prior sale, lease, and/or removal from the market without prior notice.

•

Currently Operated – Part 135

ASKING PRICE: USD $18.00M HIGHLY MOTIVATED TO SELL

I N FO @J E TC R A F T. C

Specifications and/or descriptions are provided as introductory information only and do not constitute representations or warranties. Verification of specifications remain the sole responsibility of purchaser. Aircraft is subject to prior s

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

LUXEMBOURG GENEVA

AV Buyer_Feb2018.indd 7

MONACO LONDON

CONTACT AIRCRAFTSALES@GLOBALJETMONACO.COM T +377 97 77 01 04

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

22.01.2018 10:30:36

Contents Layout Feb18.qxp 24/01/2018 11:07 Page 1

Contents Volume 22, Issue 2

February2018

T BizAv Intelligence 22

40

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent Business Jet Move-Up Dynamics: According to JETNET, what are the trends for business jet move-ups and brand loyalty among operators?

T Ownership

Advertising Enquiries see Page 14

56

How to Secure Aircraft Finance in 2018: Will it be easier for people to get aircraft finance in 2018? AvBuyer spoke with two prominent financiers

60

Is Aircraft Financing Being Revolutionized? Paul Sykes, Founder, FlyFunder highlights some joined-up thinking in a fragmented global community

68

Business Aircraft Ownership Building the Case: How much use of a business aircraft is appropriate?

David Wyndham details…

74

Tips on Buying Older Business Airplanes: Does buying an older airplane mean you’ll be its last owner? Is that really such a bad thing? Jet Tolbert discusses

78

What’s Different About Helicopter Transactions? Are there key differences versus fixed-wing purchases? Dave Higdon discusses what first-time buyers should know

82

Points of Value Specific to Turbine Helicopters: Jeremy Cox continues his series focusing on the popular, inproduction turbine helicopter models…

www.AVBUYER.com

88

T

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

Operating

92

What to Know About European Airspace Plans: Ken Elliott highlights how airspace plans impact all aspects of GA, this month focusing on Europe…

100

What’s Synthetic Vision and Why’s it Important? What makes SVS so popular in today’s BizAv cockpits?

Dave Higdon discusses the benefit of this equipment

104

Tips to Maximize Domestic Flight Planning: How should you manage it?

When do you outsource, or keep it in-house? Andre Fodor discusses domestic flight planning

108

Flight Department Safety - How Could Promotion Help? What has promotion got to do with Flight Department safety culture? Mario Pierobon explores...

110

Specifications: Medium jet performance and specifications comparisons for aircraft aged 20 years and younger

116

Aircraft Comparative Analysis – MD Explorer 900/902: How does the MD Explorer compare against the AgustaWestland A109C helicopter?

Find out here…

T Community News 143 BizAv Review: OEM News and

Industry Appointments from around the BizAv Community

February 2018 – AVBUYER MAGAZINE

13

Editor Welcome Feb18.qxp_JMesingerNov06 24/01/2018 11:09 Page 1

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com

Editor’s Welcome

Security, Access and Business Aviation

I

n mid-January, the Transportation Security Administration (TSA) of the US Government quietly withdrew a proposed rule for business aircraft weighing more than 12,500 pounds. Known as Large Aircraft Security Program (LASP) and in many areas duplicating what TSA imposed on Scheduled Airlines, the proposal surfaced over a decade ago but was never enacted due to constructive input from lobby organizations such as the NBAA and other representatives of the GA community.

Much has changed since LASP was introduced. Hysteria that followed terrorist attacks on the World Trade Center in New York City and the Pentagon in Washington, DC September 11, 2001 has subsided, replaced by more reasoned thinking.

Government officials with little awareness of Business Aviation’s important role in commerce and even less knowledge of the community’s operating practices, learned about the security measures routinely employed by companies using larger business aircraft.

Tight security measures were implemented by the Business Aviation community decades before 9/11 to defend against industrial spies, stock speculators, curious reporters and terrorists intent upon taking high-profile business men as hostages for ransom.

Security practiced by business aircraft operators (albeit industrial security) was well-established, effective and relevant to the US’s “War on Terrorism”. Business Aviation experts presented logical arguments and government listened.

Eventually, the TSA agreed that procedures applicable to Scheduled Airlines were not automatically appropriate for Business Aviation.

Furthermore, processes were established whereby operators of business aircraft

14

AVBUYER MAGAZINE – February 2018

could obtain access to sensitive hub airports, such as Ronald Reagan Washington National Airport (KDAC), and airspace impacted by Temporary Flight Restrictions.

Apparently, TSA was sufficiently satisfied to drop LASP. The agency’s quest for security measures applicable to business aircraft continues, however.

LASP’s many provisions may lie dormant in a bureaucrat’s computer file somewhere in Washington, but the ideas that created the concept of security measures for business aircraft live on.

Another TSA proposal is likely—just the timing and its provisions remain unknown.

For Business Aviation, the issue is access—access to airspace on demand and access to airports. Broadly, access can be curtailed by three external forces: cost, equipage requirements and government fiat, such as an absolute probation from flying in certain airspace.

Obviously, government rules (i.e., fiat) that prohibit or limit access are the most damaging. Corporations and entrepreneurs use business aircraft to reach their customers and create new markets. Curtailing access limits the advantages that Business Aviation provides.

Withdrawal of LASP by TSA is an opportunity for the Business Aviation community to offer new proposals on security. In Washington as well as in government circles everywhere, bad or ill-conceived ideas remain until replaced by good ideas. Now is the time for Business Aviation to generate security protocols for business aircraft that leverage the best practices of our community while demonstrating the benefits that business aircraft provide.

Jack Olcott Editorial Director, AvBuyer

www.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 8255 4000 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 Liam Robinson (Digital Solutions Manager) 1- 800 620 8801 +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan 1- 800 620 8801 +44 (0)20 8255 4409 Sue@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

Mechanicsburg, PA 17055 Aircraft Index see Page 153

Freestream February.qxp 25/01/2018 10:08 Page 1

2008 Boeing BBJ

S/N: 36852

2006 Global Express XRS

1997 Gulfstream V

S/N: 9195

S/N: 512

2002 Dassault Falcon 2000

2001 Lear 45

S/N: 173

S/N: 167

FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

New York +1 201 365 6080 aircraftsales@freestream.com

Avjet FP February.qxp_Layout 1 24/01/2018 10:52 Page 1

Avjet multi February.qxp_Layout 1 24/01/2018 10:53 Page 1

2002 Gulfstream GV SN 699

1999 Boeing BBJ SN 29200

2016 Global 6000 SN 9744

2011Gulfstream G550 SN 5309

2015 Gulfstream G650ER SN 6157

2007 Gulfstream G150 SN 240

LOS ANGELES MARC J. FOULKROD +1 (818) 480-9964

SALES | ACQUISITIONS | CONSULTING AVJETGLOBAL.COM

WASHINGTON D.C. ANDREW C. BRADLEY +1 (410) 626-6162

Avpro February.qxp_Layout 1 22/01/2018 11:29 Page 1

Avpro February.qxp_Layout 1 22/01/2018 11:29 Page 2

Avpro February.qxp_Layout 1 22/01/2018 11:30 Page 3

Avpro branding February.qxp_Layout 1 22/01/2018 11:24 Page 1

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 15:49 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary Despite the cold winds of February in the northern latitudes,

the market environment for Business Aviation continues to heat up, as Rollie Vincent explores here…

ew tax laws in the US and generally stronger GDP growth in North America and Europe are providing some warmth and welcome tailwinds. With the much-anticipated GAMA Year-End Shipment Report due on February 21, most industry followers are expecting a better year for the industry after several years in the doldrums.

Aircraft utilization continues to climb and buyer confidence is building, setting the stage for higher aircraft sales activity after a busy end to 2017.

With more than 60% of the business jet fleet based in the US, many eyes are naturally on the US market for signs of strength.

That is fueled by an influx of cash on the back of lower corporate tax rates and a hoped-for wave of repatriated profits held outside the US by corporations who see the logic in taking advantage of the one-time tax reprieve. In the meantime, OEMs remain in collective hyperactive mode, investing in new products and production processes.

N

New Airplane Vibrancy

At the end of 2017, Pilatus Aircraft successfully certified the PC-24 ‘Super Versatile Jet’, carving a niche for itself in the competitive 22

AVBUYER MAGAZINE – February 2018

Light jet segment. Entry into service with Portsmouth, New Hampshire-based PlaneSense was imminent as we went to press, and provides a stamp of approval from Pilatus’ largest customer and high-utilization Fractional Ownership program specialist.

Close on its heels are the Citation Longitude and Gulfstream G500, both in the final stages of certification flight testing.

Bombardier, meanwhile, is expected to fly the fifth flight test vehicle in the Global 7000 program incorporating a newly designed, lighter-weight wing, and the entire organization is focused on achieving type certification before year-end.

Darkening the skies above Savannah, Georgia (even more than the uncharacteristically harsh weather) Gulfstream has an unprecedented 10 flight test vehicles in the air, with concurrent certification programs of the G500 and G600 large cabin aircraft.

Used Market Impacts

With numerous new models initiating customer deliveries, we expect a fresh release of used aircraft inventory ‘For Sale’ into the market over the next months and quarters.

Although this would normally trigger an increase in the overall supply of ‘For Sale’ aircraft, we think that increased sales –

www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 17:14 Page 2

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

“Although this would normally trigger an increase in the overall supply of ‘For Sale’ aircraft, we think that increased sales – spurred along by the new US tax laws and buyer confidence – should keep this trend in check.”

spurred along by the new US tax laws and buyer confidence – should keep this trend in check.

At the macro level, ‘For Sale’ inventory levels (which slipped below 10% of the in-service fleet of business jets at the end on 2017) are likely approaching their low point in the existing business cycle.

Specific used market segments have already tightened. With almost 550 G550 aircraft in operation, just 3% of the fleet is currently ‘For Sale’.

• • • • •

Are you eager for an Embraer? Less than 3% of the Phenom 300 fleet is currently ‘For sale’.

Maybe you’re longing for a Latitude. With just three aircraft ‘For Sale’, currently, you may have to wait a while, or pay more than you expected.

Perhaps you’re pouting for a Pilatus? Pout on… since only 1% of PC-12s delivered in the last five years are on the market.

Do you fancy a Falcon? Bonne chance, mon ami: just six Falcon 2000LX or 2000LXS aircraft were on the market worldwide.

If you’re Globally minded but without a globally-ranging

Advertising Enquiries see Page 14

aircraft, you need to take a number and sit down. Only 5% of the Global 6000 fleet of almost 250 aircraft was available ‘For Sale’ at press time.

Is 2018 the Year?

Soft pricing and steadily declining residual values have been the order of the day in the used business jet market for several years, and 2017 was another disappointing year for aircraft owners and asset managers anxiously awaiting more stable valuations.

With tremendous pressures to deliver higher sales and generate faster returns on investment, C-Suite executives across the business aircraft manufacturing industry will be faced with making the tough calls about setting production rates to capture their fair share of what is expected to be a rising tide.

With pressure from Pilatus and Honda in the Light jet segment, and new models about to enter service in the Super Mid-size and Large jet segments, competition for buyers is already fierce, with more to come as 2018 unfolds. The world turns, and the business aircraft buyers’ market continues!

MI www.navigating360.com 

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

23

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 17:15 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

Flight Activity - North America According to ARGUS TRAQPak, December’s North American flight activity results by operational category were mostly positive Year-over-Year (YoY) while Month-over-Month (MoM) activity was down against November 2017.

Specifically: YoY, Part 135 and Fractional activity produced modest gains, while Part 91 activity slipped compared with December 2016.

The aircraft categories were mostly positive as well with Large and Mid-Size jets posting the largest gains.

Turboprops were flat for the period while Light jets declined marginally.

Month-over-Month

December’s MoM Business Aviation flight activity posted the expected decrease versus November 2017. Results by operational category were all in the red for the month, with Part 91 posting the largest monthly decrease.

Aircraft categories were all negative for the month, too, with Turboprops posting the largest monthly decrease.

Next Month’s Forecast

TRAQPak analysts estimate there will be a 3.3% increase in overall YoY flight activity in January 2018.

MI www.argus.aero

TABLE A - DECEMBER 2017 vs DECEMBER 2016 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-2.8%

3.1%

8.3%

0.0%

LIGHT JET

-2.1%

2.1%

1.9%

-0.1%

MID-SIZE JET

1.1%

5.6%

7.4%

4.2%

LARGE CABIN JET

4.8%

11.2%

-5.8%

5.5%

ALL

-0.5%

4.6%

4.0%

2.0%

TABLE B - DECEMBER 2017 vs NOVEMBER 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

-13.5%

-4.4%

-14.8%

-9.8%

-10.3%

-4.5%

-5.7%

-7.6%

-11.8%

-5.7%

-3.4%

-7.7%

LARGE CABIN JET

-10.5%

-2.9%

0.7%

-6.7%

ALL

-11.8%

-4.6%

-4.3%

-8.2%

TURBOPROP

LIGHT JET

MID-SIZE JET

Flight Activity Europe

Business Aviation traffic rose 1.5% in December versus December 2016, according to WingX Advance. In 2017, there were an average 100 additional daily BizAv departures compared with 2016.

There was a 1% decline in YoY Business Aviation activity in December 2017, with a big dip in owner flights (mainly in Piston and Turboprop aircraft). In contrast, Jet activity was up 6% and 2017 ended with 4% growth in Business Aviation flights compared to 2016.

The slowdown in activity in December was centered in Western Europe, with fewer YoY departures from France, Switzerland, Germany and Italy.

Flight activity was ahead in the UK and Spain, whilst Germany contributed the largest growth to flight activity during 2017.

Poland contributed the largest YoY growth with departures up by 25%.

Sweden was also well ahead in December 2017. Flights from both Russia and Turkey were down in December 2017, although up for the full year. Greece had the largest relative gains in 2017, up 14% versus 2016.

Although flight activity was down 2% in Western Europe in December, it was up 3% for the year. Southern Europe was up 7% in 2017 compared to 2016.

Meanwhile, annual arrivals from North America were up 4%.

“December’s flight activity was slightly down but that appears to have been weather-related, mainly affecting owner-piloted turboprop and piston aircraft activity,” offered Richard Koe, Managing Director, WingX Advance. “…Overall, 2017 was clearly a strong recovery year for business jet demand in Europe, and we expect to see more of the same in 2018 as long as the underlying operating models can sustain high availability of aircraft at competitive prices.” continued MI www.wingx-advance.com  on page 28

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

24

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 153

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2007 GULFSTREAM G450

1996 DASSAULT FALCON 900EX

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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 COMPLIED WITH BY GAC, LAS VEGAS IN APRIL 2015, APU ON HONEYWELL MSP, AVIONICS ON HONEYWELL AVIONICS PROTECTION PLAN (HAPP), HONEYWELL MCS-7000 SATCOM1, FORWARD GALLEY, ENHANCED SOUNDPROOFING

ENGINES ON MSP GOLD, APU ON MSP, WINGLETS AVIATION PARTNERS STC, ENROLLED ON CAMP, RVSM CERTIFIED & CAPABLE, NEW PAINT & PARTIAL NEW INTERIOR 2014, PRIMUS ELITE DU875 AVIONICS UPGRADE, HONEYWELL CDU 820 UPGRADE, TCAS 7.1, XM WEATHER, DRY BAY MOD COMPLIED WITH IN 2012 BY DUNCAN AVIATION, 1, 1A+ INSPECTIONS COMPLETED AUGUST 2017

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2013 GULFSTREAM G550

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FORWARD GALLEY & CREW REST, ENGINES ON CORPORATE CARE, APU ON MSP GOLD, EASA EU-OPS 1 CERTIFIED, GULFSTREAM BBML WITH KU-BAND MODEM, HONEYWELL HIGH-SPEED DATA SYSTEM HD-710, HONEYWELL AIS-2000 SATELLITE TELEVISION, MCS-7000+ SATCOM, AIRCELL AXXESS II IRIDIUM SATELLITE COMMUNICATION SYSTEM, GULFSTREAM HIGH DEFINITION AUDIO VIDEO DISTRIBUTION SYSTEM (AVDS), AIRSHOW 4000 VERSION 2, SECURAPLANE PREFLITE AIRCRAFT SECURITY SYSTEM, SYNTHETIC VISION, PLANEVIEW ENHANCED NAVIGATION, 1A, 2A, 3A, 1C, 2C, 4C, 48 MONTH INSPECTIONS C/W GULFSTREAM WESTFIELD, MA JUNE 2017

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25 Park Lane, London W1K 1RA EU +44 (0) 845 521 5555 | US +1 917 414 1995 | sales@thejetbusiness.com | www.thejetbusiness.com

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 17:16 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Tax Reform Makes Used Aircraft Attractive

Greater Charter Sales Ahead in 2018?

Last year (2017) saw more growth in Business Aviation activity than at any other time since the financial crisis a decade ago, summarized PrivateFly, which expects this upward trajectory to continue…

PrivateFly saw Charter sales increase by 51% Year-over-Year (YoY) along with the average spend per flight up by 19.7%. It also noted customers are getting younger - the average age was 40 throughout 2017, compared to 41 in 2016, but fell to 38 in the second half of the year.

PrivateFly founder and CEO Adam Twidell expects further market growth this year, “driven by on-demand business jet charter, as opposed to outright or fractional ownership”.

Consolidation of businesses has been a key theme over the past few years, and Twidell expects “we’ll see more mergers and acquisitions with charter brokers” this year. He believes both the customer and the industry would “benefit from less fragmentation in this segment”.

MI www.privatefly.com

“[The U.S.] government loves using the tax code to shape business’s economic activity” said Jonathan Levy, Partner, Advocate Consulting Legal Jonathan Group. While Levy boosting manufacturers is a noble goal, the recent tax reform is more broad-based…

The 2017 Tax Cuts and Jobs Act changes the bonus depreciation rule in two key ways: (1) it is no longer restricted to new equipment, thus placing used aircraft on equal footing with factory new; and (2) it elevates the write-off from 50% to 100%.

In other words, for the first time in almost a decade, the U.S. tax code is no longer biased to favor new over used. In order to understand why this is a gamechanger for the aircraft buyer, consider how used vs. new aircraft values have diverged in the decade of newequipment tax incentives—a distortion that is unprecedented, unlikely to repeat and in some measure likely temporary.

MI www.advocatetax.com



continued on page 32

2018: ‘Reset Year’ for BizAv Market?

Business Aviation industry watchers expect 2018 to be a “reset year,” with business aircraft deliveries generally expected to be flat compared with 2017’s and an upward growth track projected to begin in 2019, AIN reports…

According to JETNET iQ, business jet deliveries were expected to land at 653 units in 2017, rising to 662 in 2018.

However, these numbers include 10 Cirrus SF50 Vision personal jets for 2017, and 41 for 2018, meaning traditional

28

AVBUYER MAGAZINE – February 2018

business jet deliveries will be down by 22 in 2018. On the Turboprop side, JETNET calls for 337 shipments this year, down from the projected 361 last year.

Beyond the delivery numbers, optimism continues to rise in the industry. The latest UBS business jet market index was 53, 10% higher than its prior survey and back to its post-US election high. (An index ranked at over 50 denotes an improving market.)

MI www.ainonline.com

www.AVBUYER.com

Aircraft Index see Page 153

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O'Garajets February.qxp_Layout 1 23/01/2018 17:00 Page 1

O'Garajets February.qxp_Layout 1 23/01/2018 17:00 Page 2

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 15:52 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Industry Ready to Launch in 2018 supply remains high in older models like the G200, GIV-SP and GV (between 1012%, which is more in-line with the current industry average). Inevitably, owners are trying to sell something that’s less desirable than what they want to buy.

The OEMs struggled to compete with the used jet markets in 2017. Business jet backlogs have suffered at all of the manufacturers. The recent news of the cancellation of Falcon 5X model in December due to engine issues is a blow to Dassault, while Gulfstream expects to bring its new product, the G500 to market in Q1 2018.

Welcome Tax Bill

Last year was a success for the used business jet industry, notes Hagerty Jet Group. There was an uptick in transactions, inventory declined and prices in many of the Gulfstream markets are stabilizing…

In their Q4 editions, both Vref and BlueBook published values that were mostly flat for the models covered by Hagerty. For the first time in three years, the G550 values remained unchanged. Previously, they had been losing around 18-20% per year over the preceding 36 months.

There has been a shift in the market.

As Hagerty previously noted, buyers entering the market are frustrated because inventory levels are lower with fewer choices and prices are firming.

For example, three in-production Gulfstream models (the G650, G550 and G280) have very low inventory levels with 4% or less of each fleet ‘For Sale’. The lack of late-model aircraft ‘For Sale’ should help Gulfstream sell new positions.

Although depreciation has slowed down for most Gulfstream models,

In addition, the new Tax Bill will allow for 100% bonus depreciation on new and used business jets. The last-minute inclusion of used business jets is unexpectedly welcome for our industry and will incentivize buyers currently sitting on the sidelines to finally make a purchase and reduce supply further.

Hagerty Jet Group is hopeful the new Tax Bill will incentivize large US Corporations to order new airplanes, which will bring more used product into the market in 2019 and 2020.

MI www.hagertyjetgroup.com



continued on page 36

32

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

Corporate Concepts February.qxp 25/01/2018 10:09 Page 1

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1’146 TT, 6’200 NM / 11’500 Km Range, 9 ACTs, 18 Pax.

Deal Pending

2012 GLOBAL 6000 S/N 9523

2’527 TT, SmartPart Plus, Corporate Care, Wi-Fi, 14 Pax.

Make Offer

Deal Pending 2007 EMBRAER LEGACY 600 S/N 0979

2’008 TT, EASA, RRCC, Wi-Fi, New Interior & Paint, 13 Pax.

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2015 EMBRAER LEGACY 600 S/N 1216

2’511 TT, JSSI-Platinum, CPDLC, Wi-Fi, 13 Passengers

Make Offer

Just Sold 2012 EMBRAER PHENOM 300 S/N 87

965 TT, EASA, JSSI 100%, EEC Enhanced, 7 Passengers

Sold

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4’300 TT, Fresh C2, All Progs, 2018 Cabin & Paint, 13 Pax.

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Deal Pending 1997 DASSAULT FALCON 900EX S/N 12 9’016 TT, MSP, HAPP, CAMP, 14 Passengers

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2001 CESSNA CITATION CJ2 S/N 17 6’580 TT, RVSM, CAMP, EASA, 6 (+1) Passengers

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MarketIndicators Jan18.qxp_Layout 1 23/01/2018 15:53 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

To Charter or Not to Charter, That is The Owner’s Question

David Deitch

Executives from National Aircraft Resale Association (NARA) companies sat down to examine whether aircraft owners are better off chartering their airplanes when they are not using them. Well, it depends. Here are highlights from their discussion: Owners who are thinking about making their airplanes available for charter flights should be realistic. The goal is offsetting operating costs, not turning a profit.

“They’re never going to make money in charter – we’ve tried it; it doesn’t work,” says David Deitch, Vice President of Sales for Jet Aviation, an aviation services company that helps owners put out airplanes for commercial charter use around the world.

An owner spending $5m a year on a Large-Cabin jet might recoup $600,000 to $700,000 through chartering it out, Deitch says. However, adding 200 hours charter use on top of the owner’s 200 hours in the air increases wear and tear on the airplane, with a larger maintenance bill to match.

Matt Bosco

consideration. Anything above 300 to 400 hours total use requires the additional expense of hiring another pilot certified for commercial charter flying, plus triggers the added maintenance mentioned earlier.

On the other hand, some owners may fly their airplanes 40 hours or less a year, while paying for service programs priced for 200 to 300 hours of use. “So they’re going to have a cost without the benefit of use,” says Matt Bosco of West Coast-based Axis Jet, an aircraft sales, management and charter operator - unless they recoup it through chartering the airplane.

Financial Scenarios

Owners should make sure that whatever management company they’re working with presents them with a variety of financial scenarios before purchasing a new airplane or utilizing an existing one for part-time chartering.

The amount of time the owner uses the airplane is the biggest 36

AVBUYER MAGAZINE – February 2018

Bosco points out that most aircraft benefit from, or may even carry a manufacturer’s mandate for regular “exercise” (e.g., being flown at least once a week). “If you don’t fly it, you’re going to end up with mechanical issues,” he says. “You’re going to have dispatch reliability issues.” A crew that only flies 40 hours a year isn’t really proficient either, he adds.

It really boils down to “asset preservation,” Bosco says. “We tend to keep the aircraft under 300 hours for (owner) and (charter) use. But everybody has a different scenario.”

Selecting a Charter Company

Deitch and Bosco, who are both NARA members, say owners should look beyond a glossy brochure or the first page of a website in choosing an aircraft charter company.

Deitch notes that there are thirdparty safety auditors such as ARGUS and Wyvern that can give owners a good idea of a company’s performance.

“You really have to critique the company,” Deitch says.

A charter company’s insurance and financial stability are other things for an owner to evaluate. Bosco says there are companies with a “very, very minimal amount” of insurance. Other companies have extended credit to charter clients “and they were never able to recover the cost”.

(Axis Jet requires payment in advance for trips. Jet Aviation guarantees owners it will pay them within 30 days of a trip.)

Working with a reputable charter company can also ease other owner concerns, such as worrying about who gets to charter the aircraft, what happens in the case of damage to it and will the owner have access to the airplane when needed?

The bottom line is that aircraft owners shouldn’t go into chartering lightly or with unrealistic expectations, but rather with all the right information they can gather.

MI www.naraaircraft.com 

www.AVBUYER.com

continued on page 38

Aircraft Index see Page 153

Hatt & Associates February.qxp_Layout 1 22/01/2018 12:30 Page 1

2006 Hawker 850XP S/N: 258818 Reg: N403CT 8,564.4 Hours since New

Collins ProLine 21 Avionics Engines Enrolled on MSP ATG-5000 WiFi Text and Talk

Partial Interior 2017 Landing Gear OH cw.

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2010 Hawker 400XP S/N: RK-596. Reg: N497TM 5,310 Hours Since New Interior Refurb March 2017 GoGo Biz ATG2000 WiFi Aircell ST3100 Single Channel Iridium Telephone

2014 King Air 350i S/N: FL-972. Reg: C-GOKI 719.8 Hours since New

1-(303) 790-1050 hattaviation.com

Canadian Modification Package Collins Venue Media Center Custom Paint Scheme GWX-3001 Collins Satellite Graphical Weather

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MarketIndicators Jan18.qxp_Layout 1 23/01/2018 15:53 Page 7

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition Asset Insight’s year-end market analysis covering 92 fixed-wing models and 1,710 aircraft listed ‘For Sale’ was conducted on December 29, 2017. The research once again revealed that higher quality assets were the units actively selling.

Ask Prices for tracked models improved a nominal 0.2% during December, which was unexpected considering the competitive nature of year-end transaction dynamics.

Since December 30, 2016 Ask Price for tracked models experienced a cumulative decrease of 22.6%, however, including: • Large Jets fell 23.9% (although prices did strengthen 0.8% in December) • Medium Jets lost an additional 1.3% to end the year at a record low figure and a total Year-over-Year (YoY) loss of 7.8% • Small Jet prices receded 1.8% for a total decrease since December 2016 of 15.2% • Turboprops, the group exhibiting the smallest Ask Price fluctuation all year, lost 0.2% for a total loss of 3% since December 2016.

Inventory Fleet Maintenance Condition The decreasing Quality Rating Trendline graphically displays that higher quality assets are the units actively trading. Not surprisingly, December’s recorded transactions pushed the inventory rating down to just above the annual low point posted in October. Specifically: The Asset Insight tracked inventory fleet ended 2017 with a ‘Very Good’ Quality Rating of 5.159, falling from November’s 5.230 ‘Excellent’ figure, on our scale of -2.5 to 10. A drop was predicted last month, so the figure came as no surprise.

With higher quality aircraft trading, the tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/ embedded maintenance expense) degraded (increased) 0.4% to $1.458m from last month’s $1.452m. Maintenance Exposure worsened 0.5% during the past quarter, but improved 1.6% from December 2016’s figure.

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

‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases.

During Q4, the average Days on Market were 42% greater for aircraft whose ETP Ratio exceeded 40% (199 versus 284 days).

The tracked inventory fleet’s ETP Ratio worsened to 65% in December, a 12-month

38

AVBUYER MAGAZINE – February 2018

high (worst) figure, while degrading (increasing) 8.9% during Q4, and 24% since December 2016. At 50.6% Turboprops once again had the best (lowest) ETP Ratio; Large Jets (the only group to improve) followed at 56.7%; Medium Jets degraded to 65.1%; and Small Jets hit another 12month high (worst) figure at 80%.

Table C

Fleet Maintenance Condition

Market Summary

Our tracked inventory decreased by 33 units this month (more sales may have occurred that were not registered before the data collection cut-off date). Fifty four percent of tracked models and 62% of inventory aircraft posting an ETP Ratio above 40% collectively indicate the industry’s preference for higher quality aircraft.

Large Jets: The tracked inventory fleet decreased by 1.8% (seven units). Primarily trading were higher quality assets resulting in the group posting a 12-month low, albeit ‘Excellent’, Quality Rating of 5.280.

Maintenance Exposure worsened (increased) 1.1% during the month and 0.5% during Q4. Ask Price, quite surprisingly, increased 0.8% improving the ETP Ratio.

Medium Jets: Sales activity decreased inventory by only four units and the group maintained its ‘Very Good’ Quality Rating at 5.087. Maintenance Exposure worsened 1.1% for the month, but improved nominally during Q4. Ask Price posted a record low figure, increasing the ETP Ratio to 65.1% and negatively impacting Asset Insight’s optimistic prediction for strong sales during Q4.

Small Jets: Asset Insight’s tracked fleet decreased 2.8% (14 aircraft) while maintaining an ‘Excellent’ Quality Rating at 5.287. Maintenance Exposure worsened nominally, retaining a 12-month high figure, and Ask Price decreased 1.8% to a 12month low, pushing the ETP Ratio up to 80% – the group’s highest (worst) 2017 figure.

Turboprops: As predicted last month, the Quality Rating increase did not last long, with higher quality assets trading and reducing the figure to ‘Good’ at 4.99. The 2.6% inventory fleet decrease (eight units) raised Maintenance Exposure by 3%, and reduced the average ask price enough to degrade (increase) the ETP Ratio, ending 2017 at 50.6%. The year’s narrow Ask Price band (a low of $1.5m and a high of $1.59m) confirms the belief that values within this market sector have stabilized.

MI www.assetinsight.com T www.AVBUYER.com

Chart A LOW RISK AIRCRAFT MODEL ETP RATIO G650 Boeing BBJ F900LX Citation CJ4 525C F900EX EASy Phenom 300 F2000LX Pilatus PC-12 G-150 Citation CJ3 CL-605 Citation Sovereign 680 Citation CJ2+ 525A Piper Meridian G 450 Learjet 45XR G550 Hawker 900XP Citation XLS (MSG3) Global XRS Citation Encore Citation CJ2 Citation XLS Falcon 50EX KingAir B-200 - Post-2000 KingAir 350 - Pre-2001 Learjet 60XR Citation Mustang 510 Challenger 300 KingAir 350 - Post-2000 Phenom 100 Citation CJ1+ F900EX Global 5000 Premier 1A CL-604

2.3% 6.2% 6.8% 7.5% 10.7% 12.1% 12.8% 13.5% 13.7% 15.7% 17.3% 18.1% 18.6% 18.9% 19.9% 20.8% 22.6% 22.6% 22.8% 23.8% 24.7% 25.6% 26.6% 27.5% 28.5% 28.8% 29.6% 29.8% 29.9% 29.9% 31.9% 32.1% 32.8% 34.9% 39.5% 39.7%

HIGH RISK AIRCRAFT MODEL ETP RATIO Hawker 850XP Hawker 400XP Citation X (MSG3) Learjet 45 w/APU F900B Citation Excel 560XL Embraer Legacy 600 Learjet 45 KingAir B-200 - Pre-2001 F900 Piaggio P-180 II KingAir 300 Citation Bravo Hawker 800XP G-200 Hawker Beechjet 400A Citation V Ultra Falcon 2000 GV Citation V 560 GIV-SP Premier 1 Global Express Beech B-1900C Falcon 50 GIV-SP (MSG3) Piaggio P-180 Hawker 1000A Learjet 60 Hawker Beechjet 400 Learjet 31 GIV Citation VI KingAir C90 Hawker 800A CL-601-3R Citation II Citation ISP CL-601-3A CL-601-1A Learjet 35A Learjet 55 Falcon 20-5

40.3% 40.7% 41.8% 42.0% 42.3% 42.4% 43.0% 43.4% 43.5% 47.1% 48.0% 50.2% 50.8% 51.8% 52.9% 55.5% 56.1% 58.8% 60.5% 64.4% 64.6% 67.9% 68.6% 71.0% 75.5% 80.0% 92.6% 104.3% 109.1% 113.9% 115.9% 120.6% 121.9% 124.0% 126.4% 131.1% 146.1% 151.2% 166.9% 186.2% 200.7% 202.7% 285.2%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of December 29, 2017 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com)

Aircraft Index see Page 153

MarketIndicators Jan18.qxp_Layout 1 23/01/2018 15:54 Page 8

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

Ask Price Source: Amstat Asset Insight Analytics * The accrued cost of future scheduled maintenance

Advertising Enquiries see Page 14

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

39

KnowMore Feb18.qxp_Layout 1 24/01/2018 11:19 Page 1

BIZAV INTELLIGENCE T MARKET TRENDS

Business Jet Move-Up Dynamics What are the trends for business jet move-ups and brand loyalty among Business Aviation operators? Mike Chase studies the JETNET data to determine…

A

s of November 2017, there were 479 Citation Mustangs built, 478 of which were still in operation.

According to JETNET, there are 41 (or 8.6% of the fleet) ‘For Sale’. Indeed, an average eight new and used Mustangs have transacted per month over the past 12 months. This high monthly average is the second largest of all business jet models.

So what is going on at the bottom end of the Citation market? Since Textron announced it will cease production of

Citation Mustangs, the entry-level point for Textron new business jet ownership became slightly higher. Of course, not every owner moves up, but what might be the upgrade path for those who do? Would they stay in the Cessna family of aircraft?

Recently, JETNET developed upgrade reports from its Evolution database for aircraft ownership, and there are two upgrade paths to view: • ‘Upgrade To’ Path (by make/model) • ‘Upgrade From’ Path (by make/model)  continued on page 44

Table A - Cessna Citation Mustang Owner’s Likely Upgrade Path (per 11/30/17) WILL MOST LIKELY BUY - TOP FIVE

AN OWNER OF STARTED WITH MAKE / MODEL

CITATION MUSTANG

PERCENT WITH TOTAL TOTAL SOLD UPGRADES UPGRADE PATH

389

108

27.8%

UPGRADED TO

AVBUYER MAGAZINE – February 2018

FOR SALE

MAKE / MODEL

TOTAL

PERCENT

TOTAL

PERCENT

CITATION M2 CITATION CJ3 CITATION MUSTANG CITATION CJ2+ CITATION CJ4

21 12 12 11 10 66

19.4% 11.1% 11.1% 10.2% 9.3% 61.1%

11 20 41 12 10

6.3% 4.8% 8.6% 5.3% 3.9%

Source: JETNET Star Reports

40

UPGRADES

www.AVBUYER.com

Aircraft Index see Page 153

Asian Sky January.qxp_Layout 1 22/01/2018 12:36 Page 1

Elliott Jets February.qxp_Layout 1 24/01/2018 10:33 Page 1

Elliott Jets February.qxp_Layout 1 22/01/2018 12:41 Page 2

KnowMore Feb18.qxp_Layout 1 24/01/2018 11:20 Page 2

BIZAV INTELLIGENCE T MARKET TRENDS

Table B - Likely Upgrade Paths, By Entry-Level Jet Model (per 11/30/17) WILL MOST LIKELY BUY

OWNER(S) OF TOP FIVE STARTED WITH MAKE / MODEL CITATION SOCATA CHEYENNE CITATION BARON

TOP FIVE EMBRAER KING AIR TURBO COMMANDER BARON CESSNA EMBRAER EMBRAER

TOP FIVE SOCATA CITATION FALCON HONDAJET KING AIR FALCON

MUSTANG TBM-850 IIXL CJ1 G58 PHENOM 100 B200 1000 58 421C

PHENOM 100 PHENOM 100

TBM-850 MUSTANG 10 HA-420 C90 100

PERCENT TOTAL TOTAL WITH UPGRADES UPGRADES UPGRADE TO MODEL PATH 108 140 58 135 92 533

45 742 46 669 471 1,973 45 45 90

As we consider the data contained in Table A (previous page) specifically factoring owners of Citation Mustangs, an ‘Upgrade To’ Path can be identified as follows…

•

9 5 4 3 3 24 1 1 2

140 108 158 1 347 754 31

The ‘Upgrade To’ Path

•

21 13 3 3 2 42

Of 389 recorded Citation Mustang sales, only 108 (27.8%) show an upgrade.

Of those 108 upgrades, the ‘Top Five’ models (all Citations) accounted for 61% of upgrades.

3 1 1 1 1 7 1

• •

UPGRADED TO MAKE / MODEL

19.4% 9.3% 5.2% 2.2% 2.2% 8%

20.0% 0.7% 8.7% 0.5% 0.6% 1% 2.2% 2.2% 2%

2.1% 0.9% 0.6% 100.0% 0.3% 1% 3.2%

CITATION M2

67

11

6.3%

EMBRAER PHENOM 100

65

25

8.3%

EMBRAER PHENOM 100E EMBRAER PHENOM 100EV

7 3

4 0

8.2% 0.0%

HONDAJET HA-420

11

10

10.6%

CIRRUS

1

1

4.2%

VISION SF50

The Citation M2 was selected by 21 owners as the replacement aircraft.

Owners of 12 Citation Mustangs selected another Mustang business jet (because of the current aircraft’s age, new features available or better economics).

Note: Included in the report are the number and fleet percentage ‘For Sale’ for each of the Top Five upgrade models featured.

Will the majority of Citation Mustang

The ‘Upgrade From’ Path

Broadening the study, Table B (above) presents the common ‘Upgrade From’ paths of owners of various Very Light Jet (VLJ) and Entry Level aircraft models (including the Citation Mustang).

• • •

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Source: JETNET Star Reports

owners looking to move up into something larger automatically select the Citation M2 (or other Citation model), or will they be lured away from the Textron/Cessna brand by the Embraer Phenom 100EV and HondaJet? Time will tell, but it’s a trend worth watching.

•

44

FOR SALE TOTAL UPGRADES TOTAL PERCENT TO

Within the table, we can see a high brand loyalty from Embraer Phenom 100 owners upgrading to other Phenom 100 models (including the 100E and 100EV).

No Embraer Phenom 100 owners purchased an M2 or a HondaJet. One Citation Mustang owner purchased a HondaJet. Interestingly, one Falcon 100 owner purchased a Cirrus Vision SF50, showing an example of an aircraft owner wanting to move from an older business jet into something new.  continued on page 48 Aircraft Index see Page 153

General Aviation February.qxp_Layout 1 22/01/2018 12:51 Page 1

Jeteffect 10 aircraft x2 February.qxp 22/01/2018 12:52 Page 1

Gulfstream G650 • S/N 6166

Gulfstream GIVSP • S/N 1220

Challenger 300 • S/N 20419

Hawker 800XP • S/N 258585

Learjet 45XR • S/N 366

Learjet 45 • S/N 79

Learjet 40XR • S/N 2101

Learjet 40XR • S/N 2090

Learjet 31A • S/N 229

Citation X • S/N 104

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• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 571.933.7393 • www.jeteffect.com

Jeteffect 10 aircraft x2 February.qxp 22/01/2018 12:52 Page 2

Citation X • S/N 45

Citation X • S/N 11

Citation Sovereign • S/N 325

Citation XLS • S/N 5623

Citation XLS • S/N 5524

Citation Bravo • S/N 1132

Citation Bravo • S/N 1073

Citation CJ1 • S/N 525-0545

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Piaggio Avanti P180 • S/N 1004

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KnowMore Feb18.qxp_Layout 1 24/01/2018 11:20 Page 3

BIZAV INTELLIGENCE T MARKET TRENDS

Table C - Upgrade Path by Model (Based on End-User Transactions) - 11/30/17 OWNER(S) OF STARTED WITH MAKE / MODEL Top Five CITATION CJ3 CITATION CJ2+ CITATION CJ2 CITATION MUSTANG CITATION CJ4

117 65 165 108 28 483

Top Five FALCON 900EX FALCON 2000LX FALCON 50EX FALCON 7X FALCON 900EX EASy

Top Five CHALLENGER CHALLENGER GLOBAL 5000 CHALLENGER CHALLENGER

WILL MOST LIKELY BUY

PERCENT TOTAL TOTAL WITH UPGRADES UPGRADES UPGRADE TO MODEL PATH

52 25 83 12 22 194

604 601-1A

Business Aircraft Brand Loyalty

MAKE / MODEL

30 14 13 10 7 74

25.6% 21.5% 7.9% 9.3% 25.0% 15%

7 6 6 6 6 31

CITATION CJ4

G-IV 900 604 601-3A G-IVSP

CHALLENGER HAWKER CITATION CITATION FALCON

300 900XP EXCEL VII 50EX

48

Top Five 139 102 125 127 139 632 Top Five 67 31 175 89 83 445

AVBUYER MAGAZINE – February 2018

4 3 2 2 2 13

7.2% 5.9% 4.0% 3.2% 2.9% 5%

6.0% 9.7% 1.1% 2.3% 2.4% 3%

TOTAL PERCENT

10

3.9%

FALCON 7X

86

23

8.2%

GLOBAL 5000

64

16

7.3%

GULFSTREAM G-550

168

18

3.2%

42

10

14.3%

13.5% 24.0% 7.2% 50.0% 27.3% 16%

9.6% 9.8% 18.2% 4.5% 2.4% 7%

22.5% 11.5% 28.9% 7.9% 5.6% 13%

4.1% 16.1% 14.3% 6.8% 1.4% 4%

HAWKER 4000

Source: JETNET Star Reports

The ‘Top Five’ reported results show that there is strong brand loyalty among each OEM’s offering. Note, however, that there were seven Challenger 604 owners who moved up to the Gulfstream G550.

So these reports also reveal what we will call ‘Take-Away’ from competing OEM brand loyalty.

Table D offers an example of two

Examples of Take-Aways 10 6 5 4 4 29

FOR SALE

142

Table D - Examples of OEM ‘Take-Aways’ GULFSTREAM FALCON CHALLENGER CHALLENGER GULFSTREAM

TOTAL UPGRADES TO

Examples of Brand Loyalty

125 12 61 6 22 4 300 67 3 601-3A 127 3 402 28 Top Five (includes one competing model take-away) GULFSTREAM G-V 80 18 GULFSTREAM G-IVSP 139 16 GULFSTREAM G-550 52 15 GULFSTREAM G-IV 139 11 CHALLENGER 604 125 7 535 67 Top Five HAWKER 800XP 196 8 HAWKER 900XP 31 5 HAWKER 4000 21 3 HAWKER 400XP 44 3 HAWKER 800A 211 3 503 22

Table C and D (above and below) depict examples of band loyalty with upgrades from Cessna, Falcon, Challenger/Global, Gulfstream and Hawker business jet models. The reports include numbers of owners who upgraded (by make and model) and the business jet they purchased.

UPGRADED TO

GLOBAL EXPRESS

72

12

8.1%

GULFSTREAM G-280

23

2

1.5%

Source: JETNET Star Reports

www.AVBUYER.com

‘Take-Away’ reports in which owners of other jets upgraded to the Bombardier Global Express and Gulfstream G280. Of course, not all OEMs produce aircraft in all market sectors, and it is worth considering where owners go when staying within brand is not possible.

Table E (overleaf) offers an overview of the Entry Level category and selected Light business jets. The $3.35m Citation Mustang (highlighted) filled a solid place in the Entry Level jet market with its 479 deliveries. There is a new lower-end of the Light Jet market (weighing above the 10,000 lbs MTOW weight), including the $4.85m HondaJet, the $4.5m Citation M2, the $4.162m Phenom 100 E and the $4.495m Phenom 100 EV. Though we focus on the lower-end of the jet market, JETNET’s upgrade reports cross all market segments, including Turboprops, Light, Medium, Large Cabin business jets and Piston and Turbine Helicopters.  continued on page 52

Aircraft Index see Page 153

Taking the Lead - Business Jet Sales in a Globalized World TM

SO

LD

2016 Gulfstream G650

2010 Global XRS

Serial Number 6198

Serial Number 9268

2014 Phenom 300

2011 Lear 60XR

Serial Number 50500191

Serial Number 409

2008 Citation Encore+

1989 Citation III

Serial Number 560-0777

Serial Number 650-169

Amjet Aviation Company

ÂŽ

+1 - 770 - 458 -1986 9600 Falcon 20F-5BR

1985Scott Falcon 50or Caroline Gould Rogers

Serial Number 470

Serial Number 154

Amjet Aviation Company

ÂŽ

sales@amjetaviation.com

+1 - 770- - 459 - 9600

amjetaviation.com

Project1_Layout 1 30/01/2018 09:47 Page 1

The smoothest connection to your next aircraft.

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2007 BOMBARDIER CHALLENGER 300 S/N 20141 • 2,203 Hours; 1,528 Landings • Engine/APU Programmed • 9 Passenger Divan Configuration

1990 BOMBARDIER CHALLENGER 601-3AER S/N 5074 • 10,516 Hours; 5,891 Landings • Enrolled on GE OnPoint • ADS-B Out Compliant

1994 BOMBARDIER 601-3R CHALLENGER 601 S/N 5160 • 8,788 Hours; 7,042 Cycles • 240 Month Inspection March 2015 • New Interior- Feb 2015

1999 BOMBARDIER CHALLENGER 604 S/N 5407 • 8,689 Hours and 4,489 Landings • Fully Enrolled on Programs • ADS-B Out Compliant

2009 BOMBARDIER CHALLENGER 605 S/N 5726 • 2,672 Hours; 1,156 Cycles • Engines & APU on Programs • RVSM Certification, TCAS 7.1

2011 BOMBARDIER CHALLENGER 605 S/N 5849 • 1,811 Hours; 981 Landings • Fully Programmed • Interior Refurbishment March 2017

2009 BOMBARDIER CHALLENGER 850 S/N 8080 • 1,322 Hours; 651 Landings • Airframe & Engines Programmed • 96 Month Completed October 2017

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Project1_Layout 1 30/01/2018 09:49 Page 1

AI RC R AF T I N VE N TO RY

7 ngs

6

9

2017 BOMBARDIER GLOBAL 6000 S/N 9708

2008 GULFSTREAM G450 S/N 4103

• 153 Hours; 110 Landings • Exceptionally Equipped • Link 2000+ with ADS-B Out

• 3,812 Hours; 1,347 Cycles • Fully Programmed • Enhanced NAV with ADS-B & CPDLC

2016 BOMBARDIER GLOBAL 6000 S/N 9726

2006 GULFSTREAM G550 S/N 5094

• 316 Hours; 134 Landings • Collins Pro Line Fusion Flight Deck • FAA and EASA compliant

• 10,938.4 Hours; 3,684 Cycles • Engines on Rolls-Royce CorporateCare; APU on MSP • CPDLC & FANS 1/A

2005 SIKORSKY S-76C+ S/N 760583

2006 BOEING BBJ S/N 35990

• 2,229 Hours; 5,773 Cycles • Enrolled on SBH Privilege • 6 Passenger VIP Configuration

• 1,970 Hours; 515 Landings • 15 Passenger Interior Completed by Gore • ADS-B Out Compliant

ALSO AVAI L ABLE 0

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5

2009 DASSAULT FALCON 7X S/N 046 • 4,236 Hours; 1,105 Landings • Fresh C Check and New Interior 2016 • Full EASy II Upgrades

I N FO @ JETC R A F T. CO M

2006 BOEING BBJ 2015 CHALLENGER 650 2005 CHALLENGER 604 2010 CHALLENGER 605 2008 CHALLENGER 850 2009 GLOBAL XRS 2014 GLOBAL 5000 2015 GLOBAL 6000 1991 CITATION II 2010 GULFSTREAM G150 1988 GULFSTREAM GIV 1995 GULFSTREAM GIVSP 2006 HAWKER 400XP 2009 LEARJET 75 2010 LEGACY 650

+ 1 919 941 8400

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KnowMore Feb18.qxp_Layout 1 24/01/2018 11:20 Page 4

BIZAV INTELLIGENCE T MARKET TRENDS

Table E - Entry Level & Light Jet Data Entry Level and Light Business Jets MTOW Count From (Ibs.)

Model

Attributes New/Used %

To

In-Production (Partial List) Cirrus Vision SF50 Eclipse 550 Embraer Phenom 100 E Hondajet HA-420 Citation M2 Embraer Phenom 100 EV Total

6,000 6,000 10,582 10,600 10,700 10,703

12 31 49 62 173 7 334

2017 2013 2013 2016 2013 2016

Eclipse EA 500 Citation Mustang Citation 525 Embraer Phenom 100 Citation CJ1 Citation CJ1+ Total Grand Total

6,000 8,645 10,400 10,582 10,600 10,700

258 478 348 298 195 102 1,679 2,013

2006 2007 1992 2008 2000 2005

None

~ 2018 /2019

Out-of-Production (Partial List)

n/a

Flight Ceiling (ft.)

1 2 2 2 2 2

28K 41K 41K 43K 41K 41K

1+4 1+4 1+8 1+5 1+7 1+5

2 2 2 2 2 2

41K 41K 41K 41K 41K 41k

1 + 4 $750k to $950k 1+5 $3.350 2 + 6 $900k to $1.100 1+5 $2.0 to $2.9 1 + 7 $1.300 to $1.800 1 + 7 $2.100 to $2.900

n/a

1+6

30/70 38/62 5/95 48/52 16/84 41/59

Future Eclipse EA 700

No. of Engines

Present 100% New Present 93/7 Present 88/12 Present 100% New Present 81/19 Present 100% New 2008 2017 2000 2015 2005 2011

Price Crew and New Retail Price PAX (mil.) USD Seats

Used Prices

Chart A (below) illustrates that the ‘For Sale’ inventory of business jets has decreased steadily from a high-point in July 2009 (2,938) to 2,181 jets in November 2017. That’s a reduction in the percentage of the in-service fleet from 17.7% in July 2009 to 9.9% now. This is a positive sign as the inventory ‘For Sale’ has dropped, albeit slowly. Of course, we would hope that the reduced for sale inventory continues to drop in 2018.

Today’s market remains good for buyers and sellers because the aircraft ‘For Sale’ inventory is marginally below the 10% mark that traditionally distinguishes a seller’s market from a buyer’s market. If jet owners are retaining

2

their business jets longer since the downturn began in 2008, perhaps that would help explain why the used business jets ‘For Sale’ inventory has remained at such high levels since the Great Recession.

The percentage ‘For Sale’ has dropped from 11% in January 2017 to 9.9% at the end of December 2017.

Indeed, most business jet dealers and brokers today would tell you that the pristine used jets that were on the market a few years ago have become more challenging to locate.

In Summary

As illustrated in Chart A, the used business jet inventory has slowly come

3,500

Business Jets

2,938

9.9% Dec17

796 825 1,092 1,065 1,183 1,092

170 109 212 238 201 212

0.0346 0.0300 0.0870 0.0912 0.0768 0.0787

341 319 323 316 307 307

825 963 1,250 1,039 1,161 1,245

109 144 230 212 201 201

0.0307 0.0442 0.0929 0.0696 0.0716 0.0768

Note: 30 orders as of July 2017

Source: JETNET Star Reports

down since the Great Recession.

However, a ‘buyer’s market’ still prevails and transactions are increasing, while business jet prices remain weak. Perhaps now would be a good time to evaluate an upgrade path. One should consider the length of ownership as a reason to change, too.

The topic of business jet (or helicopter) move-ups, brand loyalty and ‘take-away’ is very dynamic. It is often very difficult to understand all the thoughts that are generated when an owner decides to sell an existing aircraft, let alone whether they have a need to move-up.

The obvious question to answer is whether the business necessitating an aircraft has changed. Does the owner now need more range or seats or faster speeds? If so, which aircraft offers the best solution? The answer to such questions will be unique to each owner, but it is worth their while monitoring the upgrade trends as we have done here by way of preliminary research. T

1,594 2,000 1,500 1,000

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Oct 17

Apr 17

Oct 16

Apr 16

Oct 15

Apr 15

Oct 14

Apr 14

Oct 13

Apr 13

Oct 12

Oct 11

Apr 12

Apr 11

Oct 10

Oct 09

Apr 10

Oct 08

Apr 09

Oct 07

500

Month/Year % = For Sale/In-operation fleet

52

256 334 333 360 323 340

2,143

10.7%

Apr 08

Number of Aircraft For Sale

17.7%

$3.60

* Index = Speed x Range x Cabin Volume / 1,000,000,000

Chart A - Used Business Jets ‘For Sale’ Oct 2007 - Dec 2017

2,500

Index *

Future

The ‘For Sale’ Inventory

3,000

$1.960 $2.995 $4.162 $4.850 $4.500 $4.495

Productivity ~ Gross 4 Pax Cabin Range Volume (nm) (cu. ft.)

Long Range Cruise Speed

Mike Chase (president, Chase & Associates) offers highly sought-after aviation market research expertise. Contact him via mike@avbuyer.com.

JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com Aircraft Index see Page 153

IAG February.qxp 22/01/2018 14:59 Page 1

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

Finance 1 Feb18.qxp_Layout 1 23/01/2018 15:19 Page 1

OWNERSHIP T FINANCE

How to Secure Aircraft Finance in 2018 Is it likely to be easier or harder for people to access aircraft finance in 2018? AvBuyer spoke with two prominent aircraft financiers to gauge their thoughts…

T

he signs toward the end of 2017 were of continued improvements in the volume of used aircraft sales activity. “There has been some encouraging news,” notes Dave Labrozzi, COO, Global Jet Capital. “Although it’s not the same across all asset classes and age, generally speaking we’re seeing much shallower depreciation rates than a year ago.

“Good pedigree, younger used aircraft are becoming more difficult to source. We’re seeing these aircraft available

56

AVBUYER MAGAZINE – February 2018

‘For Sale’ in the mid- to low-single digits, which is an encouraging sign because it demonstrates values aren’t dropping as fast as they were a year ago on these types of assets.”

Labrozzi argues that the market is showing promising signs of healing as demonstrated by the much lower availability of popular aircraft with fewer flight hours, lower depreciation rates and growing flight activity. “All those things are very encouraging and hopefully coming to bear in a true recovery.”

But how much of 2017’s used aircraft sales activity level was due to the availability of financing, and how much to a high volume of cash buyers?

www.AVBUYER.com

Aircraft Index see Page 153

Finance 1 Feb18.qxp_Layout 1 23/01/2018 15:20 Page 2

“We’ve also seen increases in the US, and have been successful in writing a good amount of business outside of the US to add to our International Operating Lease portfolio.”

- Dave Labrozzi, Global Jet Capital

“Cash buyers continued to be a significant component of sales into 2017,” offers Greg Holst, Aircraft Division President for 1st Source Bank. “We should, however, expect a shift among these buyers to borrowing as they find better investments for their cash in expanding their businesses as commercial and retail markets improve.”

Aircraft Finance: Too Much or Too Little?

Interestingly, at the CJI Miami conference towards the end of 2017 almost 60% of attendees polled felt there was enough financing available to aircraft buyers, while 40% felt that wasn’t the case.

“As it relates to the 40% who felt there is insufficient financing Advertising Enquiries see Page 14

available, this may be particularly true for aircraft more than 10 years old,” Labrozzi explains. “These assets see less access to bank capital availability.”

“While financing availability is improving for most aircraft buyers,” Holst adds, “some who are purchasing lower-value and older turboprops and jets will find lending resources thin at best.

Those lenders will typically dictate more restrictive terms in an effort to offset maintenance, marketability and useful life risks.”

“Additionally, traditional bank lenders have continued to tighten their focus on bank customers, which includes a corresponding customer investment in assets under management,” notes Labrozzi. “This trend, the changing capital/accounting rules and the possibility of continuation of reduced values could be deterrents for new entrants.

“A noteworthy change in our business is the acceptance and adoption of Operating Lease products globally and in emerging markets,” Labrozzi highlights.

“We’ve also seen increases in the US, and have been successful in writing a good amount of business outside of the US to add to our International Operating Lease portfolio.

Operating Leasing is up twice the level from just one year ago.”

Banker Greg Holst expects traditional bank-lending to continue to dominate the market for those who are sound credit risks and seek standard structures. “There is a market of nonbank lenders and even a few banks that cater to non-standard loan structures and leases,” he said. “These lenders also may consider unique credit situations or asset-based lending.”

Aircraft Finance: 2018 Outlook

There were some interesting comments toward the end of 2017 as financiers looked ahead. Aircraft financing companies were advised to “be comfortable, stick to your knitting and stay in your comfort zone.” Could such advice imply that little will change in aircraft lending for the coming year?

“Generally, aircraft lenders will experience fewer defaults by focusing on the clients and collateral they know and understand,” Holst highlights. “Unnecessary defaults and liquidations negatively impact all lenders and owners.

“However, the current environment is likely to encourage

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE



57

Finance 1 Feb18.qxp_Layout 1 23/01/2018 15:27 Page 3

OWNERSHIP T FINANCE

some lenders to expand into new collateral types or geographic regions in a measured way. As they do this, it is crucial that lenders closely monitor business and collateral trends as well as their clients in order to stay ahead of future downturns.

“With the improving business environment globally and strong deposit balances at many banks, aircraft lending should be more aggressive among lenders,” Holst projects. “Most aircraft lenders I have had contact with are in a growth mode.”

Global Jet Capital’s thinking is focused on the future. “Forty-plus-years of experience through many economic cycles, both good and not-sogood, have confirmed our view that the industry is experiencing yet another cycle, albeit one that has taken significantly longer to move through,” Labrozzi explains.

“Ours is a long-term view. We are investing for the future. Although there continues to be substantial liquidity in the market, when it comes to private aviation, banks have continued to adjust their business models to focus on relationshipbanking through corporate and Ultra-High-NetWorth clients.

“In some ways, liquidity is more focused in this regard and allows a benefit and credibility to aviation-focused non-bank lenders,” concluded Labrozzi.

Aircraft Finance: Maximizing Your Chances

As we consider the aircraft sales market in 2018, what are some of the ways prospective aircraft buyers could maximize their chances of getting the aircraft finance they need in today’s environment?

Holst suggests robust financial reporting is a must. “Typically, the last three fiscal years plus interim statements will be required. Previewed or

“With the improving business environment globally and strong deposit balances at many banks, aircraft lending should be more aggressive ...”

audited statements are beneficial, too.” Also, detailed insight into the nuances, markets and outlooks of the borrower’s business are likely to be required. “While financial statements are essentially the rear-view mirror, this is the windshield looking forward. Forecasts are helpful,” Holst notes.

“And for used aircraft, you should provide detailed information on aircraft pedigree (ownership, maintenance, damage history), recent inspections, equipment and any engine/maintenance programs,” he concludes.

Global Jet Capital’s Labrozzi notes there are a few significant factors at play that could increase the chance of securing financing. “Matching the aircraft (total cost and cost of operation) to the appropriate scale of the business is one of the main factors,” he explains.

“Utilizing appropriate buyer representation is necessary to make sure the aircraft being considered is the right one for your mission and the financial scale of the business or organization.

“And last, but certainly not least, it is critical for a buyer to demonstrate forward-thinking. You will need to get in front of researching and sourcing the financing component of the transaction…

“In other words, don’t wait until the very end of the buying process to begin to address the financing.”

- Greg Holst, In Summary Ultimately, finance is available for the savvy buyer.

1st Source Bank

And with the used aircraft market expected to be replenished during 2018 as the OEMs start delivering exciting new models, used aircraft buyers can position themselves at the front of the queue to purchase a great aircraft relatively cheaply by heeding the advice of the lenders at this early stage of the year. T

Are you looking for more Business Aircraft Finance articles?

Visit www.avbuyer.com/articles/business-aviation-finance 58

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

Aircraft Finance January.qxp_Layout 1 23/01/2018 17:08 Page 1

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Finance 2 Feb18.qxp_Layout 1 23/01/2018 15:14 Page 1

OWNERSHIP T FINANCE

Is Aircraft Financing Being Revolutionized?

Are you looking to borrow or lend for an aircraft transaction? Paul Sykes, Founder, FlyFunder highlights some joined-up thinking in a fragmented global lending community designed to make aircraft finance easier… aving worked as an aircraft financier for several years with AirFinance, GE Capital and RBS Aviation Capital (among others), Paul Sykes was wellplaced to spot the gaps in the market that led him and a team of experienced financiers to launch FlyFunder.

H 60

AVBUYER MAGAZINE – February 2018

Designed to facilitate, expand and revolutionize the interaction between General Aviation buyers and financiers, FlyFunder fills a perceived communication and connection void between specialist aviation financiers, the buyers of aircraft, the Original Equipment Manufacturers (OEMs) who are often reliant on financing to make their sale, and the sales agents who want to sell their aircraft.

“There is a very simple sign-up process,” Sykes reveals. “After verifying their email address borrowers are able to immediately announce a deal to our financiers.

“Those interested in a borrower’s financing requirements (usually by country, aircraft type, deal size, etc.) are automatically notified, and will

www.AVBUYER.com

Aircraft Index see Page 153

Finance 2 Feb18.qxp_Layout 1 23/01/2018 15:14 Page 2

“Ultimately Sykes believes his team has created a product benefitting all stakeholders in the industry.”

connect with the prospective borrower on the site using our simple messaging system. The two parties can then engage in discussions. It’s a facility that is totally free to use.”

Filling a Void in Aircraft Finance

So what were the perceived problems and foibles in the aircraft financing market that led Sykes and his team to found FlyFunder in the first place?

“Over the years I have seen exactly how inefficient the process was for all parties looking to find new deals,” Sykes explains. “Buyers find it impossible to know all of their financing options that are available to them and have no way to be sure they are getting the best (or even the most Advertising Enquiries see Page 14

appropriate) deal.” Indeed, with the traditional system aircraft buyers often consult the OEM or their used aircraft broker to seek advice on funding, or will speak to a limited pool of financiers they already know through existing relationships, notes Sykes.

Naturally, borrowers and lenders are confined to a relatively shallow pool of options.

“Moreover, financiers often have an appetite for funding outside of their domestic markets, but without having personnel in the necessary locations or time zones it can be hard for them to reach out to all potential clients. Business Aviation is an increasingly global marketplace, and it can feel impossible to be everywhere.

“FlyFunder was created to enable the lenders to see deals from all over the world at no cost until a transaction actually closes via the platform.

(At that point a small 0.2% commission is paid, which is a small price for success).”

Ultimately Sykes believes his team has created a product benefitting all stakeholders in the industry.

“Buyers see more financing options, giving them a better chance of getting the best deal.

Financiers get more leads specific to their requirements. And brokers or OEMs can offer added value to their buyers by providing a competitive funding solution, helping them sell the aircraft.”

Overcoming Challenges in Aircraft Finance

FlyFunder has seen an impressive variety of deals announced since its launch, from very small and older aircraft, to brand new Ultra-Long-Range jets. At the time of writing, there were 58 live opportunities for financiers, and over 60 financiers have signed-up to date (each with their own unique appetite for deals).

Even so, Sykes notes there have been challenges along the way. “One of the biggest www.AVBUYER.com

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OWNERSHIP T FINANCE

challenges has been where a deal is announced but delivery is a year or more into the future. Another challenge is that some opportunities are just not with a creditworthy borrower.

“We also noted that some borrowers prefer a more personalized service, and for this reason we’re launching a ‘FlyFunder Premium’ service, allowing users to tap our expertise from a credit and structuring perspective to help pull together a deal, based on their requirements and our knowledge of a broad range of lenders.”

An additional challenge lies in the fact the aircraft financing sector has traditionally seen borrowers return to the banks they have pre-existing, trustbased relationships with to provide solutions for their financing needs. Sykes is clear that the establishment of FlyFunder doesn’t undermine the importance of those long-standing business relationships.

“I would never underestimate existing relationships, and would encourage prospective buyers to have those discussions.

"I would simply suggest that even if, as a borrower, you get what you believe to be a great offer from a bank you have a relationship with it would be wise to verify this by reaching out to the FlyFunder community and receiving other offers before settling on where your financing will come from.

“We actually ask whether borrowers have spoken 64

AVBUYER MAGAZINE – February 2018

to any other banks about the deal so we will not seek any commission from them if the borrower ultimately closes the deal with their ‘relationship’ bank.”

“Sykes is clear Improving the Chances of Aircraft Financing

that the establishment of FlyFunder doesn’t undermine the importance of those long-standing business relationships.”

Clearly FlyFunder is designed to broaden scope and maximize aircraft financing opportunities, but are there areas or borrower types who the tool is not suited to? “It is absolutely for a global audience,” Sykes refutes.

“It’s fair to say that there are some geographies better served for financiers (such as the US and UK), and it is inevitably harder getting interest in a smaller deal, but ultimately once a deal goes live, all financiers, new and old, can connect with the prospect.”

So how can a buyer, regardless of deal type or location maximize their chances of getting funding?

“Typically buyers are seeking a debt or operating aircraft lease solution, and we give buyers the option of being specific on their requirements, or declaring that they have no preference on funding solution,” Sykes offers.

“I would recommend this in most cases as it gives the buyer their full range of options.”

Disruptive Technology in Aircraft Financing

Since its official launch at NBAA-BACE2017 in Las Vegas last October, ‘Disruptive Technology’ has  www.AVBUYER.com

Aircraft Index see Page 153

3 Transit Capital Partners February.qxp_Layout 1 22/01/2018 12:58 Page 1

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Finance 2 Feb18.qxp_Layout 1 24/01/2018 16:56 Page 4

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OWNERSHIP T FINANCE been used to describe the market impact of FlyFunder on more than one occasion. “The whole concept of disruptive technology is based around innovative technological developments that improve and rationalize industries to the benefit of the consumer,” Sykes elaborates.

Examples of disruptive technology might include Expedia and Travelocity (for booking flights); Uber in the taxi market; and Airbnb for travel accommodation. “Expedia and its ‘comparison’ peers didn’t just make the process better for consumers who find the best deals across a wider range of airlines, but they also increased the amount of flights booked,” Sykes continues.

“Consumers were happy to book more, knowing they were getting good deals. Global flight hours trebled within five years.” Uber and Airbnb revolutionized their respective markets for a younger, more technologically-savvy (and arguably value-conscious) generation of consumers, too, though not without ruffling a few feathers along the way.

“With FlyFunder, we identified that we have a totally global, but highly-fragmented market in aviation finance. Borrowers and financiers of aircraft are all over the world with differing funding requirements and appetites for lending, with no simple means of connecting the two together.

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AVBUYER MAGAZINE – February 2018

“Gone is the need to make 20 phone calls because you have no idea what each aircraft finance provider is looking for.”

www.AVBUYER.com

“Logically, our plan was to match and connect the ‘borrow’ and ‘lend’ sides of the market, and to use our unique knowledge of the market and aviation transactions to help do this in the most beneficial way for market participants.”

Through FlyFunder, when an aircraft buyer seeks finance they can be connected directly to the financiers who are interested in their funding requirements based on high-level, non-sensitive criteria. Gone is the need to make 20 phone calls because you have no idea what each aircraft finance provider is looking for. Ultimately, that sounds like disruptive technology at its very best…

Calling all Financiers

FlyFunder is open to all financiers who are active in the General Aviation financing market, and interested in financing jets, helicopters or turboprops. The sign-up process is simple, and aft f er filling in some basic details, financiers verify ft after their email address and can begin browsing for deals immediately.

Financiers agree to certain conditions by signing-up, with the key item being the payment of a small commission of 0.2% (20bps) if a deal found on FlyFunder is successfully closed.

Those interested in a demonstration should contact Paul Sykes via www.flyfunder.com T

Aircraft Index see Page 153

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OWNERSHIP T ANALYSIS

Business Aircraft Ownership: Building the Case Business Aviation enables companies and individuals to make the most of time. So how much use of a business aircraft is appropriate? David Wyndham ponders… ast month, we discussed the value that using Business Aviation can bring to a corporation or individual. As time becomes of greater economic value, the decision becomes not about having a business aircraft, but how to use this business tool.

According to the company’s most recent

L 68

AVBUYER MAGAZINE – February 2018

regulatory filing, the Board of Directors of Apple, the world’s most valuable corporation, “requires its chief executive Tim Cook to use private aircraft for all business and personal travel”. The stated reason for implementing the new policy is due to “interests of security and efficiency based on our global profile” and Cook’s high visibility as chief executive.

As an Apple stockholder, a user of Apple’s products and as an aviation consultant, my response to the announcement was “it’s about time”.

All individuals who value time - be they

www.AVBUYER.com

Aircraft Index see Page 153

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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

“...business aircraft can take you point-to-point and save you several hours per trip. That six-hour airline trip might only be three hours by business aircraft.”

corporate CEOs such as Mr Cook or entrepreneurs running their own companies - have many good reasons as well as options for using Business Aviation.

Business Aviation can be accessed via on-demand charter, contract charter, a card program, a specialized card/club program, fractional ownership, timesharing between flight departments, joint ownership or a full-blown flight department.

No one form of Business Aviation is superior to another, and all have their strengths. The question is which form is best for the tasks at hand?

Business Aircraft Ownership: Information Gathering

How often will Business Aviation be required? Below are some

Advertising Enquiries see Page 14

basic recommendations, subject to change, depending on your specific needs.

Aviation usage is usually measured and billed based on hours flown. Depending on the aircraft and the trip specifics such as length and winds aloft, the miles traveled per hour can vary considerably.

One way to estimate flight hours is to review your airline travel. If you fly 150 hours in a year on scheduled air carriers, your business aircraft use probably will be less since you will avoid hub-and-spoke routing. But for first estimates, let’s use airline hours flown.

If you know how many miles you fly per year, say 50,000 statute miles, then you can estimate travel hours by dividing the miles covered by 320mph for trips in a turboprop or by 480mph for trips in a jet. Regional trips totaling 50,000 miles in turboprop airliners might take 156 hours while in jets might take 105 hours. Jets tend to see such a speed advantage on trips over about 200 to 250 miles.

For more accuracy, think about the inefficiencies in your current travel. There may be no direct flights for many of your trips and your connection may be particularly time consuming.

With roughly 10 times the number of airports available compared with locations served by the Scheduled Airlines, business aircraft can take you point-to-point and save you several hours per trip. That six-hour airline trip might only be three hours by business aircraft. That 50,000 airline miles might end up being 30,000 business aircraft miles, resulting in more time available for what is important to you.

These hypotheticals are generalities, but they are reflective of the time you can save using business aircraft. For a better estimate I recommend that you have someone familiar with your travel requirements look at both trip lengths and aircraft capabilities.

www.AVBUYER.com

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OWNERSHIP T ANALYSIS

Business Aircraft Ownership: Aircraft Type

Once you have an estimate of your utilization, the next step is what types of aircraft would be appropriate? This is another article on its own, but following are some general tips: • • •

How many people will be traveling and how far do they need to go, are the two most important questions for you.

Will one or two senior leaders be utilizing the aircraft, or will a sales team be transported?

What size is appropriate for most of your travel needs?

The same questioning applies to range. If most of your travel is of a certain trip-length, that is likely the sweet spot for your nonstop requirement. More seats and more range mean a bigger aircraft that costs more. Fortunately there are many options and different sizes of aircraft available, so the challenge is determining the best overall solution. A consultant or other aviationskilled person can be a help with determining your true needs.

One client I worked with traveled from

Northern California to Colorado one to two round trips per month. His one-way trip was just less than 700 miles and would take about 1.4 hours by jet. Doing 24 round trips per year required about 68 flight hours. Another two times per year he would travel to East Texas, adding another 14 hours by jet.

The Colorado travel was with two passengers and minimal baggage. Given the seating and range, both a turboprop or light jet were good options. The Texas travel was better suited for a jet. As my client has used charter and flown on both jets and turboprops, his preference was for the speed of the jet.

His need of about 82 annual hours and relatively short trips made it easy to recommend the type of Business Aviation that would satisfy his travel needs.

Moving to Ownership Type…

When travel needs are examined, the next step is determining how Business Aviation will be accessed; will it be via charter or whole ownership, or some form of delivery between those two options? Next month we will discuss various methods for accessing Business Aviation and determining what form will work for you. T

Are you looking for more Business Aircraft Ownership articles?

Visit www.avbuyer.com/articles/business-aircraft-ownership 70

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

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OWNERSHIP T BUYING & SELLING

Tips on Buying Older Business Airplanes

Does buying an older airplane at the bottom-end of the market mean you will be its last owner? If so, is that really such a bad thing? Jet Tolbert contemplates… hile purchasing an aircraft that will be salvaged at the end of its operational life rather than being re-sold is not for everyone, some business aircraft buyers realize that obtaining an older jet or turboprop at a low price can mean capping their exposure to market depreciation.

When buyers of older aircraft play their cards right and plan their exit strategy properly, spending a minimal amount on an older aircraft offers certain advantages. But winning with such a scenario is far from automatic. Here are a few tips to help bargain buyers find their ideal aircraft.

W

within the terms of your annual budget. An older aircraft may be purchased for a low price, but at the end of the year the cost of ownership could be much higher than anticipated because of higher fuel consumption, potentially higher maintenance costs and expensive upgrades.

Will an older aircraft necessarily end up costing more than anticipated in the long run? Market depreciation, annual usage, efficiency and sometimes the cost of financing (assuming you can secure it on an aged aircraft) will heavily influence your analysis.

Do your homework to prevent nasty surprises.

Consider the Operating Budget

Team-Up on the Analysis and Purchase

Before going through the time-consuming process of selecting the right serial number of an older aircraft, determine if the aircraft type will meet mission objectives 74

AVBUYER MAGAZINE – February 2018

There are a lot of data to consider from market analysis, value analysis, operating costs and annual budgets, finance costs and more. Bringing a buyer’s agent on board to

www.AVBUYER.com

Aircraft Index see Page 153

Buying & Selling 3 February.qxp_Finance 23/01/2018 15:26 Page 2

Jet Tolbert T lb To l ert r is President rt Presid i ent of American id A eri Am ric ri ican a Aircraft Air Ai irc rcra raf aft ft Sales.

Sal a es. al Established Esta tab ta abli l shed in i 1968, it i is a premier premi m er brokerage mi brokera rag ra age firm fir fi irm rm which w ic wh ih has been a trusted tru tr rusted partner par art ar rtn tner since sin i ce corporations in corp r ora rp rat ra ati tions first fir fi irst began bega gan ga an utilizing uti ut til ili liz izin i g jet aircraft air ai irc rcra raf aft ft to t grow g ow gr o their t eir th i businesses. ir busin i esses. With in Wit Wi ith th offices off ffi ff fic ices in i the t e US, Latin th Lat ati at tin in America A eri Am ric ri ica sales sal a es team al a and am a d a partner an par art ar rtn tner office off ffi ff fic ice in i Zurich, Zur Zu uri ric ich, Switzerland, Swit itz it tzerl rla rl lan and, American A eri Am ric ri ican a Aircraft Air Ai irc rcra raf aft ft Sales Sal a es is an al a active a ti ac tiv ive NBAA, N AA NB A , IBAC, I AC IB A , EBAA E AA EB A & ABAA A AA AB A member. memb m er. mb r r.

manage these analyses will alleviate the burden somewhat and ensure the information you receive is organized to support the decision-making process.

When selecting a buyer’s agent, avoid choosing anyone with a fundamental conflict of interest. For example, a buyer’s agent should be focused only on the brokerage of aircraft.

Otherwise their interest in dealer-owned inventory or other operational aviation businesses could create a fundamental conflict of interest at a crucial juncture of the process.

An appropriate agent should also have many years of experience with a deep well of industry connections and a reputation to match. He or she should provide information clearly and present details on all the available aircraft - both advertised and off-market.

When You’ve Found ‘The One’

After you have sorted through all your options of acceptable aircraft types with your agent and settled on a suitable model, it’s time to dig into the details and determine what will get the job done as intended and on budget.

There are many older aircraft at the lower-end of the market that are operating wonderfully and will continue to do so, but it’s important to avoid the ones that can consume Advertising Enquiries see Page 14

your budget. The biggest deal-killers could be corrosion, large maintenance items coming due, compliance with mandates (i.e. ADS-B Out) or Airworthiness Directives.

In my experience, total time and cycles are not always as important for older aircraft as those parameters are for newer aircraft, thereby opening up more opportunities with more aircraft to consider.

Your team will be able to guide you specifically by collecting the data and presenting useful information for cost planning and exit strategy through resale or (worst-casescenario) scrappage or donation.

This scenario is where low acquisition cost truly caps any market exposure. Know what mandates are due and that you have a plan for compliance at a reasonable cost.

Furthermore, determine that the market exposure (vis-à-vis total cost including depreciation, maintenance, operational factors, etc.) is preferable to younger aircraft.

The Sum Value

It is quite possible that older aircraft can be purchased for very little cost beyond the value of their avionics and paint.

When such an aircraft that satisfies your requirements is found, why not snap it up? T

www.AVBUYER.com

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OWNERSHIP T ROTORCRAFT

What’s Different About Helicopter Transactions?

Are there key differences to a helicopter transaction versus fixed-wing purchases? Dave Higdon considers what the first-time buyer should keep in mind…

B

eyond the obvious differences between fixed-wing aircraft and rotorcraft, there exist other more subtle dissimilarities. These tend to outline the processes of inspecting, financing, buying and piloting today’s leading helicopters.

Let's begin our discussion with the needs of operators. Though some fixed-wing aircraft find use in utility roles, many of the utilitarian jobs helicopters perform are outside of the capabilities of fixed-wing aircraft. In fact, in some cases the uniqueness of helicopters makes some jobs possible.

Among the smaller-percentage of roles filled by the world's 30,000-plus helicopters is that of corporate use. Often corporate helicopter operators use their aircraft on multiple missions, with some machines required to haul goods or cargo between tasks of carrying oil-patch workers, engineers or corporate executives.

With so many uses available, there is little wonder that the helicopter remains a high-demand aircraft.

Inspection

When polled for their best tips to helicopter shoppers, pilots, mechanics and aviation experts delivered a consensus of opinion: Focus on the candidate aircraft’s condition – and the status of its rotable and time-limited parts. (Rotables are defined as an element or component that can be repeatedly restored to a working and serviceable condition.) That's a common aspect of 78

AVBUYER MAGAZINE – February 2018

any Pre-Purchase Inspection (PPI). A thorough PPI holds as much importance as a title and lien search to confirm that an aircraft comes with a clean service history and will meet the owner’s expectations. Without either step buyers really can't know with certainty what they're getting.

“The one big difference with helicopters is that since the aircraft is made up of more rotables, you have a different halflife,” Paul Sykes, Founder of FlyFunder explained. “You want to make sure all those parts are up to date.” In other ways, though, a helicopter transaction differs little from a transaction for a fixedwing aircraft destined for the same market.

Nevertheless, as an aircraft with higher ‘maintenance hour per flight hour’ demands than fixed-wing machines, definitively knowing the aircraft's condition is crucial to determining both its current value and (of equal importance in leases and loans) the aircraft's residual value at the end of the term.

“A lender or leasing company has got to be aware of residual values at the end of the term,” Sykes stressed. “They need to be very wary of residual values – as much as they're aware of market values at purchase.”

Like helicopters, fixed-wing aircraft employ rotable parts. The big difference, however, is in the higher percentage of rotable parts populating a helicopter. Helicopter powerplants employ more rotable parts; ditto for the gearboxes that transmit power from the engines to the main and tail rotor.

Those rotable parts typically have a life limit at which they must be removed and replaced with a serviceable example. The part removed can usually be overhauled or rebuilt and returned to service, but, as one source put it, “rotables are generally parts which, upon failure, will cause the pilot to have a bad day”.

www.AVBUYER.com

Aircraft Index see Page 153

Rotorcraft 1 Feb18.qxp_Layout 1 23/01/2018 14:57 Page 2

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets.

Contact him via Dave@avbuyer.com

Keeping track of the rotables in use, in the parts inventory and those that are out-of-service presents a higher level of challenge than merely logging in and out replaceable parts not eligible for overhaul and return to service. Records of the rotable parts origin and use history are important to maintain – and a prospective buyer of a helicopter should expect to see thorough records during the inspection phase.

Those records should confirm that routine maintenance service is up-to-date, and that the previous owner has responded to unplanned events. Potential lenders will certainly want such a list.

Financing

With so much versatility, helicopter lenders also want to know the type of operation the aircraft will see. “The aircraft only pays if it's serving its market,” Sykes offers.

Helicopter engines tend to be a lower percentage of the helicopter’s total value than the turbine engines of business jets and turboprops.

Be prepared to meet more detailed inspection and valuation requirements from finance companies, several finance executives warn. “Some finance companies try to focus on the larger markets because of the higher margins,” Sykes explains.

Support Preparation

With helicopters’ higher maintenance demands, larger percentage of rotable parts to stock, different insurance parameters and the needs of filling crew slots, preparing to support the operation of a business helicopter may be more involved than anticipated – particularly for an operation schooled only in supporting fixed-wing business aircraft.

Advertising Enquiries see Page 14

Matching the ship to the mission remains no less important than with a fixed-wing aircraft, especially if operations take the helicopter to remote locations not designated as an airport or helipad.

When planning use, the operators should recognize Instrument Flight Rules (IFR) limitations of helicopters since some rotorcraft are not approved for flight in Instrument Meteorological Conditions (IMC). Certification for flight in IMC should be factored into the search for a suitable candidate helicopter.

The operation should also focus on establishing a maintenance home for the helicopter, and the more capable the helicopter the more important it becomes that the maintenance facility be familiar with (and qualified to maintain) that particular helicopter – and its avionics.

The Same, but Different...

Buying a business aircraft differs only slightly between the candidate classifications. While much of the process is common across the types, certain elements stand out as distinct to rotorcraft and must be considered.

But in the end, while the buying process has its own helicopter-only check marks, it's largely the same challenge as buying any business asset and should be approached similarly.

First, define the mission; then identify a candidate rotorcraft; next schedule the PPI; and finally, prepare to meet with finance people. T

www.AVBUYER.com

Are you looking for more Helicopter Ownership articles?

Visit www.avbuyer.com/articles/helicopter-ownership

February 2018 – AVBUYER MAGAZINE

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CAN February.qxp_Layout 1 23/01/2018 17:15 Page 1

Aradian November.qxp 24/01/2018 10:59 Page 1

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OWNERSHIP T ROTORCRAFT

Points of Value Specific to Turbine Helicopters This month Jeremy Cox resumes his series of articles spotlighting points of aircraft value in today’s used aircraft market. Here, he focusses on the popular, in-production turbine helicopter models…

F

ollowing, we’ll consider a variety of turbine helicopter values. Our value review covers much ground with the featured models ranging in list price between $879k to $17.7m (2017 model).

From the standpoint of appraising values, a helicopter is vastly different from a fixed-wing aircraft. For example, the diminution in value normally realized after a damage event for a fixed-wing aircraft usually does not occur in the rotorcraft world.

Indeed, a ‘repaired’ helicopter is likely to realize an increase in value.

That’s because the specific value is so dependent on the status of the multitude of Life Limited Components (LLCs) that are found in virtually every system of a helicopter. After damage, repair is rarely a safe or approved option. Instead everything is replaced with new - or at the very least certified serviceable items.

While helicopters often come equipped with specialized 82

AVBUYER MAGAZINE – February 2018

equipment (cameras, spotlights, hoists, stretchers, defibrillators, pop-out floats, scanners, radars, etc.), these rarely enhance the value. But they often reduce value by the cost to remove and recertify the aircraft back to a standard configuration.

Fellow appraiser Dick Hart at National Helicopter Service & Engineering Company/Elite Helicopter Tours is likely the world’s foremost helicopter appraiser. He undertakes close to 400 helicopter appraisals yearly, and generally warns appraisers to not include the ancillary equipment in the appraised value of the helicopter as it will have very little value.

To illustrate his point, he cites the case of a dedicated Medevac Helicopter. Let’s assume a $1m+ Life Support System is taken as scrap by another hospital that purchases the helicopter. As a matter of standard operating practice the old equipment will always be replaced with new.

Pop-out floats, inlet screens/particle separators, aux fuel tanks, avionics equipment (e.g., radar altimeters), air conditioning and wire-strike kits may add value, but these are usually the exceptions to Dick’s rule.

Following, we’ll outline the in-production popular helicopter models today and consider something of their list price and retail value on the market, beginning with the most expensive and working our way down…

www.AVBUYER.com

Aircraft Index see Page 153

Rotorcraft 2 Feb18.qxp_Layout 1 23/01/2018 17:09 Page 2

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

$10m - $20m List Price Category (2017 Model) Sikorsky S-92:

The largest of all current production business helicopters, the S-92 offers a Maximum Gross Take Off Weight (MGTOW) of 26,500lbs. Carrying 765USGs of Jet A, the aircraft’s range is 547nm. It is powered by two GE CT7-8A engines, each producing 2,043shp.

While the list price for a 2017 model S-92 is $17.7m, the residual value of a 2011 model is indicated to be at about 102%, based upon a retail value today of $16.9m.

Years of Manufacture: 1998 to date, with 320 built (291 currently active)

Leonardo AW189:

A retractable gear helicopter, the AW189’s MGTOW is 18,960lbs. It carries 536USGs of Jet A and offers a range of 617nm, and is powered by two Safran Aneto1K engines, each producing 2,500shp. Today, the Leonardo AW189 has a list price of $15.525m.

Years of Manufacture: 2011 to date, with 40 built (36 currently active)

Sikorsky S-76D:

A retractable gear helicopter, the S-76D offers an MGTOW of 11,700lbs and carries 281USGs of Jet A. It offers as a range of 472nm, and is powered by two PW210S engines, each producing 1,000shp.

The residual value of a 2013 model Sikorsky S-76D is currently at about 91% of its new value, based upon a retail value today of $10.5m. (By comparison, a 2001 S-76C+ is about 40% of its new value at $3.3m.) A 2017 model Sikorsky S-76D has a list price of $13.5m.

Years of Manufacture: 2009 to date, with 88 built (67 currently active)

each producing 961shp. The residual value of a 2006model Airbus AS365 N-3+ is currently at about 71% of its new price, based upon a retail value today of $5m.

A 2017 model Airbus AS365 N-3+ has a list price of $10.9m.

Years of Manufacture: 1987 to date, with 227 built (198 currently active)

Bell 412EPI:

A skid gear helicopter built by Bell Helicopter, the 412EPI has a MGTOW of 11,900lbs. It carries 331 USGs of Jet A, boasts a range of 364nm and is powered by two PW PT6T-9 engines, each producing 1,110shp.

The residual value of a 2005-model Bell 412EPI is currently at about 69% of its new value, based upon a retail value today of $4.8m. The list price for a 2017 model Bell 412EPI is $10.9m.

Years of Manufacture: 1994 to date, with 622 built (468 currently active)

Leonardo AW139:

A retractable gear helicopter, the MGTOW of the AW139 is 14,110lbs. It carries 551USGs of Jet A, has a range of 573nm and is powered by two PW PT6C-67C engines, each producing 1,679shp. The Leonardo AW139 has a 2017 list price of $10m Years of Manufacture: 2001 to date, with 844 built (771 currently active)  Leonardo AW189

Airbus H155:

This retractable gear helicopter has a MGTOW of 10,846lbs. It carries 332USGs of Jet A, has a range of 489nm, and is powered by two Turbomeca Arriel 2C2 engines, each producing 923shp.

The residual value of a 2004 Airbus H155 is currently about 44% of its new value, based upon a retail value today of $3.5m. A 2017 model H155 has a list price of $12.9m.

Years of Manufacture: 1999 to date, with 175 built (160 currently active)

Airbus AS365 N-3+:

The AS365 is a retractable gear helicopter offering a MGTOW of 9,480lbs. Able to carry 300USGs of Jet A, the AS365 has a range of 427nm, and is powered by two Turbomeca Arriel 2C engines, Advertising Enquiries see Page 14

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

83

Rotorcraft 2 Feb18.qxp_Layout 1 23/01/2018 14:51 Page 3

OWNERSHIP T ROTORCRAFT

$5m - $9.99m List Price Category (2017 Model)

$0.5m - $4.99m List Price Category (2017 Model)

Leonardo AW169:

Airbus H130:

A retractable gear helicopter, the AW169 has a MGTOW of 10,141lbs. It carries 298USGs of Jet A, has a range of 440nm, and is powered by two PW210A engines, each producing 1,010shp. The AW169 has a 2017 list price of $8.5m.

Years of Manufacture: 2015 to date, with 44 built (43 currently active)

Leonardo A109E-PE:

A retractable gear helicopter the MGTOW of the A109E-PE is 6,614lbs. It carries 224USGs of Jet A, has a range of 503nm, and is powered by two Turbomeca Arrius 2K1 engines, each producing 670shp.

As a predecessor, the residual value of a 2007 Leonardo A109S Grand is currently at about 47% of its new price, based upon a retail value today of $2.8m.

The Leonardo A109E-PE has a 2017 list price of $8.1m.

Years of Manufacture: 2015 to date, with three built (two currently active)

McDonnell Douglas-Hughes MD902:

A skid gear helicopter, the MD902 has a MGTOW of 6,500lbs, and carries 159USGs of Jet A, offers a range of 328nm, and is powered by two PW207E engines, each capable of developing 572shp.

The residual value of a 2006 McDonnell Douglas MD902 is currently at about 47% of its new price, based upon a retail value today of $3.15m. A 2017 model MD902 has a list price of $7.2m.

Years of Manufacture: 1996 to date, with 91 built (81 currently active)

Airbus H135:

A skid gear helicopter, the H135’s MGTOW is 6,570lbs.

It carries 185USGs of Jet A, has a range of 342nm and is powered by two Turbomeca Arrius 2B2+ engines, each producing 708shp.

The residual value of a 2004 Airbus H135 is currently at about 58% of its new price, based upon a retail value today of $2m. The list price for a 2017 model H135 is $6.2m.

Years of Manufacture: 1994 to date, with 1,251 built (1,090 currently active)

A skid gear helicopter, the MGTOW of the H130 is 5,512lbs. It carries 143USGs of Jet A, has a range of 333nm, and is powered by a single Turbomeca Arriel 2D engine producing 952shp.

The residual value of a 2009 Airbus H130 is currently at about 63% of its new value, based upon a retail value today of $1.9m. A 2017 model Airbus H130 has a list price of $3.3m.

Years of Manufacture: 2000 to date, with 667 built (632 currently active)

Bell 407GXP:

With MGTOW of 5,000lbs this skid gear helicopter carries 82USGs of Jet A, has a range of 337nm, and is powered by one RR M250-C47B/8 engine producing 862shp.

The residual value of a 2006 model Bell 407GXP is currently extremely healthy at about 112% of its new value, based upon a retail value today of $1.9m. A 2017 model Bell 407GXP has a list price of $2.9m.

Years of Manufacture: 1995 to date, with 1,601 built (1,417 currently active)

McDonnell Douglas-Hughes MD520N:

Offering MGTOW of 3,350lbs, the skid gear MD520N carries 64USGs of Jet A and has a range of 210nm. It is powered by one RR 250-C20R/2 engine producing 420shp.

The residual value of a 1999 McDonnell Douglas MD520N is currently at about 82% of its new value, based upon a retail value today of $1.1m. A 2017model MD520N has a list price of $2.5m.

Years of Manufacture: 1992 to date, with 112 built (92 currently active)  Bell 407GXP

Bell 429:

A skid gear helicopter the MGTOW of the Bell 429 is 7,000lbs. It carries 217USGs of Jet A, has a range of 411nm, and is powered by two PW207D1 engines, each producing 1,100shp.

The residual value of a 2012 Bell 429 is currently at about 67% of its new price, based upon a retail value today of $5m. The 2017 model Bell 429 has a list price of $6.1m Years of Manufacture: 2006 to date, with 339 built (298 currently active)

84

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

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Rotorcraft 2 Feb18.qxp_Layout 1 23/01/2018 14:52 Page 4

OWNERSHIP T ROTORCRAFT Bell 206L-4:

The 4,450lbs MGTOW skid gear 206L-4 carries 111 USGs of Jet A, has a range of 253nm, and is powered by one 650shp RR 250-C30P engine. The residual value of a 2002 Bell 206L-4 is currently at about 94%, based upon a retail value today of $1.3m.

Meanwhile, the 2017 list price of a Bell 206L-4 is $2.25m.

Years of Manufacture: 1994 to date, with 494 built (428 currently active)

McDonnell Douglas-Hughes MD530F:

A skid gear helicopter offering 3,100lbs MGTOW, the MD530F carries 64USGs of Jet A, has a range of 260nm, and is powered by one RR 250-C30F engine producing 650shp.

The residual value of a 2009 McDonnell Douglas MD530F is currently an exceptional 125% of its new value, based upon a retail value today of $1.9m. Today, a 2017 model MD530F has a list price of $2.2m.

Years of Manufacture: 1984 to date, with 201 built (174 currently active)

Airbus H120:

A skid gear helicopter the MGTOW of the H120 is 3,781lbs. It carries 765USGs of Jet A, has a range of 547nm, and is powered by one Turbomeca Arriel 2D engine producing 952shp. The residual value of a 2002 Airbus H120 is currently about 83% of its new value, based upon a retail value today of $839k. A 2017 model Airbus H120 has a list price of $2m.

Years of Manufacture: 1998 to date, with 693 built (596 currently active)

McDonnell Douglas-Hughes MD500E:

The MGTOW of this skid gear helicopter is 3,000lbs. It carries 64USGs of Jet A, has a range of 290nm, and is

powered by one RR 250-C20R/2 engine producing 420shp. The residual value of a 2002 McDonnell Douglas MD500E is currently at about 70% of its new price, based upon a retail value today of $900k. A 2017 model MD500E has a list price of $1.55m.

Years of Manufacture: 1983 to date, with 402 built (307 currently active)

Bell 505:

Carrying 107USGs of Jet A, the Bell 505 has a range of 383nm, is powered by one Turbomeca Arrius 2K1 engine producing 504shp, and offers 3,781lbs MGTOW. This skid gear helicopter model has a 2017 list price of $1.2m.

Years of Manufacture: 2017 to date, with 20 built (15 currently active)

Enstrom 480/B:

MGTOW for the 480/B is 3,000lbs. This skid gear helicopter can carry 90USGs of Jet A, has a range of 370nm, and is powered by one RR 250-C20W Engine producing 420shp. The residual value of a 2007 Enstrom 480/B is currently at about 94%, based upon a retail value today of $775k. The list price for a 2017 model is $1.1m.

Years of Manufacture: 1994 to date, with 245 built (223 currently active)

Robinson R66:

The MGTOW of the R66 is 2,700lbs, and it carries 73 USGs of Jet A, has a range of 350nm, and is powered by one RR 300 engine producing 270shp. Residual value for a 2013 Robinson R66 is currently at about 84%, based upon a retail value today of $700k. A 2017 model R66 has a list price of $879k.

Years of Manufacture: 2011 to date, with 833 built (815 currently active) T

Robinson R66

Some Upgrades with Value

Following is a list of some of the modifications, and/or options that are frequently found on a Turbine Helicopter during an appraisal. In brackets are their perceived add-on values: • • • • • • • • • • • • • • • • 86

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Air Conditioning Aux Fuel Tanks Bird-Proof Windshield Cargo Hook Emergency Services Comms Equip.

High Skids Hoist/Winch Litter/Stretcher Medical Interior - Full Life-Support Pop-Out Floats Radar Altimeter Remote Searchlight Retractable Landing Gear Sand Filter/Particle Separator Sliding Door Snow Skids

($20k to $80k) ($17k to $85k) ($7.5k) ($40k) ($10k to $100k) ($15k) ($75k to $150k) ($5k to $10k) ($200k to $1m) ($40k to $90k) ($15k) ($10k to $30k) ($100k to $180k) ($15k to 25k) ($25k to $45k) ($10k)

Aircraft Index see Page 153

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1/15/18 9:12 AM

Values Intro.qxp_Finance 23/01/2018 17:12 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Business Aircraft Values: Medium Jets

Of all the business jet categories, none does more to

balance capability with utility than the Medium Jet segment; and no segment provides more options, either.

F

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 upper-end 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

88

AVBUYER MAGAZINE – February 2018

largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

Medium Cabin Jet Price Guide

The following Medium jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook– Price Digest. The study spans model years from 1998 through Winter 2017. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Bombardier Learjet 60XR values reported in the Winter 2017 edition of the Bluebook show $4.2m for a 2012 model, $3.8m for a 2011 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, e quipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration.

Note: We have included 30 aircraft models in the following Large Cabin 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 110. 

www.AVBUYER.com

Aircraft Index see Page 153

Wright Brothers May.qxp_Layout 1 18/12/2017 11:56 Page 1

Retail Values.qxp_RPG 23/01/2018 17:38 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Medium Cabin Jets: Average Retail Price Guide MODEL YEAR $

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

13.5

12.750

11.750

10.750

9.750

2009 US$M

2008 US$M

9.250

8.4

MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

4.4

4.2

3.8

3.5

3.2

2.9

5.0

4.7

4.3

4.0

3.7

3.5

3.2

2.9

2.7

2.5

9.7

8.7

7.7

6.7

6.0

9.0

8.3

7.7

7.3

6.7

6.3

6.7

6.2

5.8

5.6

5.4

5.2

4.8

4.6

BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 CESSNA CITATION X+750

22.5

18.5

15.5

12.5

CESSNA CITATION X 750

---

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

16.350

13.0

12.5

CESSNA CITATION SOVEREIGN+680

17.5

15.5

12.750

11.250

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

12.250

9.0

8.5

7.5

10.5

CESSNA CITATION XLS 560 CESSNA CITATION EXCEL 560 DASSAULT FALCON 2000 DASSAULT FALCON 50EX GULFSTREAM G280

22.0

18.0

16.0

15.0

14.0

13.0

GULFSTREAM G200

7.0

6.4

5.7

5.2

6.7

6.0

5.8

5.5

5.0

HAWKER 4000

5.0

4.7

4.4

4.1

3.9

HAWKER 900XP

6.0

5.5

5.0

4.5

4.0

3.8

3.5

2.8

2.5

GULFSTREAM G150

10.5

8.5

8.1

7.7

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 850XP PRO LINE HAWKER 800XP/i PRO LINE HAWKER 800XP HAWKER 750

3.8

3.3

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

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AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 23/01/2018 17:38 Page 2

RETAIL PRICE GUIDE T OWNERSHIP

What your money buys today

Winter 2017 2007 US$M

2006 US$M

7.6

7.2

2005 US$M

6.8

2004 US$M

6.5

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

6.2

BOMBARDIER CHALLENGER 300

2.7 2.7

MODEL YEAR $ MODEL

BOMBARDIER LEARJET 60XR 2.4

2.3

2.2

BOMBARDIER LEARJET 60SE 2.1

3.5

3.1

2.8

2.7

2.5

2.9

2.6

2.3

2.1

1.9

2.3

2.0

1.550

1.850

1.650

1.450

2.0

1.8

1.7

1.6

1.5

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.7

1.6

1.5

1.4

1.3

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.350

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X+750

5.3

4.9

4.6

4.3

4.1

3.8

3.5

3.3

3.1

2.9

CESSNA CITATION X 750

2.0

1.9

1.8

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

6.0

5.6

5.2

4.9

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

4.2

4.0

3.8

3.6

CESSNA CITATION XLS 560

2.7

2.5

2.4

2.3

2.1

1.9

1.7

CESSNA CITATION EXCEL560

7.5

7.0

6.5

6.0

5.3

5.0

4.6

4.1

3.8

3.4

DASSAULT FALCON 2000

5.6

5.4

5.2

5.0

4.6

4.1

3.6

3.2

3.0

2.8

DASSAULT FALCON 50EX GULFSTREAM G280

4.8

4.4

4.6

4.3 3.1

4.2

3.9

3.4

3.2

3.0

2.8

2.5

GULFSTREAM G200 GULFSTREAM G150

2.9

2.7

2.6

2.3

2.1 2.1

GULFSTREAM G100 1.9

1.8

1.7

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000 HAWKER 900XP

3.2

2.8

2.5

HAWKER 850XP PRO LINE

2.5

HAWKER 800XP/i PRO LINE 2.4

2.3

2.2

2.1

2.0

1.9

1.8

HAWKER 800XP HAWKER 750

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 14

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

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Avionics FEB18.qxp_Finance 23/01/2018 16:59 Page 1

OPERATING T AIRSPACE

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

What to Know About European Airspace Plans What are the current airspace plans and how do they impact all aspects of Business Aviation? In a three-part series Ken Elliott covers the US, Europe and ICAO, respectively. In this second part he focuses on Europe. stablished in 2007 as an outreach to industry by the European Union and Eurocontrol, SESAR-JU completes Air Traffic Management (ATM) research and turns it into deployable tasks under its regularly revised implementation plan. With a 1.6bn Euro budget to operate with between now and 2024, it collaborates with 19 industry members representing airports, air navigation service providers, the manufacturing industry and the scientific community.

The current SESAR-JU’s 2020 program, which replaced the earlier SESAR 1 program, is delivering 72 solutions in the four key areas of:

E • • • • 92

Airport operations, Network operations, Air traffic services, and Technology enablers.

AVBUYER MAGAZINE – February 2018

In support of its overall undertaking, the program uses research and demonstration covering the three areas of: •

•

•

Industrial research and validation Controller working position/human machine interface Integrated surface management Increased runway and airport throughput Exploratory research Resilient synthetic vision for advanced control tower air navigation service provision Cross border SESAR trials for enhanced arrival management Satellite-based ADS-B for lower separation minima application Very large-scale demonstration (VLD) Initial trajectory information sharing Integrated airport operations VLD network collaborative management

These areas of research partially seek resolutions to emerging challenges such as unmanned aircraft (drones) and cyber security. www.AVBUYER.com



Aircraft Index see Page 153

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Avionics FEB18.qxp_Finance 23/01/2018 17:01 Page 2

OPERATING T AIRSPACE

Figure 1: SESAR-1 Performance Results for the Different Target Areas

Drone operations are being developed under a relatively new ‘U-space’ initiative covering airspaces up to a height of 150 meters (+500 feet).

The same operations development includes the registration, e-identification and geo-fencing of drones and should be in place by 2019.

Europe’s SESAR Goals & Key Performance Areas

Figure 2: The Three Levels of the ATM Management Plan Level 1

Executive View

Level 2

Planning and Architecture View

Level 3

Implementation View

Figure 3: The ATM Master Plan Involves the Following Stakeholders

SESAR 2020 has lofty goals. Among them is to triple capacity, reduce flight costs by 50%, reduce emissions by 10% and improve safety by a factor of 10.

Using its ATM Master Plan, with development and deployment strategies, it has laid out its 72 solutions in a SESAR Solutions Catalogue (Ed2 2017). Included are new technologies and procedure solutions being implemented at 24 airports.

Because the solutions cannot be highlighted within the limited scope of this article, web links (provided throughout) allow the reader to explore each one and its implementation.

By focusing on target areas and monitoring performance improvements, the program provides measurable differences benefiting the overall aviation community (see Figure 1, top, left). Some of the Key Performance Areas (KPAs) are: • Environment Reduced fuel consumption and emissions, measured as average reduction in fuel consumption per flight within Europe’s airspace.

•

Capacity Increased airport capacity, measured as throughput at specific high operating capacity airports.

Increased airspace capacity, measured as activity in en route and terminal airspace that is close to saturation.

•

Cost Efficiency Reduced costs, as provided by air navigation service.

•

Operational Efficiency Such as improved predictability, monitoring the variability in duration of flight.

•

Safety and Security

By Stakeholder

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APT

NM

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REG

Air Navigation Service Providers Airports Airspace Users Military Network Manager Regulator

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The European SESAR ATM Master Plan

In 2016, Europe’s Single European Skies ATM Research (SESAR) initiative published a revised Master Plan

Figure 4: The ATM Master Plan Encompasses the Following Operating Environments Within European Airspace

By Operating Environment

(https://www.atmmasterplan.eu/exec/overview).

The Air Traffic Management (ATM) plan has three levels embedded within (see Figure 2, middle left).

The 2016 revision of the 2015 full plan concentrated on the third level of implementation. The ATM Master Plan itself is best explained visually, and Figures 3 through 5, and Table A demonstrate its complexity.

There are different ways to study the master plan via views, documents and roadmaps. Table B (overleaf) places the study methods under each of the three plan levels, enabling the viewer to see the plan from different perspectives within each level, via a link from each line item to further data and maps.

Level 3 – Implementation (2016)

The more recent 2016 update to the Master Plan, covering Implementation, provides currently what and when information will be made available to aircraft, infrastructure and serviceprovider planners. The implementation plan includes objectives and performance expectations that will be closely monitored as the implementations progress.

Because Europe is made up of many countries (states in the plan), there is a significant local element, creating variability in deployment.

The four key areas of the SESAR-JU 2020 program listed below are also similarly termed.

•

Airport operations High-performing airport operations

•

Network operations Optimized ATM network services

•

Air traffic services Advanced air traffic services

•

Technology enablers Enabling aviation infrastructure

ER

APT

AU

TMA NW

ER - Enroute TMA - Terminal Maneuvering Area APT - Airport NW - Network Manager

Table A: The ATM Master Plan Has 17 Groups of ‘Data Objects’, Some of Which are Considered ‘Elements’

Figure 5: For the ATM Master Plan These All Fall Under the Following Topics

These four key areas are best understood from the second edition of the SESAR Solution Catalogue that includes the final list of SESAR Solutions delivered under the SESAR 1 program, bringing together the full range of  Advertising Enquiries see Page 14

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Table B: Three ATM Plan Levels and Three Study Methods (Views/Documents/Roadmaps)

solutions. All are essential for improving performance either at the network or local level.

Also included in the catalogue are solutions that have already reached maturity but need further refinement via research and development (R&D) activities underway, to support the delivery of solutions that will meet SESAR 2020 objectives.

Find the SESAR Solutions Catalogue at: https://www.sesarju.eu/newsroom/brochures-publications/ sesar-solutions-catalogue.

Solutions need to be validated and the SESAR-JU collaboration uses five methods to achieve it: •

Fast-Time Simulation: modeling of ATM for airspace and ATM. • Real-Time Simulation: controlled and repeatable experiment with humans in the loop.

• Shadow Mode Trial: using a prototype, a trial runs in the background and in parallel with operations.

• Live Trial: transfers the prototype to an actual live trial.

• Demonstration: brings together stakeholders to demonstrate using commercial flights.

The Solutions Catalogue is supplemented by an interactive map offering portrayals of major solutions, depicted by Figure 6 (right). Via the following link, each interactive solution scenario takes you to a description, discussion on challenges, benefits and solution pack with videos and downloadable documents. Forward thinking flight departments should find this tool very useful:

implementations into the ICAO roadmap, ensuring standardization. Concurrently, ICAO has a Global Air Navigation Plan (GANP), which is a wider equivalent of the SESAR Master Plan and uses ICAO’s Aviation System Block Upgrade (ASBU) modules.

In November of 2016 the SESAR-JU and FAA jointly published the second edition of the NextGen-SESAR State of Harmonization document, the highlights of which included Datacom and SWIM (System Wide Information Management) collaboration.

Europe also has separate cooperation agreements with Japan, China, Mexico and UAE. One example of collaboration resulted from ICAO’s recommended new altitude capture laws. These laws automatically reduce the vertical rate at the approach to the selected flight level, reducing unnecessary traffic advisories from the aircraft’s Traffic Collision Avoidance System (TCAS).

This, for Europe, has resulted in plans to upgrade equipage

Figure 6: SESAR-JU’s Animated

and Interactive Map of Solutions

http://www.sesarju.eu/sites/default/files/embed/animated_map/index.html .

Harmonization

SESAR has a Concept of Operations, adapted from the International Civil Aviation Organization (ICAO) Global Air Traffic Management Operational Concept, which provides for interoperability between the European and wider International airspace.

Also, the European Air Traffic Management Standards Coordination Group (EASCG) coordinates the input of SESAR 96

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(aircraft) and operations (ATC). Impacts to aircraft systems will include first and second steps of integration between the aircraft’s TCAS and Flight Director’s altitude capture mode, followed by an integration that accounts for the intruder’s altitude. Harmonization also includes work conducted within EUROCAE covered below.

•

European Organization for Civil Aviation Equipment (EUROCAE)

For 2019, SESAR-JU plans to be up-and-running with U1 services. It also plans to provide demonstrations with U2 and conduct R&D for U3 and U4 services.

EUROCAE is the body that creates the standards for equipment needed to operate the solutions embodied by SESAR. The standards development included equipment required for SWIM, Surveillance, Remote Towers, Ground Based Augmentation System (GBAS) and Datalink. They are used by manufacturers, integrators and regulators to ensure equipment designs will perform as intended for each solution implemented.

The European Air Traffi c Management Standards Coordination Group (EASCG) coordinates the input of SESAR implementations into the ICAO roadmap, ensuring standardization.

Drones

Recognizing the significance and growth of drones, in 2016 the European Commissioner for Transport introduced the idea of ‘Uspace’ for managing drone operations. SESAR embraced the concept to enable complex drone operations with a high degree of automation in all types of operational environments.

Known as the U-space Blueprint, it provides a service and regulatory framework for safe and secure integration of drone operations in Europe’s urban areas and countryside. As opposed to it being a framework for a defined airspace dedicated to drones, it will define the requirements for existing integration into airspaces currently used by manned aircraft. Us pace roll out may look like this: • •

U-Space U1, Foundation Services: Providing e-registration, e-identification and geofencing.

U-Space U2, Initial Services: Supporting drone operations that include flight planning, flight approval and tracking and air traffic control.

Advertising Enquiries see Page 14

•

U-Space U3, Advanced Services: Supporting complex operations in high density areas, including capacity management and conflict detection via Detect & Avoid (DAA).

U-Space U4, Full Services: Such as integration with manned operations involving automation.

In Summary

As with FAA, Europe’s SESAR-JU is moving toward four dimensional time-based operations and the advancement of NextGen technologies to enable seamless operations from ramp-to-ramp (or gate-to-gate). This, along with the additional integration of drones, presents significant interoperability, harmonization and integration challenges.

While complex and confusingly full of letter-only identifiers for its plans, programs, solutions and more, SESAR-JU is well presented and fully integrated across all its elements. If there were to be any criticism, it might be levied at the inability of its member states to agree or fully collaborate, creating constant changes and delays. A recent prime example of this is the shifting requirement for Link 2000+, its contiguous Datacom program.

Countries in Europe are not necessarily in step when it comes to their status on the SESAR undertaking. Economics, politics and an apparent ‘just to be differ ent’ mentality all come into play. Enormous credit, therefore, goes to those in central control of aviation activity for their consensus-based programs that are borne out of an inclusive collaboration of the many disparate stakeholders.

For Business Aviation, SESAR-JU activity translates into short, medium and long-term objectives that entail equipage and operational requirements that are new to flight d epartments.

With a future of Time Based Operations, Advanced Datacom, Space-Based ADS-B, Enhanced TCAS and the airspace integration of Drones, there are significant developments ahead for managers of aviation. T

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Avionics 2.qxp_Finance 23/01/2018 14:40 Page 1

OPERATING T AVIONICS

What’s Synthetic Vision and Why’s it Important?

What makes Synthetic Vision Systems so popular in today’s Business Aviation cockpits? Dave Higdon discusses how pilots can benefit from this safety-enhancing equipment…

Garmin SVT ▲

onsider for a moment the satellites responsible for tirelessly scanning the Earth's surface with ever-increasing detail. From those scans come today's increasingly accurate landscape data that software engineers convert into graphic images. And those graphics today provide pilots with a near-photographic tool of dynamic three-dimensional images called ‘Synthetic Vision’.

Synthetic Vision Systems (SVS) enhance situational awareness for pilots by showing everything present in the scan, whether terrain, buildings, highways or obstacles. It enhances flight safety by combining an

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advanced database of topographical maps, presented as a moving image synced with GPS position to give the pilot a clear, uncluttered visualization of his or he r surrounds, and sometimes simultaneously rendering a simulated Highway in The Sky (HITS) pathway for courses and approaches.

Without the additional tweaks of the software engineers, however, SVS could not deliver the smooth response, depth of colors and detailed textures pilots enjoy today.

Twenty years ago early forms of SVS delivered rudimentary wire-frame renditions of mountains, buildings, and outline s of buildings and bodies of

www.AVBUYER.com

Aircraft Index see Page 153

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Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. 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

▲ Honeywell Synthetic Vision System

Garmin G1000 Synthetic Vision ▼

numerous satellite scans. Inclement conditions hold the potential to defeat the infrared sensor's ability to detect the Infrared Radiation (IR) emanating from objects in the camera's field of view. Thick fog, heavy smoke, dust and heavy precipitation all take their toll on the ability of an IR sensor to detect heat signatures.

But when conditions don't attenuate with the IR signature, EVS shows everything present in front of the sensor's lens. So errant vehicles, roaming wildlife and humans show-up thanks to the infrared radiation t hey produce. (However, in a twist of science, objects recently departed from where the sensor is pointed will often leave a residual-heat signature behind that is reflective of both the object's size and position, thereby confusing the picture.)

Conversely, since SVS generates its moving images from digital memory of three-dimensional scans, nothing short of a full malfunction of the display or software will interfere with the generated images. What SVS lacks is the ability to display an object that was absent at the time of the scan but is now present in real-time.

The differences between SVS and EVS are sufficiently significant to prompt some avionics and software OEMs to develop hybrid systems that employ images from both source types.

SVS: What are the Benefits?

water. Today's best SVS systems approach motion-picture levels of realism in their renderings.

Thankfully, numerous options exist to retrofit SVS technology to virtually any cockpit, and avionics OEMs increasingly include SVS as a standard feature of their integrated avionics packages and glass-cockpit Primary Flight Displays (PFD). SVS is even available in combination with another visually-oriented saf ety enhancement – the Enhanced Vision System (EVS).

SVS: An Unblinking Alternative to EVS

Unlike EVS, which requires an infrared sensor to generate a visible image on a cockpit display, SVS produces its imagery from memory accumulated by all the data accumulated through those Advertising Enquiries see Page 14

Despite being a pre-recorded rendering of the world as-scanned, pilots exposed to SVS almost universally embrace the tool for the unerring benefits it offers them whether day or night—Visual or Instrument Meteorological Conditions.

Flying with a friend last fall, we both believe that his SVS saved him money on what would otherwise have been a missed approach owing to poor visibility and a wavering localizer needle on his Course-Deviation Ind icator (CDI).

On a different airplane during a night approach to an airport deep in a valley with tall mountains beyond the point of the procedure turn, the SVS delivered a clear view of the terrain directly beneath the glide-path. That correct perspective gave comfort to the crew, showing them to be well above the terrain as they flew an LPV RNAV approach.

In yet another cockpit, maneuvering on the grou nd at a trafficclogged air-carrier airport demonstrated how SVS can ease tensions while taxiing in an unfamiliar environment – particularly where markings of runways and taxiways were weathered, making them tough to read, especially at night.

SVS: Something for Every Aircraft

In just a few years SVS has become one of the avionics industry's most-coveted creations. Along the way, SVS has become a staple in late-model glass cockpits and a sought-after upgrade for panels.

Fortunately for aircraft owners and pilots, several options exist for adopting the technology. Consider these avenues for helping customers find their SVS solution... 

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“...the costs of adding or upgrading an SVS system to your aircraft will be among the lower-cost and higher-value bargains in Business Aviation.”

Option 1: Portable and Panel-Independent SVS

While tablet-accessible SVS may not be a Technical Standards Ordered (TSO'd) instrument-approved tool, it nonetheless remains highly useful in numerous conditions. Knowing that many older business turbines lack the avionics capable of displaying SVS, multiple providers offer the tool as a function for Electronic Flight Bags (EFB). The tablet in use must have a GPS receiver or other position source to function.

Alternatively, pilots might use a remote sensor that wirelessly transmits the SVS data to the tablet.

Many tablets can receive WiFi-transmitted SVS from installed avionics systems, such as a remote Attitude and Heading Reference System or Air Data, Attitude and Heading Reference System.

The beauty of this option becomes apparent to the pilot who may fly different aircraft on different days, and as the tablet EFB travels with the pilot from cockpit to cockpit its operation is independent of the aircraft's avionics.

Option 2: Installed and Panel-Dependent SVS

Late-model PFDs from virtually every avionics OEM offer the option of displaying SVS graphics behind the images of computer-generated flight instruments and navigation indicators.

Modern PFDs typically offer the option to display the graphics of SVS systems – with many companies including the technology as a standard feature.

Variations naturally exist in the perspective viewed. Some SVS show an altitude-correct perspective covering a 10 miles range, while others display an SVS image from as far away as 30 to 50 miles. Aboard a fast-flying turbine the further, the better for the flight crew that will enjoy more time to set up their approach.

The perspective shown ultimately adjusts for altitude, so what the flight crew sees should match what they would see out the window.

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How to Care For, and Feed your SVS

Unlike a precision camera lens or a finely calibrated watch, SVS hosts no moving parts. There are no digital sensors or glass lens elements (items indigenous to most EVS systems). The main maintenance chore required to keep SVS relevant involves only software updates as they become available. So annual updates to SVS software – and assuring the GPS antenna is clean – pretty much cover the required maintenance.

Awareness of the region of the world represented by the SVS is another item of care and feeding that becomes relevant for international operators. Just as instrument charts and plates are p ublished for specific regions of the world, SVS software tends to focus on regions of the world.

Memory capacity of the display device may limit an operator to loading only one region at a time, depending on the avionics package used.

SVS: An Avionics Bargain

As long as an avionics stack possesses both the speed and memory to load the software, the costs of adding or upgrading an SVS system to your aircraft will be among the lower-cost and higher-value bargains in Business Aviation.

For operators that opt for a tablet EFB as the SVS source, the costs will not generally break into four-figure territory. Assuming a pilot already uses a tablet EFB, the cost may be as little as adding or upgrading the software.

For a glass stack already equipped with a data loader and a compatible display, SVS compatible wit h the hosted avionics may run into the low four figures for the first update, then a few hundred dollars for the annual SVS software update.

Operators of aircraft lacking a display but seeking to upgrade their panels can accomplish installation through the upgrade process for a small premium over a panel that lacks SVS. A flight or two in inclement conditions or into a terrainchallenged airport is all it takes to make a pilot a Synthetic Vision System convert. Seeing is believing… T

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Aircraft Index see Page 153

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Tips to Maximize Domestic Flight Planning

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Aircraft Index see Page 153

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With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Aviation Director at Johnsonville Sausage.

How should you manage flight planning? When’s best to keep it in-house and when

should you outsource? Aviation Director Andre Fodor discusses some of the tips and

challenges in this two-part series beginning this month with domestic flight planning…

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leared as Filed. That’s what we expected from a well-filed flight plan back in the day. The plan needed to give due consideration to the departure procedures and preferred routings out of airports, but we were rewarded by not having to copy a long re-route or scour through open charts to identify the airways and intersections of the new amended clearance.

Nowadays, domestic flight planning has become easier and automated, while simultaneously being a sophisticated and complex operation with a whole new set of challenges that need to be overcome…

Domestic Flight Planning

As a Flight Department, we choose to do all of our domestic flight planning in-house. Our flight operation is based in the US where we have a flexible Air Traffic Control structure that rarely requires slotting for airports or airspace.

Operators are able to file flight plans ‘on the spot’ and have clearances available in a matter of seconds, so managing our own ATC flight planning creates little additional workload and offers the ability to make last minute changes quite efficiently.

Domestic flight planning has become mostly an automated process thanks to the reliability and fast connectivity of our tablets and iPhones allowing seamless acces s to preferential routings, weather briefings, graphical products and NOTAMS. Today, domestic flight planning has evolved to the point where all that’s really required is an iPad and a subscription to one of the many powerful flight planning software packages available. And therein lays one of the newlygenerated challenges of modern-day domestic flight planning…

Tip #1: Selecting the Right Flight Planning App

With a great variety available, which software is best? Given that there are basic services available on the web that exclude datalink and performance calculations, a flight department Advertising Enquiries see Page 14

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undertaking its own domestic flight planning will need to assess which capabilities are necessary and which it can really afford to do without?

Once the necessary app with all of the right capabilities is identified, it will need to be incorporated into the budget.

Assessing our own needs, we selected an app that integrates flight planning, weather and NOTAM briefings as well as offering calculations of weight, balance and aircraft performance. Generating a release containing all the data we require for our operations, those data can be downloaded via datalink to our Flight Management System, an iPad or printed should a h ard copy be required.

The cost is affordable (in our case, it’s an annual subscription cost of $14k that includes unlimited datalink for the aircraft).

Tip #2: Learning New Flight Planning Technology

The next challenge of modern-day flight planning is interfacing new technology with the aircraft. The learning curve stretches from the flight crew to the datalink providers, and also the ATC staff.

As an example, just after Pre-Departure Clearance (PDC) became mainstream at most of the busiest corporate airports, we were quick to embrace Controller-Pilot DataLink Communications (CPDLC) clearances that were being phased in as part of NextGen. This brought an entirely new set of learning experiences, and it needed plenty of trial and error for us to learn that an extra identifier was needed in the long list of cha racters in field 18 of the ICAO flight plan, thus enabling ATC to know that we could accept a clearance via CPDLC. We then struggled with CPDLC digital clearances, believing that our on-board avionics were malfunctioning only to discover that ATC was erroneously adding free text to an amended clearance, causing the FMS to reject its insertion.

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surmounted and all systems working in harmony, greater efficiency could be enjoyed together with reduced data-entry, reduced gross navigational errors and increased airspace access. The net effects were savings made through routing efficiency, and ability to concentrate on new opportunities to optimize costs.

Tip #3: Flight Planning with FBO Costs in Mind

Choosing the right airport and FBO based on ability to negotiate fees and fuel costs will reap rewards. In our experience, single-FBO locations can often be the costliest.

Our preference is also for smaller airports with less traffic, maximizing the likelihood of receiving bespoke customer service and quick access to and from the aircraft. Choosing a multi-FBO location also allows us to select the best service (versus price).

Operators should keep in mind, however, that not all FBOs are managed equally and that there are times when paying more may be well worthwhile.

As an example, we selected an FBO solely for its cost for one quick-turn trip flown just to collect a passenger. This proved to be a big mistake. The ground crew was undertrained, non-sta ndardized and unqualified. Our aircraft was improperly parked and placed in a hazardous situation, resulting in our quick-turn becoming an hour-long ordeal.

Today, we are far more careful to vet facilities before using them. When we select an airport, we identify the FBOs and discuss operational fees.

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AVBUYER MAGAZINE – February 2018

day, we try to use the same FBO chain which will often offer reduced fees for inter facility usage.

We also calculate the advantage of tankering fuel over buying locally, and whether it’s more advantageous to pay full ramp fees or to waive them with fuel purchase.

To extract maximum advantage on fuel pricing, we hold memberships with several fuel providers and will then select which one offers the best cost benefi t. If all are equal, we use our preferred fuel provider in an effort to build our relationship, which gives us more leverage toward negotiating future fuel discounts.

With fuel representing 51% of our budget, this is the most effective impact we can make in managing our costs.

In Summary...

In-house flight planning may not be for everyone, however. Because our domestic operation is in the US, we enjoy increased flexibility in managing our flight planning. With an extensive network of public airports, we may have more than one choice near to any given destination, which gives us the ability to seek out best value.

Those traveling internationally may benefit from using a dedicated flight planning service, however, and that is the discussion for next month’s article.

We leave you with one final tip: Whenever po ssible, include the flight crew in the flight planning process. It empowers and sensitizes them on how significant their contribution is towards managing and lowering the costs of corporate aircraft operations. And that’s as good as a direct routing. T

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Aircraft Index see Page 153

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Flight Department Safety:

How Could

Promotion Help?

What has promotion within the Flight Department got to do with aviation safety culture?

Mario Pierobon explains…

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promotion process must be managed to yield the desired outcome.

Will promoted individuals be empowered to continue displaying their professionalism, and can their safety leadership positively impact the rest of the workforce? Managing the promotion process requires the implementation of three main practices:

romotion of personnel within a corporate Flight Department is one of the many ways to foster organizational safety culture, for two key reasons. First, it harnesses the aspirations of staff, thereby improving performance in the workplace. Second, it offers a framework for manage ment to reward employees for noteworthy performance.

Promotion of individuals displaying notable commitment to safety sends a clear signal to the whole workforce, and safety management becomes a strategic corporate function.

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• • •

When to Promote?

In order to sustain the organizational safety culture, it’s important that managers know when to seize promotion opportunities. Larger organizations and departments with high rates of staff turnover have more positions to fill, thereby providing management with options to reward favourable behaviour.

Ideally, personnel will be promoted when a post comes vacant due to the previous holder retiring or leaving the company, or when the business grows to a point that a new role is created.

Who to Promote?

With the aim of ever-strengthening the organizational safety culture, it’s important that the right people become the recipients of the opportunities that do arise.

Work-related merits leading to a promotion will, of course, include technical skills and experience accrued over the years. But commitment to safety is paramount in a corporate flight department, thus - promotions should go to those who strive for safety.

Demonstrable commitment to safety include many activities, such as:

“...commitment to safety is paramount in a corporate flight department, thus promotions should go to those who strive for safety.”

Coaching junior members of the workforce to instil safe practices • Factoring safety considerations into work planning • Raising safety issues with colleagues • Participating in safety and risk assessment sessions with full engagement • Always seeking to identify opportunities for improvement In short, safety-related efforts should be considered a core part of recurrent employee performance appraisals.

•

More responsibility begets expectations of a better salary, yet resources for a significantly improved salary may not be readily available.

Regardless, it should be clear that employees are promoted and their status improved at the very least by means of a job title that emphasizes their new position and responsibilities, as well as working space that reflects the new status.

If the promotion only consists of new responsibilities and a little extra money while nothing else changes in the daily work arrangements, the risk is that the promotion is no longer visible and the safety leadership role of the promoted individual is jeopardized.

Effective employee promotion should also make available the resources needed to accomplish the added responsibilities. There should be a new job description with a quantification of the different efforts expected.

Employee performance should then be managed against the new job description, and the employee should be appraised recurrently against agreed-upon deliverables. All required and anticipated tasks need to be accounted for in performance appraisals.

Respecting the role and responsibilities of newly promoted personnel sends a strong message that the Flight Department is committed to the professional development of its workforce.

Conversely, a poorly managed promotion within the Flight Department risks alienating valuable members of the workforce, thereby threatening all efforts concerning a proactive safety culture. T

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

How to Promote?

Once the promotion opportunity arises and the most suitable candidate is identified, the Advertising Enquiries see Page 14

Recognition of the new role Resources for the new role Performance management

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Aircraft Performance & Specifications Medium Jets

T

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft - Medium Jets – appears opposite, to be followed by Entry-Level & 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.

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2018 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

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

110

AVBUYER MAGAZINE – February 2018

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 153

LEA RJET 40X R BOM BAR DIER

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 BOM BAR DIER LEA RJET 40

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

AircraftPer&SpecJan18.qxp_PerfspecDecember06 23/01/2018 17:06 Page 1

$2,673.75

$2,730.39

$2,730.53

$2,415.51

$2,727.96

$2,480.21

$2,054.47

$1,980.69

5.75

5.75

5.75

5.75

5.75

5.75

4.92

4.92

CABIN HEIGHT FT.

6.00

6.00

6.00

6.00

6.00

6.00

5.12

5.12

CABIN WIDTH FT.

21.30

21.30

21.30

21.30

21.30

21.30

17.67

17.67

CABIN LENGTH FT.

551

551

551

551

551

551

369

369

CABIN VOLUME CU.FT.

4.30

4.30

4.30

4.30

4.30

4.30

4.80

4.80

DOOR HEIGHT FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.50

2.50

DOOR WIDTH FT.

47

48

49

50

50

50

15

15

BAGGAGE VOL. INT. CU.FT.

32

-

-

-

-

-

50

50

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

8

8

8

8

8

8

6

6

SEATS - EXECUTIVE #

27000

28000

28000

28000

28000

28000

20350

21000

MTOW LBS

23350

23350

23350

23350

23350

23350

19200

19200

MLW LBS

16250

16250

16250

16500

16330

16500

13718

13949

B.O.W. W/CREW LBS

8500

10000

10000

10000

10000

10000

5375

6062

USEABLE FUEL LBS

2200

1750

1750

1620

1790

1620

1507

1239

PAYLOAD WITH FULL FUEL LBS

2200

2050

2050

1950

2120

1950

2282

2051

MAX. PAYLOAD LBS

2050

2470

2470

2733

2525

2733

1573

1778

RANGE - SEATS FULL N.M.

2200

2620

2620

2929

2710

2929

1707

1960

MAX. RANGE N.M. (4 PAX)

4647

5200

5200

5260

5640

5258

4000

4250

BALANCED FIELD LENGTH FT.

3803

3803

3803

3805

3810

3805

4033

4060

LANDING DIST. (FACTORED) FT.

3500

3415

3415

3415

3415

3415

2820

2820

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

530

470

470

570

470

570

710

394

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

447

449

449

452

452

452

465

465

MAX. CRUISE SPEED KTAS

430

430

430

430

430

430

436

436

NORMAL CRUISE SPEED KTAS

402

402

402

402

402

402

428

432

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

TFE 731-5BR

TFE 731-5BR

TFE 731-5BR

TFE 731-50R

TFE 731-5BR

TFE 731-50R

TFE 731-20AR

TFE 731-20BR

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 14

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111

AircraftPer&SpecJan18.qxp_PerfspecDecember06 23/01/2018 16:42 Page 2

CES SNA CITA TION EXC EL

CHA LLEN GER 300

LEA RJET 75

$2,049.11

$2,285.33

$2,104.09

$1,840.77

$1,899.34

$2,784.23

$2,095.95

CABIN HEIGHT FT.

4.92

4.92

5.71

5.71

4.92

4.92

6.08

5.70

CABIN WIDTH FT.

5.12

5.12

5.92

5.92

5.12

5.12

7.17

5.50

CABIN LENGTH FT.

19.75

19.75

17.67

17.67

17.67

19.75

23.70

18.50

CABIN VOLUME CU.FT.

415

415

447

447

369

415

930

422

DOOR HEIGHT FT.

4.80

4.80

5.30

5.30

4.80

4.80

6.22

4.54

DOOR WIDTH FT.

2.50

2.50

2.00

2.00

2.50

2.50

2.50

2.00

BAGGAGE VOL. INT. CU.FT.

15

15

24

24

15

15

106

10

BAGGAGE VOL. EXT. CU.FT.

50

50

24

24

50

50

-

80

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

7

6

8

8

7

MTOW LBS

20500

21500

23500

23500

21500

21500

38850

20000

MLW LBS

19200

19200

19500

19500

19200

19200

33750

18700

B.O.W. W/CREW LBS

13890

14125

14772

14896

13715

13890

23850

12500

USEABLE FUEL LBS

6062

6062

7910

7910

6062

6062

14045

6740

PAYLOAD WITH FULL FUEL LBS

798

1563

1068

944

1973

1798

1105

960

MAX. PAYLOAD LBS

2110

1875

2228

2104

2285

2110

3350

2500

RANGE - SEATS FULL N.M.

1423

1685

2186

2044

1849

1805

3065

1449

MAX. RANGE N.M. (4 PAX)

1968

1937

2418

2398

2000

1998

3340

1839

BALANCED FIELD LENGTH FT.

4400

4550

5920

5920

4353

4425

4950

4100

LANDING DIST. (FACTORED) FT.

4063

4105

5208

5317

3917

3917

3951

4917

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

2800

2630

4500

4500

-

-

4240

3790

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

590

589

714

718

-

-

474

699

MAX. CRUISE SPEED KTAS

465

465

465

465

465

465

470

433

NORMAL CRUISE SPEED KTAS

436

436

436

436

436

436

459

433

L/RANGE CRUISE SPEED KTAS

416

432

423

423

432

432

459

373

2

2

2

2

2

2

2

2

TFE 731-20AR

TFE 731-20BR

PW305A

PW305A

TFE 731-40BR

HTF7000

PW545A

ENGINES # ENGINE MODEL

TFE 731-40BR

BOM BAR DIER

$2,104.92

VARIABLE COST PER HOUR $

BOM BAR DIER

BOM BAR DIER

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R

BOM BAR DIER

BOM BAR DIER

LEA RJET 60

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

OPERATING T SPECIFICATIONS

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.

112

AVBUYER MAGAZINE – February 2018

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Aircraft Index see Page 153

CES SNA CITA TION X+

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

AircraftPer&SpecJan18.qxp_PerfspecDecember06 23/01/2018 16:45 Page 3

$2,029.87

$1,954.97

$2,753.06

$2,459.05

$2,378.29

$2,255.77

$3,421.03

$3,399.62

5.70

5.70

5.70

6.00

5.70

5.70

5.70

5.70

CABIN HEIGHT FT.

5.50

5.50

5.50

6.42

5.50

5.50

5.50

5.50

CABIN WIDTH FT.

18.50

18.50

18.40

21.08

25.25

25.25

23.92

25.20

CABIN LENGTH FT.

422

422

422

587

571

585

538

593

CABIN VOLUME CU.FT.

4.50

4.50

5.00

5.42

4.58

4.58

4.50

4.50

DOOR HEIGHT FT.

2.00

2.00

2.00

2.58

2.50

2.50

2.10

2.10

DOOR WIDTH FT.

10

10

-

27

35

35

-

-

BAGGAGE VOL. INT. CU.FT.

80

80

54

100

100

100

82

82

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

8

8

7

9

9

9

8

8

SEATS - EXECUTIVE #

20200

20200

23000

30800

30300

30755

36100

36600

MTOW LBS

18700

18700

20000

27575

27100

27575

31800

32000

MLW LBS

12800

12800

14250

18656

18150

18510

22025

22464

B.O.W. W/CREW LBS

6740

6740

7330

11394

11223

11390

12931

12931

USEABLE FUEL LBS

860

860

1620

1000

1177

1125

1444

1505

PAYLOAD WITH FULL FUEL LBS

2300

2300

2250

2544

2650

2490

2375

2514

MAX. PAYLOAD LBS

1539

1528

1693

2455

2620

2773

2890

3229

RANGE - SEATS FULL N.M.

1989

1976

1824

2870

3010

3163

3125

3380

MAX. RANGE N.M. (4 PAX)

3940

3910

5100

3760

3750

3260

5250

5242

BALANCED FIELD LENGTH FT.

4738

4738

4500

3597

3867

3725

4693

4702

LANDING DIST. (FACTORED) FT.

3500

3500

4315

3800

4016

-

3650

3650

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

800

800

510

1145

1237

-

1120

1120

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

433

440

452

429

459

459

525

527

MAX. CRUISE SPEED KTAS

433

440

452

429

459

459

525

527

NORMAL CRUISE SPEED KTAS

373

373

417

372

388

-

470

470

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

AE 3007C1

AE 3007C2

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 14

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February 2018 - AVBUYER MAGAZINE

113

AircraftPer&SpecJan18.qxp_PerfspecDecember06 23/01/2018 16:45 Page 4

G28 0

G20 0

G15 0

$2,798.05

$2,162.99

$2,074.21

$2,861.57

$2,831.21

$2,160.70

CABIN HEIGHT FT.

5.90

6.20

6.00

5.60

5.75

6.25

6.25

5.60

CABIN WIDTH FT.

6.10

7.70

6.83

4.75

5.75

7.20

7.20

4.75

CABIN LENGTH FT.

23.50

31.20

24.00

17.10

17.70

24.50

32.25

17.10

CABIN VOLUME CU.FT.

569

1028

705

304

521

869

888

304

DOOR HEIGHT FT.

5.00

5.64

5.42

4.30

4.33

6.00

6.00

4.30

DOOR WIDTH FT.

2.60

2.63

2.40

2.08

2.10

2.75

2.75

2.08

BAGGAGE VOL. INT. CU.FT.

25

134

27

9

25

25

34

9

BAGGAGE VOL. EXT. CU.FT.

90

-

150

55

55

125

120

55

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

10

7

7

7

8

8

7

MTOW LBS

39700

35800

35758

24650

26100

35450

39600

24650

MLW LBS

35715

33000

32518

20700

21700

30000

32700

20700

B.O.W. W/CREW LBS

22250

22750

23150

14365

15100

19950

24150

13400

USEABLE FUEL LBS

15520

12155

12130

9365

10300

15000

14600

9345

PAYLOAD WITH FULL FUEL LBS

2130

1095

611

920

850

650

1000

2055

MAX. PAYLOAD LBS

3320

5910

2754

2635

2400

4050

4050

3600

RANGE - SEATS FULL N.M.

3223

2841

2498

2550

2760

3130

3590

2330

MAX. RANGE N.M. (4 PAX)

3388

3130

2963

2910

3130

3530

3690

2780

BALANCED FIELD LENGTH FT.

4950

5100

4061

6000

5030

6991

5160

6400

LANDING DIST. (FACTORED) FT.

3500

4333

3472

4362

4050

4352

5083

4362

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

3515

3730

3783

3400

3340

3700

5000

3700

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

671

377

831

493

606

395

844

1010

MAX. CRUISE SPEED KTAS

480

475

468

474

470

470

482

460

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

459

470

448

L/RANGE CRUISE SPEED KTAS

430

430

436

430

430

430

459

414

3

2

2

2

2

2

2

2

TFE 731-40

CFE 738-1-1B

HTF7500E

TFE 731-40R

TFE 731-40AR

PW306A

HTF7250G

TFE 731-3C

ENGINES # ENGINE MODEL

IAI A STR A SP

$3,582.71

GUL FSTR EAM

$3,568.89

VARIABLE COST PER HOUR $

GUL FSTR EAM

GUL FSTR EAM

G10 0 GUL FSTR EAM

EMB RAE R LE GAC Y 45 0

DAS SAU LT F ALC ON 200 0

DAS SAU LT F ALC ON 50E X

OPERATING T SPECIFICATIONS

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

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Aircraft Index see Page 153

T

REGISTER FOR THE PREMIER BUSINESS AVIATION EVENT IN EUROPE Join European business leaders, government officials, manufacturers, flight department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2018). Visit the EBACE website to learn more and register today.

REGISTER TODAY: www.ebace.aero/2018

AirCompAnalysis Feb18.qxp_ACAn 23/01/2018 16:12 Page 1

OPERATING T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis MD Explorer 900/902 vs AgustaWestland A109C In this month’s Aircraft Comparison, Mike Chase provides information on two popular

twin-turbine light helicopters for the purpose of valuing the MD Explorer (MD900/902).

O

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

116

ver the following paragraphs, we’ll analyse the performance of the MD Explorer and the AgustaWestland A109C to see how they compare within the market. We’ll consider productivity parameters (payload, range, speed and cabin size), and give consideration to the current market values.

In January 1989, McDonnell Douglas Helicopters officially launched the development of the Explorer, initially referred to as t he MDX. The first flight of the Explorer took place in December 1992 and FAA certification for the Explorer was granted two years later in December 1994, with JAA certification following shortly after.

The MD Explorer is a twin-turbine light helicopter that is still in production today. The initial MD Explorers, also known as MD900s, were equipped with Pratt & Whitney PW206A engines. Later MD Explorers, co mmonly known as MD902, were equipped with Pratt

AVBUYER MAGAZINE – February 2018

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& Whitney PW206E engines (later replaced by more powerful Pratt & Whitney PW207E engines).

Serial numbers 900-00077 and up were factoryproduced with the Pratt & Whitney PW207E engines.

Earlier serial numbers can replace their engines with these.

The MD Explorer also uses the graphite composites NOTAR (No Tail Rotor) anti-torque system, which reduces noise a nd overall helicopter vibrations and eliminates tail rotor strikes. It uses the flow of fan-driven low-pressure air through two tail boom slots and a direct-jet thruster in conjunction with two vertical stabilizers to provide required anti-torque and directional control.

Worldwide Appeal

Today, 111 MD Explorers are operational worldwide (per JETNET data), three are in production and 22 have retired of a total 136 aircraft built. The fleet percentage Aircraft Index see Page 153

AirCompAnalysis Feb18.qxp_ACAn 24/01/2018 16:23 Page 2

HOW MANY

EXECUTIVE

SEATS?

MD

Explorer

4

(Manufactured between 1989-Present)

vs.

AGUSTA WESTLAND

5

A109C

(Manufactured until 1996)

WHICH OF THESE HELICOPTERS WILL COME OUT ON TOP WILL I CLIMB

(Rate of climb, ft per minute at MTOW)

MD 2,010

A109C 1,710

WHAT’S THE

HOW FAR

HOW FAST

LONG RANGE

CAN WE GO?

CRUISING SPEED?

(Nautical Miles. Seats Full) 205

121

146

2000 (ft)

HOW MUCH

PAYLOAD

1500

(Knots)

145

WHAT’S THE

COST PER HOUR?

CAN WE TAKE? (Lbs)

2617

$985 $1,160

1507

1000

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

NEW/USED SOLD 1.25 (8.1%)

500

64 111

0

1 (14.0%) 1 (35.8%) 12-month Average Figure (% Global Fleet ‘For Sale’)

Sources used: Conklin & de Decker, JETNET.

Advertising Enquiries see Page 14

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 117

AirCompAnalysis Feb18.qxp_ACAn 23/01/2018 16:13 Page 3

OPERATING T AIRCRAFT COMPARATIVE

Chart A - Top 10 List of Operator Countries

currently ‘For Sale’ is 8.1%, with 56% of those aircraft under an exclusive broker agreement. The average days on the market before an MD Explorer sells is currently 666 days, according to JETNET. By continent, Europe holds the largest fleet percentage (53%) for the MD Explorer, followed by Asia (21%) and North America (20%) accounting for a combined total of 94% of the world’s fleet.

Specifically, Chart A (left ) shows the ten countries worldwide that operate the most MD Explorers. The UK accounts for 20% of all operators worldwide. Additionally, 15 operators own 68 (61%) of the MD Explorer that are in Fleet Ownership (companies that own two or more helicopters). The largest single fleet owner is UKbased Specialist Aviation Services, Ltd. with 14 MD Explorer helicopters that operate from Gloucestershire airport.

Percentage of MD Explorer Operators by Country 19.8% - United Kingdom

19.8% 23.5%

9.9%

2.7% 4.5% 4.5%

9.9% -

United States

9.0% -

Belgium

9.0% -

Japan

6.3% -

Luxembourg

6.3% -

Mexico

4.5% -

Hungary

4.5% -

Austria

4.5% -

Germany

2.7% -

Hong Kong

9%

4.5% 6.3%

9% 6.3%

23.5% - Other

Source: JETNET

Table A - Payload & Range MD Explorer

Status of ADS-B Out Equipage

A/W A109C

Of the 111 MD Explorer helicopters in operation, 27 (24%) have ADS-B Out installed, leaving 76% of the fleet yet to comply. The FAA has mandated that all US-operated helicopters must comply with this new requirement by January 1, 2020.

6,770

5,997

1,062

The data contained in Table A (left) are sourced from Conklin & de Decker. A potential operator should focus on payload capability as a key factor, and the MD Explorer’s ‘Available Payload with Maximum Fuel’ (1,555 lbs) is three times more than that offered by the A109C (515 lbs).

2,617

1,507

Max Payload (lb)

Max Fuel (lb)

MTOW (lb)

Payload & Range

992

1,555

515

Avail Payload w/Max Fuel (lb)

215

219

Tanks Full Range (nm)

Source: Conklin & de Decker

Chart B - Cabin Cross-Sections MD Helicopters MD 902 Explorer

AW A109C

118

4.08 ft

According to Conklin & de Decker, the MD Explorer cabin volume measures 113 cubic feet.

The A109C has more cabin volume (125 cubic feet). Chart A (left), courtesy of UPCAST JETBOOK, offers a cabin crosssection comparison, showing the MD Explorer has slightly more

4.25 ft

Cabin Cross-Sections



AVBUYER MAGAZINE – February 2018

4.75 ft

4.70 ft

Source: UPCAST JETBOOK

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Aircraft Index see Page 153

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AirCompAnalysis Feb18.qxp_ACAn 23/01/2018 17:10 Page 4

OPERATING T AIRCRAFT COMPARATIVE

width (4.75 ft. vs 4.7 ft.) but less height (4.08 ft. vs 4.25 ft.) than the A/W A109C cabin. However, the cabin length of the MD Explorer is greater (6.25 ft. vs 5.35 ft.).

Chart C - Range Comparison MD Explorer A/W A109C

205 Nm (w/4 PAX) 146 Nm (w/5 PAX)

Range Comparison

As depicted by Chart C (right) using Gloucestershire, UK as the origin point, the MD Explorer (205 nm) shows more range coverage than the A/W A109C (146 nm), according to Conklin & de Decker.

Note: For Helicopters ‘Seats Full Range’ represents the maximum IFR range of the aircraft at Long Range Cruise with all passenger seats occupied. This does not include winds aloft or any other weather related obstacles.

Powerplants

The MD Explorer is powered by twin Pratt & Whitney Canada PW207E turbine engines offering 621shp, while the A109C is powered by twin Rolls-Royce 250-C20R1 turbine engines with 450shp. (The transmission rating is a limiting factor in the total rated and usable engine power output.)

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the MD Explorer computes at $985 per hour, which is $175 or 15% lower than the AW109C ($1,160 per hour ), as sourced from Conklin & de Decker.

Aircraft Comparisons

Table B (opposite) contains the used prices from Vref Pricing Guide for each helicopter for 1996 (the last year that the A109C was built). The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft inoperation and percentage ‘For Sale’ are as reported by JETNET. The MD Explorer has 8.1% of

120

AVBUYER MAGAZINE – February 2018

Source: Chase & Associates

Chart D - Total Variable Cost MD Explorer

$985

AW109C

$1,160 $0

$600

$1,200

US $ per hour

its fleet currently ‘For Sale’ and the A109C has 35.9% ‘For Sale’.

The average number of used aircraft transactions (sold) per month for the MD Explorer is 1.25 units compared with one unit sold per month for the A109C.

Maximum Scheduled Maintenance Equity

Chart E (opposite), courtesy of Asset Insights, displays the MD

Explorer 900 and depicts the Maximum Maintenance Equity available, based on its age.

•

•

The Maximum Maintenance Equity figure was achieved the day the aircraft came off the production line, since it had not accumulated any utilization toward any maintenance events.

The percent of the Maximum Maintenance

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Equity that an average aircraft will have available based on its age, assumes: - Average annual utilization of 300 Flight Hours.

- All mainte nance is completed when due.

Depreciation Schedule

Helicopters that are owned and operated by businesses are often depreciable for income tax Aircraft Index see Page 153

AirCompAnalysis Feb18.qxp_ACAn 23/01/2018 16:14 Page 5

AIRCRAFT COMPARATIVE T OPERATING

Table B - Aircraft Comparison MD Explorer A/W A109C

121

145

113

Long Range Cruise Speed (Kts)

125

Cabin Volume Cu Ft

205

146

$1.050 $0.940

111

Used 1996 Vref Price $USm

Seats Full Range nm

8.1% 35.8%

64

1

Average Pre-owned Sold*

% For Sale

In Operation

1.25

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

Chart E - Maximum Scheduled Maintenance Equity MD 900 Assumed Annual Utilization: 300 Flight Hours Average Maximum Maintenance Equity: $2,063,559 Percent of Avg Max Maintenance Equity vs. Aircraft Age

Pct of Max Mtnc Equity

70%

60%

50%

40%

30%

20% 22

23

24

25

26

27

28

29

30

31

32

33

34

35

36

37

Aircraft Age (Years) Source: Asset Insight LLC

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

1

2

3

4

5

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

6

-

-

5.76 %

-

-

MACRS SCHEDULE FOR PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Advertising Enquiries see Page 14

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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, bottom left.

In certain cases, helicopters 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 depreciat ed, and if so, the correct depreciation method and recovery period that should be utilized. For example, helicopters 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.

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

The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100 percent of the cost of a new or used helicopter p urchased after September 27, 2017 and placed in service before January 1, 2023.

This 100% expensing  February 2018 – AVBUYER MAGAZINE

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AirCompAnalysis Feb18.qxp_ACAn 23/01/2018 16:15 Page 6

OPERATING T AIRCRAFT COMPARATIVE

Asking Prices & Quantity

The current used helicopter market for the MD Explorer shows a total of nine aircraft ‘For Sale’ with six displaying an asking price ranging from $900k to $5.2m. We also reviewed 23 used A109C helicopters ‘For Sale’, which displayed 12 asking prices ranging from $450k to $1.23m.

Whil e each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price.

Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Table D - MACRS Depreciation Schedule 2017 MD Explorer - PRIVATE (PART 91) Full Retail Price - Million Year

$6.825 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$1.4

2.2

1.3

0.8

0.8

0.4

Depreciation Value ($M)

$5.5

3.3

2.0

1.2

0.4

0

Cum. Depreciation ($M)

$1.4

3.5

4.9

5.6

6.4

6.8

Full Retail Price - Million

$6.825

Rate (%)

2017 MD Explorer - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$0.98

1.67

1.19

0.85

0.61

0.61

0.61

0.30

Depreciation Value ($M)

$5.85

4.18

2.98

2.13

0.91

0.91

0.30

0.00

Cum. Depreciation ($M)

$1.0

2.6

3.8

4.7

5.3

5.9

6.5

6.8

Rate (%)

Source: Vref

Chart F - Productivity Comparison $1.5

Price (Millions)

provision is a huge bonus for helicopter owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20 percent to depreciate qualified helicopters until December 31, 2026.

Table D (right) depicts an example of using the MACRS schedule for a 2017 year model MD Explorer helicopter in private (Part 91) and charter (Part 135) operation s over five- and seven-year periods, assuming a new 2017 retail price of $6.825m, per Vref Pricing guide.

$1.3

MD Exployer

$1.0

A/W A109C

$0.8 $0.5 0.000

1.000

2.000

Productivity Comparisons

The points in Chart F (right) are centered on the same helicopters. Pricing used in the vertical axis is as published in the Vref Pricing Guide for the model year 1996. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: Seats Full Range with available fuel; The Long Range cruise speed flown to achieve that range; The cabin volume available for passengers and amenities.

1.

2.

3.

Others may choose different

122

AVBUYER MAGAZINE – February 2018

3.000

4.000

5.000

6.000

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

parameters, but serious helicopter buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the MD Explorer displays a high level of productivity.

The MD Explorer shows a higher used retail price, but greater productivity compared to the A109C. The A109C offers a larger cabin volume, higher variable op erating cost and less seats full range advantage, but the MD Explorer has significantly greater ‘Payload with Full Fuel’ capability.

The MD Explorer averaging 1.25 units sold per month and is still a popular model on the helicopter sales market today.

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 helicopter operators value.

However, there are other qualities that also might factor in a buying decision.

The MD Explorer continues to be popular today. Those

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operators in the market should find the preceding comparison useful. Our expectations are that the MD Explorer will continue to do well on the used helicopter market for the foreseeable future. Of course, if the M D Explorer helicopter is not outfitted with ADS-B Out it cannot be placed in operation in the US after December 31, 2019 as mandated by the FAA. T

Next month’s Comparative Analysis

Cessna Citation X+

Aircraft Index see Page 153

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February 2018 – AVBUYER MAGAZINE

123

Jetsense Aviation Beechcraft 1900D February.qxp_Empyrean 23/01/2018 12:12 Page 1

S H O W C A S E

Asking price of $1,850,000 USD 1995 Beechcraft 1900D Serial Number: Registration: Airframe TT: Landings: Engines PT6A-67D Position: TTSN: TCSN: TSO: TCSO: HSI Due

UE-132 ZS-SNK 29,260.3 38,927

LEFT ENGINE PCE-114037 35,159.3 Hours 45,396 Cycles 3314.2 Hours 3357 Cycles 3883.30 TSO

RIGHT ENGINE PCE-114150 34,788.7 Hours 46,612 Cycles 3390.6 Hours 3440 Cycles 3959.6 TSO

Propellers: HC-E4A-3 LEFT S/N: HJ-1739 TTSN: 36,972.0 TBO (4000) 733.2 LOD 24 Mar 2015 Hours Remaining 3266.8 Next Due 23 Mar 2021

RIGHT HJ-1980 14,341.0 661.6 10 Apr 2015 3338.4 9 Apr 2021

Landing Gear Last Overhaul Date: Last Overhaul Cyc: Next Due Date: Next Due Cyc:

LEFT+RIGHT 16 May 2013 38391 Cyc 16 May 2018 48391 Cyc

NOSE 19 Sept 2013 38391 Cyc 19 Sept 2013 48391 Cyc

Avionics TYPE OF UNIT COMM 1 & 2 NAV 1 & 2 Flight Director Yaw Damper GPS #1 GPS #2 ADF DME Weather Radar Transponders TCAS ELT TAWS FDR CVR ADAS Data Avionics INSPECTION 1st 200 Hour 2nd 200 Hour 3rd 200 Hour 4th 200 Hour 5th 200 Hour 6th 200 Hour Interval 1-6 Detailed Insp

QUANTITY 2 2 2 2 1 1 1 2 1 2 1 2 1 1 1 1

UNIT Collins VHF-22A Collins VIT-32 Collins 84 Collins FYD-65 Garmin GPS 165 Garmin GPS 165 Collind ADF-462 Collins DME-42 Collins WXT-250 TDR 94D Mode S ACSS TCAS-II change 7 Kannad 406 Sandel 3400 L-3 S703-1000-00 FA 2100 Altair ADAS

COMPLETED 28,743.8 28,941.2 29,139.5 29,260.3 29,260.3 29,260.3

DUE 29,460.3 29,660.3 29,860.3 30,060.3 30,260.3 30,460.3

29 Sep 2017 29 Sep 2019

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

124

AVBUYER MAGAZINE – February 2018

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 153

Jetsense Aviation Citation Encore February.qxp_Empyrean 23/01/2018 12:12 Page 1

S H O W C A S E

Asking price of $2,250,000 USD 2002 Cessna Citation Encore Serial Number: Registration: Airframe TT: Landings:

0622 N743DB 2240 1160

 2240 TTSN  Universal UNS-1EW FMS  Single WAAS/LPV  Phase 5 Complied with May 2017  Part 91 Operated & Always Hangar Airframe Maintenance Tracking Enrolled on CAMP Engines Left Right Description: PW535B PW535B S/N: PCE-DC0171 PCE-DC0170 THSN: 2240 Hours 2240 Hours TCSO: 1160 Hours 1160 Hours Inspections INSPECTION FREQUENCY REMAINS | DUE PHASE 1 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 2 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 3 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 4 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 5 36 Mths/1200Hrs1169.2Hrs/May2020 PHASE B 150 Hours 27.3Hrs/2251.8 Hrs PHASE 11 6 Months 2Mths/Nov2017 PHASE 18 12 Months 1Mths/Oct2017 Avionics EFIS (Electronic Flight Instrument System) 3Tube Honeywell Primus 1000 / Primus II FMS (Flight Management System) 1 Universal UNS 1K

TCAS (Traffic Collision Avoidance System) 1 TCAS II ADC (Air Data Computer) Honeywell AZ-840 NAV (Navigation Radio) 2 Honeywell RNZ-850 VHF COM (Very High Frequency Communication) 2 Honeywell RCZ-833E HF RADIO SYSTEM 1 Bendix/King KHF-950 WEATHER RADAR 1 Honeywell P880 RADIO ALTIMETER 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Honeywell CVR 1 Solid State IFCS (Integrated Flight Control System) 1 Honeywell Primus 1000 General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 43/28 Cabin Height (Ft) 4’9” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 397.94 Seats Full Range (NM) 1,374 Balance Field Length (Ft) 3,822 Landing Distance (Ft) 3,204 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 363 Interior Number of Passengers Seven (7) + Belted Lav (8 Total) Galley Location Fwd Galley Lavatory Location Aft Belted Lav Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Green and Beige

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 14

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com February 2018 – AVBUYER MAGAZINE

125

Jetsense Aviation Citation Falcon 50 January.qxp_Empyrean 23/01/2018 12:13 Page 1

S H O W C A S E

Priced at $1,295,000 USD 1989 Falcon 50 Serial Number: Registration: Airframe TT: Landings:

0188 N188FJ 6310 4600

 6,310 Hours TTAF (One Of The Lowest Time Falcon 50’s On The Market)  Landing Gear Overhaul Complied With July 2011, Next Due July 2023  1C, 2C, & 4C Complied With In July 2013

by West Star Aviation  Part 135 Operated and Maintained  Beautiful Paint And Interior  5-Screen Collins ProLine II  Fresh Prebuy Airframe Maintenance Tracking Enrolled on CAMP Engines Honeywell TFE731-3-1C Position: 1 2 S/N: P76652 P76640 THSN: 6310 Hours 6310 Hours TCSO: 4600 Cycles 4600 Cycles TSO: 3974 Hours 3983 Hours TSHO: 1160 Hours 1160 Hours Program: MSP Gold MSP Gold Position: 3 S/N: P76655 THSN: 6040 Hours TCSO: 4413 Cycles TSO: 2294 Hours TSHO: 940 Hours Program: MSP Gold

APU Description Honeywell GTCP36-100(A) Serial Number P-296 Total Time Since New 3793Hours Avionics COLLINS PROLINE II SUITE Autopilot / Flight Director 2 Collins APS-85 Air Data Computers 2 Collins ADS-82 Cockpit Voice Recorder 1 Fairchild A100A Cockpit Displays 5 Collins EFIS-86C-14 Flight Management System 2 Global GNS-XLS w/GPS (approach certified) Global Positioning System 2 GNS-XLS Transponder 2 Allied Signal MST-67A w/Mode S VHF Communication 2 Collins VHF-22B w/8.33 spacing Radar Altimeter 1 Collins ALT-55B Navigation Radio 2 Collins VIR-32 w/FM immunity Traffic Collision Avoidance System 1 Allied Signal TCAS-II w/change 7 General Specifications Seating 2/9 Baggage (CuFt Ext/Int) 90 / 25 Cabin Height (Ft) 5’10” Cabin Width (Ft) 6’1” Cabin Volume (CuFt) 833.92 Interior Galley Location - Forward with microwave, coffee maker, and oven Lavatory Location - Aft (Belted) Exterior Base Paint Color(s) - Matterhorn White Stripe Color(s) - Gold and Green

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

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 153

Keystone Aviation February.qxp_Empyrean 24/01/2018 11:45 Page 1

S H O W C A S E

HondaJet HA-420 Serial Number:

42000033

Avionics • Garmin G3000 next generation, all glass avionics system • Class leading layout with three (3) 14 inch landscape-format displays • Dual touch-screen controllers for overall avionics and system management • Controller Pilot Data Link (CDPLC) • Radar altimeter • Jeppesen ChartView • Synthetic vision • XM Weather Datalink • TCAS 1 • TAWS Class B • Weather radar system • Surface Watch • ADS-B In and Out • Ferry time only Cabin • Executive seating for four in classic club configuration and single side-facing seat • Fully adjustable leather seats, and stow-able executive tables (LH & RH) • Nose compartment: 9 cubic feet of space • Aft compartment: 57 cubic feet of space • Executive Seat Upgrade-Upgrades four main cabin seats to leather, installs inboard armrest and under seat storage drawers. Main passenger seats recline and are capable of sliding forward, aft and laterally • Crew seats upgraded to leather

• LH Executive Table-Installs LH stowable executive table (RH standard)

• Electric Pleated Shades-Replaces electrochromatic windows with pleated shades for each window • Main Cabin Floor Trim Upgrade-Adds illuminated blue HondaJet logo trim piece on each floorboard Interior Moonlight interior with Cool Gray base, integrating Dark Gray accent colors. Ice Silver and Eucalyptus trim highlight the Glacier carpet interior. This color palette is consistent in the cockpit and lavatory Exterior • Honda Signature Scheme featuring Silver with Dark Grey • Single port fueling • Speed brake • Hot wings • Electric windshield anti-ice • Automated LED lighting • Steer-by-wire • Airstair entry • Trailing link landing gear • Anti-skid braking system Key Safety Features • Emergency descent mode if cabin pressure fails above 25,000 feet • Single engine climb performance of 1,140 fpm • Rudder bias activated by FADEC thrust differential • Stick shaker and pusher

HondaJet Northwest Michael Parker

Advertising Enquiries see Page 14

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Tel: +1 801-933-7509 Mob: +1 801-910-6920 mparker@keystoneaviation.com

February 2018 – AVBUYER MAGAZINE

127

Asian Sky 2010 Boeing BBJ February.qxp 24/01/2018 11:47 Page 1

S H O W C A S E

Asking Price: Make Offer 2010 Boeing BBJ Serial Number: Airframe TT: Landings:

38608 1130 318

23 Passengers Executive Configuration • Soundproofing Package • Engine Enrolled on GE Onpoint Program • APU Enrolled on Honeywell AMP Program • Avionics Enrolled on Rockwell CASP Program • TAWS & TCAS • Seven (7) PATS Auxiliary Fuel Tanks • Complied with SFAR 88 & LCA • Alt-Nav System • Auxiliary Tanks Fire Suppression • Carbon Brakes • Landing Gear Allied Signal High-gross Weight wheels with SFE PR 225-mph Tires • Six-channel Honeywell MCS 7200 Satcom with Access to Inmarsat Aero H+ service Engines - Engines Model: CFM56-7B27/3B3 (G05) - Enigne 1 SN: 802917 - Engine 2 SN: 802920 - Each Engine Total Hours: 1,130 Since New - Each Engine Total Cycles: 318 Since New APU - Honeywell GTCP 131-9B - Serial Number: P-8497 - Total Hours: 1,055 Since New - Total Cycles: 681 Since New

Maintenance - 2A, 4A, 2C, and 1C Insp carried out 13 Apr 2017 - Next due Major Check: - 4A Check: 13 Apr 2019 - 1C/3C Check: 13 Apr 2020ockwell CASP Program Interior & Entertainment - Passengers: 23 - Configuration: Executive, with Soundproofing package to provide 52 - 54 db SIL - Seating: Beige & tan leather seats, berthable seating for twelve passengers & dual crew members, forward lounge w/seven passenger & dual crew seats, six aft lounge passenger seats, dual master suite seats, eight staff seats - Third jumpseat - Carpet: Light beige carpeting - Refreshment Equip: Forward galley - Cabinetry/Woodwork: Dark high-gloss woodwork - Entertainment Equip: Airshow 410, dual 21.3inch monitors, three 37-inch monitors - Business Equipment: RJ-45 jacks, ACRAS printer - Accessories: Forward crew lav, mid-cabin guest lav, private aft lav w/shower - Storage: Mid-cabin closet - Stateroom/Suite: Aft master suite/stateroom w/queen bed

Asian Sky Group Suite 3905, Far East Finance Centre 16 Harcourt Road Admiralty, Hong Kong

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Tel: +852 2235 9222 Fax: +852 2528 2766 Email: sales@asianskygroup.com www.asianskygroup.com Aircraft Index see Page 153

Asian Sky Cessna Citation XLS February.qxp 24/01/2018 11:49 Page 1

S H O W C A S E

Asking Price: Make Offer 2006 Cessna Citation XLS Serial Number: Airframe TT: Landings:

5598 1510 1181

Phase 5 / 3 Year Inspection Scheduled for Feb 2018 • Low Hours • 9 Passenger Configuration • Weather Radar • TCAS 7.1 • Mode S Transponder • ADS-B Out Installed Feb 2018 Engines - Engines Model: PW545B - Engine 1 Serial Number: PCE-DD0205 - Engine 2 Serial Number: PCE-DD0208 - Each Engines Total Hours: 1,519 Since New - Each Engines Total Cycles: 1,181 Since New APU - APU Model: RX100(XL) - APU Serial Numbe: P619 - APU Total Hours: 1,919 Since New - APU Total Cycle: 1,522 Since New Avionics & Connectivity - One (1) Honeywell KHF-1050 HF Radio - One (1) Honeywell KRX-1053 HF Receiver - One (1) Coltech CSD-714 Selcal - One (1) Aircell ST-3100 Aircell / lntercomm - One (1) L3Comm F-100 Flight Data Recorder - Two (2) Universal UNS-1Esp FMS - Two (2) Litef LCR-93 AHRS with Synchro - Two (2) Honeywell AV-850A Audio Control Panel - One (1) Honeywell EGPWS MarkV EGPWS

- One (1) Honeywell CAS-67A TCAS II Processor - One (1) Artex ELT C406-N ELT - One (1) Honeywell ADF-850 ADF Module - One (1) L3Comm FA-2100 CVR - One (1) Honeywell WU-880 Weather Radar - One (1) Honeywell AA-3100 Radio Altimeter - One (1) Aeronetics H.S.1-315B Standby H.S.I - One (1) Goodrich ADU-3000 Secondary Flight Display - One (1) L3Comm GH-3000 Air Data Computer Interior & Entertainment - 9 Passenger VIP Configuration - One (1) RH Rear Toilet - One (1) Galley The cockpit is equipped with standard crew seats, monorail sunvisor, LH & RH three book navigation cases plus a 110 VAC or 220 VAC electrical outlet in the RH case and the cockpit closure is a one piece, half length curtain. The cabin is configured with a center club seating arrangement with six pedestal seats and a two place RH forward side fac:ing couch, a LH forward refreshment center, a RH forward closet, two full size executive tables with leather table top inserts in the center club area, two slimline executive tables with leather table top inserts at the aft two seats, partial floor tracking at the number five and six seat locations Additional equipment includes: indirect lighting, dropped aisle lighting, chime, two 110 VAC or 220 VAC electrical outlets, crew seat sheepskin slipcovers, overwater life vests, cabin seat headrest slipcover pillows

Asian Sky Group Suite 3905, Far East Finance Centre 16 Harcourt Road Admiralty, Hong Kong Advertising Enquiries see Page 14

www.AvBuyer.com

Tel: +852 2235 9222 Fax: +852 2528 2766 Email: sales@asianskygroup.com www.asianskygroup.com February 2018 – AVBUYER MAGAZINE

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C-Air Transport Services Ltd December.qxp_Empyrean 24/01/2018 11:50 Page 1

S H O W C A S E

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

910 6640 2464

• 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: 6640 Cycles since new: 2464 APU APIC 3200 Hours since new: 5624 Cycles since new: 3573 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

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

Aircraft Index see Page 153

European Aircraft Sales December.qxp_Heeren Cit Ultra sep 24/01/2018 11:55 Page 1

S H O W C A S E

2004 Cessna Citation CJ2 Serial Number: Registration: Airframe TT: Landings:

C525A-0209 OY-UCA 4,177 3,578

This beautiful Cessna Citation CJ2 can be described with three words: Simplicity, economy and Performance. The CJ2’s operating costs are just as low as the original Citation Jet, but it offers a lot more range and a faster cruise speed.

The aircraft currently operates on an AOC and if sold within Europe, it can remain on this AOC for charter revenue. Furthermore this aircraft is approved and certified for single pilot operations.

Ready for delivery with fresh Doc. 10 and two new main landing gears.

Engines Williams Int. FJ44-2C (PN 60500) enrolled under JSSI Premium Maintenance CAMP controlled Maintenance programme Avionics • Collins Proline 21 Avionics System • Third Display (Copilot’s PFD) • Hecto-Pascal/ Inch Switch for Baro Units • FMS Universal UNS-1L interfaced with the ProLine21 system • Portable Data Transfer Unit • Dual Garmin GNS-530A Radio Package with 8,33 KHz comms

• HF Honeywell KHF-950 • SELCAL Collins CSD-10 • XPDR Dual GTX-330D Mode S Diversity • EGPWS Honeywell Mark V • Marker Beacon Bendix/ King KR-67 (Single) • DME Honeywell KN-63 (Single) • ADF Honeywell KR-87 (Single) • ELT Artex C406-2 • TCAS I Goodrich Skywatch HP interfaced with the ProLine21 display system • RADAR TWR-850 Turbulence Radar • RADIO ALT Collins ALT-55B • Safe Flight N1 Computer • CVR L-3 Comms FA-2100 • Voice Annunciator • Devore Tail logo • Precise Flight Pulse light system Other Equipment RVSM EU OPS EASA Steep Approach STC P-RNAV Approval for single UNS-1L EASA 10046793 Aircell ST3100 Satellite Phone System with two handsets (One Flush mounted in cockpit overhead and one flush mounted in LH cabin sidewall) 50 Cu. Ft Oxygen Bottle Marathon Large Nickel Battery 1200W/ 220 VAC Outlet in cockpit and in cabin Optional PSU indirect lightning

Exterior Overall Snow White, with two stripes along the fuselage in Ameri Blue and Bright Poppy ASKING PRICE: USD 2,575,000 (ex.VAT)

European Aircraft Sales Gl Skolevej 26 - DK-6462 Morud Denmark

Advertising Enquiries see Page 14

Interior Aft view of the interior with Pacific Tailoring Seats and in light kahki colors. In the back you see the aft lavatory with fully closable door and belted seat

www.AvBuyer.com

Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com February 2018 – AVBUYER MAGAZINE 131

Dassault Falcon 900EXy February.qxp 24/01/2018 11:56 Page 1

S H O W C A S E

1997 Falcon 900EX Serial Number: Registration: Airframe: Landings:

10 N910EX 8843 4706

Engines #1 Engine s/n P112138: 8275 Cycles: 4467 #2 Engine s/n P112140: 8612 Cycles: 4617 #3 Engine s/n P112139: 8330 Cycles: 4508 Engine Type Honeywell TFE731-60 (on MSP Gold) APU APU s/n P292: Honeywell GTCP-150F (on MSP) Maintenance Inspections complied with: Z/3A inspections at DAS-Reno November 2017. 1C & 3C; Detailed Inspections of Landing Gear; Dry Bay Modification November 2015 at DAS-ILG. Inspections Due: 1B Inspection at 10,070 hours.

Exterior Matterhorn White with Red and Silver metallic stripes (New November 2015 by DAS-ILG).

Interior Light Tan leather seats, Qtr. Maple with High Gloss and stain (White-wash effect), Satin brushed nickel plating, light Tan ultra-suede window line and headliner with custom LED light inserts (Refurbished 2004 – Garrett-SPI).

Blue cloth divans and Navy Blue carpet February 2013.

Seating 14 passenger; 4 forward club seats, 4-place

mid-cabin dining group with opposing credenza (Kibitzer seat), two 3-place aft divans, aft lavatory, folding third crewmember seat Avionics Flight Director: dual Honeywell Primus 2000 Autopilot/Auto: Throttle Honeywell Primus 2000 Flight Management System: triple Honeywell FMZ-2000 (6.1 TOLD) with USB loader - LPV Global Positioning System (GPS): dual Honeywell GLSSU (12 channel) – WAAS / SBAS Communication (VHF) Transceivers: triple Collins VHF-422C (8.33 spacing) Navigation (VHF) Receivers: dual Collins VIR432 (FM Immunity) Automatic Direction Finders: dual Collins ADF-462 Distance Measuring Equipment: dual Collins DME-442 Distance Measuring Equipment: dual Collins DME-442 ATC, Transponder: dual Collins TDR-94D (Enhanced Mode S with Flight ID) Color Weather Radar: Honeywell Primus 880 with dual Controllers TCAS II: Collins (Change 7.1) Additional Equipment Tri-Frequency ELT, 115/60hz AC outlet system, Honeywell LSZ 860 Integrated Lightning Sensor, XM Radio, Airshow Genesys with cockpit display, Baker Entertainment Cabin Management system dual CD/DVD players, two 21.3 inch LCD monitors, 15 inch pop-up LCD, Microwave, Pulse Land Lights, Devore “Tel-Tail” two light recognition system Asking Price: Make Offer

www.dassaultfalcon.com

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Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned Aircraft Index see Page 153

Axiom Aviation February.qxp 24/01/2018 12:00 Page 1

S H O W C A S E

2000 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5071 N579MH 12,384 10,106

• Enrolled on CESCOM Maintenance Tracking • MSG-3 Maintenance Program Engines Pratt & Whitney PW545A Left Right Serial Number: PCE-DB0386 PCE-DB0148 Engine Total Time: 11,744 Hours 12,011 Hours Engine Cycles: 9,592 Cycles 9,830 Cycles Time Since Overhaul: 909 Hours 909 Hours Engines Enrolled on ESP Gold Lite Avionics Honeywell Primus 1000 3 tube EFIS System Honeywell Primus 1000 Dual Flight Director Single Autopilot System Single Honeywell NZ2000 Flight Management System Honeywell CD-810 FMS Controller Dual Honeywell Air Data Computer Dual Primus II Radio System Dual RCZ-833E Integrated Comm (8.33kHz) Dual RCZ-850 Integrated Nav Receiver ADF/VOR/MKR BCN/ILS Dual DME Indicator Additional Equipment Aircell ATG-5000 -Talk &Text Externally Serviced Lavatory Remote Cabin Temp Control RH Landing Gear Control SAFT 43 Amp Battery 110V Cabin Power

Six (6) Side Ledge Monitor Receptacles Four (4) Monitors 76 cu. ft. Oxygen System Dual DVD Players Collins Airshow 400 Honeywell DL-950 Data Loader Monorail Sun Visors Interior Forward Cabin – Left Side Galley W/Dual Heated Liquid Containers – Ice Storage Drawer – Trash Container – Liquor Storage Drawers – Storage Drawers – Right Side Large Storage Cabinet – LH & RH Storage Racks – All Woodwork Completed in Walnut Burl – Pilot & Copilots Seats Finished in Oak Sheepskin Slipcovers Cabin – Seven Passenger Executive Interior Forward Right Side Single Couch with Armrest – Mid Cabin Four Place Club Arrangement – Dual Executive Tables – Two Aft Forward-Facing Seats – RH Aft Magazine Rack with Drawer - Aft Cabin Bulkhead W/Mirrors – Seats Finish in Desert Ultra Leather – Headliner Finished in Pale Beige Ultra Leather – Seat Hardware Gold Plating Exterior New base white paint by West Star Aviation Grand Junction, CO – 7/2014.

New stripes applied by Duncan Aviation, Battle Creek, MI – 9/2014 Overall Matterhorn White Gloss Black Belly & Registration Numbers Las Vegas Pearl Stripe and Number Shadow Cayenne Red Pearl Stripe and “M” Logo Gamma Gray Exit Marking

AXIOM AVIATION Inc. Andrew Toy, President 26380 Curtiss Wright Parkway Suite 106 Richmond Heights, Ohio 44143 Advertising Enquiries see Page 14

www.AvBuyer.com

Tel: +1 216-261-8934 Cell: +1 440-227-1466 Email: Andy@AxiomAV.com www.axiomav.com February 2018 – AVBUYER MAGAZINE

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CAAP January.qxp 24/01/2018 12:01 Page 1

S H O W C A S E

2009 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4152 N608D 2,577 1,780

Airframe C of A Date: January 26, 2009. In-service Date (Gulfstream New Aircraft Warranty Start Date): August 2009. 96-month Inspection C/W September 2017 at Gulfstream Savannah Engines Rolls Royce Tay 611-8C Engines enrolled in Rolls Royce Corporate Care Engine #1: S/N 85309, TSN 2577, CSN 1780 Engine #2: S/N 85308, TSN 2577, CSN 1780 APU Honeywell GTCP36-150 APU enrolled in Honeywell MSP APU S/N P-267, TSN 1,296 hrs Avionics & Communications Honeywell Primus Epic PlaneView Cockpit with Certification Foxtrot Honeywell/Kollsman VGS Visual Guidance System (HUD/EVS) Enhanced Navigation, CPDLC & FANS 1/A ADS-B Out Honeywell GP-500 Flight Guidance Panel Enhanced GPWS with Windshear Detection Triple Honeywell AZ-200 Air Data Modules Triple Honeywell AV-900 Audio Panels Honeywell MT-860 NAV/COMM Cabinet Dual Honeywell RT-300 Radio Altimeter Triple Honeywell NZ-2000 FMS, software version 7.1.2

Triple Honeywell LASEREF V IRS L3 FDR Flight Data Recorder L3 CVR Cockpit Voice Recorder Dual 24-Channel Global Positioning System Honeywell TCAS-2000 TCAS w/ 7.1 Honeywell LSZ-860 Lightning Detector Aircell Telephone with four handsets Dual Honeywell MRC-855C Modular Radio Cabinet Triple Honeywell MAU-913 Modular Avionics Unit Airborne Flight Information System (AFIS) with SATCOM link RVSM, 8.33 spacing, FM immunity Exterior Overall Matterhorn White with light blue and silver accent striping by Gulfstream Savannah, 2009 Interior Aft galley 14-passenger “Universal” interior • Forward Cabin 4-place club group • Mid Cabin 4-place divan opposite 2-place club group • Aft Cabin 4-place conference/dining group opposite credenza Forward (auxiliary) and aft (full-size) lavatories Aft galley with microwave, convection oven, and dual coffee makers 30-gallon pressurized water system Two LCD flat screen monitors: 20” monitor on fwd bulkhead; 17” above credenza Six 7” monitors: one at each forward club seat and one in crew compartment Two 110V electrical outlets in cockpit, 12 in cabin/galley/lav Asking price is $14,500,000

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

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

Aircraft Index see Page 153

CAI February.qxp 24/01/2018 12:45 Page 1

S H O W C A S E

2011 Socata TBM 850 Airframe TT:

745

Engine P&W PT6-A66D Turboprop Engines 745 Hours TTSN Avionics G1000 Flight Deck Includes: • Airspeed Indicator displayed on GDU 1040’s • Vertical speed indicator displayed on GDU 1040’s • Magnetic compass • Torque indicator displayed on GDU 1500 • Propeller tachometer displayed on GDU 1500 • Turbine temperature indicator (ITT) displayed on GDU 1500 • Gas generator tachometer displayed on GDU 1500 • Oil pressure and temperature indicator displayed on GDU 1500 • OAT indicator displayed on GDU 1040’s • Airframe de-icing control panel • Inertial separator control • Parking brake control • Landing gear position monitoring panel • Flap position indicator displayed on GDU 1500 • Trim position indicator (elevator, rudder and ailerons) displayed on GDU 1500 • Voltmeter and ammeter displayed on GDU 1500 • Electric generation controls and monitoring on overhead panel

• Advisory panel with master caution, master also displayed on GDU 1500 warning and aural warning • Fuel management panel displayed on GDU 1500 • Cabin temperature control • Cabin altitude and differential pressure indicator displayed on GDU 1500 • Cabin rate of clim indicator displayed on GDU 1500 • Heated stall warning system • Digital chronometer displayed on GDU 1040’s • Flight time hour meter • Instrument panel lighting • Back up instrumentation with pneumatic attitude, airspeed and altimeter indicators • Garmin connected flight deck Miscellaneous Map reading tablet High capacity Freon cooling system Hour meter airborne Electrically heated windshield (Pilot and Co-Pilot) Pulse light anti-collision system Supplementary gaseous oxygen system

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

Advertising Enquiries see Page 14

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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Mente February.qxp 24/01/2018 12:17 Page 1

S H O W C A S E

2011 Challenger 300

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Airframe TT: Landings:

C406-N w NAV Interface Interior & Entertainment Entertainment / Connectivity: ▪ Aircell ATG-4000 ▪ Datalink (C23-406) ▪ DVD/CD Player ▪ Airshow 4000 with two 20” Monitors ▪ Lufthansa Technik CL-300 NICE System CMS Interior (2010/2017): ▪ 9 Pax, Eight place with double club configuration with executive fold out tables and a Belted Lav ▪ New Carpet (2017) ▪ Aft Lav ▪ Pocket Door between Galley and Cabin ▪ Forward Galley with Microwave and with Two Hot Liquid Dispensers Exterior (2010): White with Black, Red, and Grey Stripes For Sale

20298 3503 2915

• ENGINES, APU AND AIRFRAME ON PROGRAMS • AIRCELL ATG-4000 • NEW CARPET • ONE OWNER • ALL MAJOR MAINTENANCE PERFORMED BY BOMBARDIER APU Honeywell GTCP36-150(BD)▪ Serial Number P-410 Total Time 2,982 Engines ▪ Engines: Honeywell MSP ▪ HTF7000 Left Right ▪ Serial Numbers P118734 P118730

▪ Hours 3,503 3,503 ▪ Cycles 2,915 2,915 ▪ Next Shop Visit (MPI) On-Condition On-Condition ▪ Core Zone Insp (CZI) On-Condition On-Condition ▪ Improved Combustion Liner SB 72-9044 Rev. 3 Avionics ▪ ADC (Air Data Computer) Dual ADC-3000 ▪ CVR (Cockpit Voice Recorder) Single L3 Technologies FA2100 CVR ▪ Data Loader Single Collins DBU-5000 ▪ DME (Distance Measuring Equipment) Dual Collins DME-4000 ▪ EFIS (Electronic Flight Instrument System) 4 LCD Collins Pro-Line 21 w Dual IFIS ▪ EGPWS (Enhanced Ground Proximity Warning System) w Windshear and Terrain Display Single Honeywell TAS-5000, Mark V w/ RAAS ▪ ELT (Emergency Locator Transmitter) Single Artex

2010 Gulfstream G200

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Reistration: Airframe TT: Landings:

Other Features IN SERVICE 11/19/2010 RNP-5/-10 / MNPS RVSM/8.33/FM IMMUNITY EMERGENCY LIGHTING AIRCELL AXXESS II. ATG 4000 COLLINS MDC-4000 DUAL M850A DAVTRON CLOCKS COLLINS ALT-4000 WX-1000E STORMSCOPE EICAS / COLLINS DCU-4010 INCREASED GROSS WEIGHT MOD ENG BOROSCOPES C/W GOGO BIZ HIGH SPEED INTERNET Exterior Overall, White with Gray and Green Accent Stripes For Sale or Lease

236 N200MP 2078.8 1077

• ENGINES ON ESP GOLD • APU ON MSP GOLD • ATG 4000 WI-FI • EXCLUSIVELY MAINTAINED BY GULFSTREAM • 3.5, 5 AND 7 YEAR LEASE OPPORTUNITIES • FRESH 96 MONTH • ADS-B OUT Engine Engine 1: PCE-CC0490 2068.2 SNEW Engine 2: PCE-CC0491 2068.2 SNEW APU A HONEYWELL 36-150IAI SN: P-343 on MSP Gold 980 Total Time. 1334 Total Cycles

Avionics 5 Tube EDS / COLLINS PROLINE 4 2 COLLINS VHF-422D COMMS 2 COLLINS VIR-432 NAVS 1 COLLINS ADF-4500 ADF 2 COLLINS DME-4000 DME 2 TDR-94D MODE S W/ FLT ID TDR 1 COLLINS TWR-850 RADAR 2 COLLINS FMC-6000 FMS 2 COLLINS GPS-4000A GPS 1 HNYWL KTR-653 W/SELCAL HF COLLINS TTR-4000 W/CHG 7 TCAS HNYWL DMU-AFIS AFIS ICG IRIDIUM ICS-200 SAT/COM ARTEX 406 W/NAV INTERFACE ELT HNYWL MARK V W/ WS & RAAS EGPWS UNIVERSAL CVR -120 CVR

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

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Tel: +1 214 351 9595 E-mail: info@mentegroup.com www.mentegroup.com

Aircraft Index see Page 153

BAS February.qxp 24/01/2018 12:19 Page 1

S H O W C A S E

Asking Price: USD $3,000,000.00 (EUR 2.500.000,00)

1998 Bombardier Challenger CL604 Serial Number: Registration: Airframe TT: Landings:

5389 D-AUKE 8.600 5.400

Engines GE (General Electric) CF34-3B TBO Interval: on condition Note: Can be optional delivered with GE OnPoint Engine Program APU Honeywell GTCP 36-150 (CL) Avionics Collins Proline 4 with EFIS, EICAS, Dual FMS, MDC and Precision Plus FMS: Dual Collins FMC-6000 MFD: Dual Collins Proline 4 GPS: Dual Collins GPS 4000S

COM: Triple Collins VHF 422D (8,33 spacing) HF/SELCAL: Dual Collins HF-9000 / Avtech 1200008 NAV: Dual Collins VIR 432 ELT: Artex 406-1 with NAV interface Transponder: Dual Collins TDR-94D (Mode S) Weather Radar: Collins WXR 850 TCAS: Collins TTR-921 (TCAS II) Vers.7.1 EGPWS: Honeywell Mark V Exterior White with silver Stripes Interior 2 Crew, 1 CA Jump Seat, 11 (12) Passenger Seats in grey leather (1x4 and 2x2 club seats, 3 (4) couch side facing Seats, grey carpet, brown wood veneer with gold Metal plating, Oven, Coffee Maker, Sink with hot water, Ice and Trash Drawer, Video(VHS), CD and DVD Player with CD Changer, Airshow with two Flatscreens, 220V Power Outlets, SATCOM Universal TT 5000 (Aero I)

Supplementary AC available in Germany for viewing (fixed based Hangar), One Owners since new, No Damage History, interchangeable Divan against 2 Club seats, Gross Weight Modification, Tail Tank, Precision Plus Avionic Upgrade, DBU upgrade (DBU 5000) Maintenance Tracked on CAMP, last 96mths and Gear overhaul done in May 2015 Approvals RVSM, B-RNAV, P-RNAV (WAAS), MNPS, RNP, ADS-B Status V1 (SB604-34-058 with ADS-B out V1 DO260A done) Rating Interior: 3 of 10 (clear lacquer of wood veneer must be renewed - milky), Seats need to be refurbished Exterior: 3 of 10 (several local touch ups)

Asking Price: USD $3,600,000 (EUR 3.000.000)

2009 Citation Jet 3 Serial Number: Reistration: Airframe TT: Landings:

C525B-0330 D-CAST 5.650 3.900

Engine Williams FJ44-3A – FADEC controlled – on TAP Blue Engine Program Engine Time 5.300 hrs TBO Interval 5.000 h Last overhaul (Check 4) done Mar/2017 only 700 hrs ago @ 4.950 hrs Avionics Collins Pro Line 21 with 3-tube EFIS and Jeppesen E-Charts FMS: Dual Collins FMS-3000 GPS: Dual Collins 4000S (WAAS/LPV) COM: dual Collins VHF-4000 (8.33 spacing) NAV: dual Collins NAV-4000/4500 ELT: Artex C406-N

Advertising Enquiries see Page 14

Transponder: dual Collins TDR 94D (Mode S) Weather Radar: Collins RTA-852 Graphical Weather and Flight Service Collins Stormscope: WX-1000E TCAS: Collins TTR-4000 TCAS II (Change 7.1) Exterior Matterhorn White with red and light blue stripe, LED NAV & Landing lights Interior Six (6) passenger executive seating in beige leather (four club seating, two single fwd facing seats also with single foldable Table) plus belted lav seat (7), brown carpet, lavatory separated by a sliding door for privacy, large refreshment center (hot coffee and ice container) in brown wood veneer which is interchangeable to a side facing seat (No 8 Seat), brushed aluminium hardware, 1200W/220 V Cabin and Cockpit power outlets; Avvisor AirShow, LED Indirect lighting

Supplementary Electronic charts (Jeppesen), second DME, second Collins FMS 3000, Stormscope, EGPWS Mark VIII, TCAS II (7.1), FDR/CVR, Bose A20 Headsets, USB Data Base Loader, Graphical Weather and Flight Service, AVVISOR Air show, Wood Veneer, belted toilet seat, toilet with sliding door for privacy, Tail logo light, two single fold up Table for single Seat 5 and 6, Bravo entry door steps, steep approach supplement Maintenance Enrolled on CAMP (CESCOM) Maintenance tracking program; TAP Blue Engine Program; last DOC 22 was done Sept. 2016, last Annual Inspection (Avionic and ARC) Nov/2017, fresh DOC MA, 19, 38, 40 and Engine Check 1&2 Notes No damage history, one Owner/Operator since new, AC can be delivered FAA compliance with “N” registration

BAS Business Aviation Services GmbH Detlef Keinath, CEO Stollenweg 12, D-78655 Dunningen Germany

Tel: +49-(0)7403-914 04 66 Mob: +49-(0)160-977 30 923 sales@basjets.com www.basjets.com

www.AvBuyer.com

February 2018 – AVBUYER MAGAZINE

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Empyrean Aircraft Hawker 850XP February.qxp_Empyrean 24/01/2018 12:21 Page 1

S H O W C A S E

Further Price Reduction - Call for details

2006 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258792 OD-LEA 4,184 1,853

Hawker 850XP Serial Number 258792, is the latest in the line of aircraft to be bought and sold by Empyrean Aircraft Consulting Ltd for the current Owner.

The aircraft is equipped with High Speed Internet and is fresh from engine Core Zone Inspections. The aircraft is aggressively priced and now awaits a new home Engines on MSP Gold APU enrolled on MSP Gold.

Enrolled on CAMP. Fully EASA compliant.

Engines Honeywell TFE731-5BR APU Honeywell GTCP-36-150(W).

Total Time: 3,822 Hours Avionics EFIS Four-Tube Collins Pro Line 21 FMS Dual Collins FMS-6000 GPS Dual Collins GPS-4000A NAV Dual Collins NAV-4000/4500 RMI Dual Displayed in PFD’s DME Dual Collins DME-442 ADF Single Collins ADF-462

A/P Dual Collins FGC-3000 VHF COM Dual Collins VHF-4000 HF COM Single Collins HF-9000 w/ Selcal RADAR Single Collins TWR-850 w/ Turbulence Detection RADAR ALT Single Collins ALT-4000 XPNDR Dual Collins TDR-94D w/ Enhanced Surveillance EGPWS Warning System) Single Honeywell Mark V w/ Windshear TCAS Single Collins TCAS-4000 CVR Single Universal CVR-120 FDR Single SSFDR Additional & Entertainment Inside Paperless Cockpit FSU-5010 File Server Unit Precise Flight Pulselite w/ TCAS Interface ELT (Emergency Locator Transmitter) Artex C406-2 Long Range Oxygen High Speed Internet Aviator 200 Single Channel SwiftBroadband w/Wifi In Flight Phone AirCell ST-3100 Iridium Phone w/ Cordless Handsets Display: TV Monitor(s) Two 15” Cabin Monitors Airshow System Airshow 410 w/ Airshow Briefer System Cabin Audio / Video System w / Dual DVD Cabin Layout Eight place interior.

Forward four individual club chairs.

Aft Cabin Side facing three place divan opposite a single club chair

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

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Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com Aircraft Index see Page 153

Wentworth February.qxp_Layout 1 24/01/2018 12:22 Page 1

BOEING 767 S/N 23896

Outstanding Ownership History with Only 2 Operators Since New and Superb Records.

Ex-Qantas Airlines with 2007 Gore Design VIP Conversion to 42 Passengers with Full Flat sleeping For 21. 2 Private Staterooms, Each with Its Own Private Lavatory.

Ask Price Slashed Over 35%! Bona Fide Offers Considered BOEING BBJ2 S/N 32806

Available Exclusively from Jet Connections and it’s U.S. Partner, Wentworth.

E C L

2 Private Staterooms, Each with Its Own Private

Competitively Priced!!

11000 Hours / 4850 Cycles, Fresh C Inspection, 5 Aux Fuel Tanks, Winglets, 29 Passenger Interior with Forward and Aft Lounges and Master Stateroom with VIP Lavatory.

L

8 6 3K

( 6DOHV#:HQWZRUWK $HUR

Altus Aviation Agusta A109S Grand December.qxp 22/01/2018 14:48 Page 1

2007 AGUSTA A109S GRAND #22044 N613CC NEW PRICE - OWNER WANTS IT GONE

FOR DETAILS, SPECIFICATION & PHOTOS VISIT: WWW.ALTUSAVIATION.COM

INQUIRIES: AW109@AVIATION.COM

MAINTENANCE & AIRFRAME INFO: * 793 hours AFTT * 2,020 Landings

AVIONICS OPTIONS: * Honeywell AFCS 3 Axis Duplex SP711 * RDR 200 Weather Radar * Flight Director and Autotrim FZ 702 * EFIS Pilot/Co-pilot on command switch OTHER OPTIONS: * ELT System

ALTUS AVIATION SERVICES

ELITE SERVICE FOR ELITE CLIENTS

www.AltusAviation.com Info@AltusAviation.com US: +1 888 337 3439 EU: +49 1766 255 5634

Altus Aviation Falcon 2000 December.qxp 22/01/2018 14:48 Page 1

2006 FALCON 2000 #0229 TC-SNK

NOW AVAILABLE FOR SALE - LATEST SERIAL NUMBER ON THE MARKET FOR DETAILS, SPECIFICATION & PHOTOS VISIT: WWW.FALCON-2000.COM

INQUIRIES: F2000@ALTUSAVIATION.COM

MAINTENANCE & AIRFRAME INFO: * 4,182 hours AFTT * 3,845 Landings * Engines and APU on MSP Gold * Airframe Enrolled on JSSI

AVIONICS UGRADES: * EASA Compliant/RVSM/MNPS/B-RNA V/8.33kHz * FM Immune/RNP 10 * Stand-by Magnetic Compass * Secondary MEGGIT Flight Display * SSQAR * Data Acquisition Unit Collins DAU-4000 * Collins AHS-85E * Davtron Clocks (Dual)

ALTUS AVIATION SERVICES

ELITE SERVICE FOR ELITE CLIENTS

www.AltusAviation.com Info@AltusAviation.com US: +1 888 337 3439 EU: +49 1766 255 5634

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Community News FEB18.qxp_Layout 1 23/01/2018 17:20 Page 1

COMMUNITY NEWS T REVIEW

OEM Bites

LINEAGE 1000

AERION SSBJ

Aerion and Lockheed Martin announced a Memorandum of Understanding (MOU) recently to define a formal and gated process to explore the feasibility of a joint development of the world’s first supersonic business jet, the Aerion AS2. Over the next 12 months, the companies will work together to develop a framework on all phases of the program, including engineering, certification and production.

Boeing and Embraer Look at Potential Teaming

Discussions between Boeing and Embraer do not surprise key industry analysts following the alliance of rival OEMs Airbus and Bombardier on the C-Series. Here’s what the analysts had to say…

R

ichard Aboulafia from the Teal Group, points to a lack of overlap between the current Boeing and Embraer line-ups, saying “…a joint venture would offer upside to Boeing’s current businesses.

The Embraer E-175/190/195 family would be a terrific complement to Boeing’s large jetliners.”

Embraer’s business jets and military aircraft could also be of interest to Boeing, Aboulafia noted, adding, “Boeing’s global sales, marketing and support presence, and of course its aggressive supply-chain management methods, would be very useful to Embraer and these products.”

With Embraer completing work on the

Legacy 450/500 business jets, the KC-390 mid-sized military transport and the E-2 variants of the 195/190/175 airliner series, the company has “a lot of experienced, relatively low-cost engineers looking for something to do. And Embraer has no clear path for new product development,” he added.

Rolland Vincent, president of Rolland Vincent Associates, however, questioned whether Boeing would have any interest in Embraer’s Executive Jets division given its lower-volume production. He posed the question, “Could the division somehow be excluded from the deal, or find itself in an alignment with Gulfstream?”

More information from www.embraer.com

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

ONLINE I PRINT I BROADCAST I EVENTS Advertising Enquiries see Page 14

www.AVBUYER.com

More information from www.aerionsupersonic.com

BOMBARDIER

Bombardier Business Aircraft president David Coleal said the Global 8000 accounts for “a very, very small percentage of our backlog,” implying that demand is lukewarm for a variant that trades nearly eight feet of cabin space for an extra 600nm of range, to 7,900nm. He avoided any kind of concrete schedule for the new jet, saying the company will “determine the right schedule for the 8000.

Probably sometime after the Global 7000 enters service.”

More information from www.businessaircraft.bombardier.com

DASSAULT

Dassault Falcon business jet deliveries, totaling 49 in 2017, were nearly 9% higher last year than forecast by the company and on par with its overall number of business jet deliveries in 2016. As of December 31, the company’s backlog included 52 Falcons, down from 63 units a year earlier.

More information from www.dassaultfalcon.com



February 2018 – AVBUYER MAGAZINE

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COMMUNITY NEWS T REVIEW

OEM Bites

EMBRAER

Embraer delivered a total of 210 jets in 2017, of which 109 were executive jets (72 light and 37 large). The deliveries were within the outlook ranges for the year of 97 to 102 commercial jets, 70 to 80 light business jets and 35 to 45 large business jets. In Q4 2017, Embraer delivered 50 executive jets (32 light and 18 large). As of December 31, the firm order backlog totalled $18.3bn.

Is Textron’s Hemisphere Impacted by Dassault’s Falcon 5X Cancellation?

While Dassault’s cancellation of its Falcon 5X program could

mean an opportunity for Gulfstream Aerospace, it could also negatively impact Textron Aviation’s new large-cabin

Citation Hemisphere business jet program, some experts say...

I

n December, Dassault announced it was cancelling its Falcon 5X program because of ongoing issues with its Safran Silvercrest engine’s high pressure compressor. Notably, Textron has also selected the Safran Silvercrest engine for the new $35m Hemisphere business jet. For its part, Textron Aviation remains committed to the Silvercrest engine for the Hemisphere.

The question is whether Textron may live to regret that decision? With deliveries not scheduled until 2021, however, Textron Aviation has the luxury of time, notes Rolland Vincent, aviation consultant and president of Rolland Vincent Associates. But it could impact orders in the meantime. (Textron opened its order book for the Hemisphere at the recent NBAA convention.)

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AVBUYER MAGAZINE – February 2018

The 5X cancellation could also give a boost to Gulfstream. The initial engine delay on the Falcon 5X program in 2016 resulted in the cancellation of 12 orders, some of which moved to Gulfstream for the in-development G500 business jet.

Thus, it could be anticipated that cancellation of the 5X would increase demand for Gulfstream’s G500, scheduled for entry-into-service in the first quarter of 2018.

The expectation is that Dassault will announce a new jet program with the same cross-section as the Falcon 5X, but deliveries for this aircraft would not occur until 2022.

More information from: www.txtav.com, www.dassaultfalcon.com or www.gulfstream.com (Source: The Weekly of Business Aviation)

www.AVBUYER.com

More information from www.embraerexecutivejets.com

Israel Aerospace Industries (IAI) will decide soon on whether to re-launch its own business jet. The decision comes 17 years after the Israeli defence giant divested its two aircraft programs and their marketing and completions arm, Galaxy Aerospace, to Gulfstream parent General Dynamics. Following the sale of the Astra SPX and Galaxy in 2001, IAI continued to build under licence what evolved into the Gulfstream G150 and G280.

More information from www.iai.co.il

TEXTRON

Textron Aviation recently announced it has received an order from Aerolíneas Ejecutivas (ALE) for three Cessna Citation Latitude Mid-size business jets.

ALE, Mexico’s leading Business Aviation company, will operate these aircraft in its fractional ownership division, MexJet, established in 1997 as the first of its kind in the country.

More information from www.txtav.com

Aircraft Index see Page 153

Community News FEB18.qxp_Layout 1 23/01/2018 17:20 Page 3

PEOPLE T COMMUNITY NEWS

Peter Agur, founder of The VanAllen Group, recently retired. In addition to founding VanAllen, he held a number of leadership posts with the NBAA and the Flight Safety Foundation.

Peter Agur

Eamonn Brennan is appointed director general at EuroControl. Nominated by the government of Ireland, Brennan has been chief executive and a board member of the Irish Aviation Authority.

Brittany Davies has become regional representative for NBAA. Davies is a long-time Business Aviation advocate with direct involvement in grassroots organizations. Most recently, she has been president of Wind Shift Consulting, and was a founding member of the Colorado Aviation Business Association.

Eamonn Brennan

Sam Elliott was recently promoted by Elliott Aviation to vice president and general manager of the Des Moines facility. The announcement comes as the family-owned company celebrates 60 years in the Des Moines market.

Michael Hamilton joined Jet East Aviation as vice president of operations and fleet accounts. Hamilton has 24 years of aviation maintenance experience.

Todd Hattaway has been appointed as the new vice president of operations for Jet Linx, the private aviation company headquartered in Omaha.

Brittany Davies

Patricia Chasse Hiatt has been appointed by the FAA as deputy director of airport safety and standards.

Roman Hug moves to Nomad Aviation as director of maintenance and CAMO. Hug has more than 25 years of aviation experience.

Mark Johnstone currently president and COO of the BBA Aviation Engine Repair & Overhaul division (“ERO”), will join the Board as group chief executive on April 1. He will be based in Orlando, Florida.

Sam Elliott

Paige Kroner was appointed a regional representative for NBAA. Prior to joining NBAA in 2014, Kroner worked for Signature Flight Support at all three Washington, DC-area airports.

Neil Medley, Gama Aviation's COO, is appointed to the listed Business Aviation company's board.

Rémy St-Martin has been promoted to senior vice president/COO of Dassault Aircraft Services (DAS).

Richard Walker has joined Osprey Flight Solutions as business development director. Walker has more than 25 years of aviation international sales and marketing experience, including with Maersk Air, Bombardier, VistaJet, PrivatAir, and Axon Aviation.

Paige Kroner

Chris Warton has been named by CAE as general manager, Business Aviation training and helicopter aviation training for Europe, the Middle East, Africa and Asia.

George Xu has been appointed CEO of Airbus China. As country head of Airbus China, he is responsible for all Airbus commercial aircraft business activities. T

George Xu

BizAv Events 2018 Helicopter Investor London Jan 31 – Feb 1, London, UK www.corporatejetinvestor.com

NBAA: Business Aircraft Finance Mar 18 – 20, Fort Myers, FL, USA www.nbaa.org

ABACE 2018 Apr 17 – 19, Shanghai, China www.abace.aero

Business Aviation Safety Summit May 10 - 11, Chicago, IL, USA www.flightsafety.org

NBAA: Schedulers & Dispatchers Feb 6 - 9, Long Beach, CA, USA www. nbaa.org

Opportunities in Business Jets Mar 21, Valletta, Malta www.quaynote.com

Aero Friedrichschafen Apr 18 - 21, Friedrichschafen, Germany www.aero-expo.com

NBAA: Business Aviation Taxes Seminar May 10 - 11, Dallas, TX, USA www.nbaa.org

NBAA: Leadership Conference Feb 26 – 28, San Diego, CA, USA www. nbaa.org

AEA: Int’l Convention & Trade Show Mar 26 - 29, Las Vegas, NV, USA www.aea.net

AEA: Europe Connect Conference Apr 24 – 25, Prague, Czech Republic www.aea.net

The Elite London May 11-12, Wycombe Air Park, Bucks, UK www.theeliteevents.com

HAI: Heli-Expo Feb 26 – Mar 1, Las Vegas, NV, USA www.heliexpo.rotor.org

NBAA: International Operators Conf.

Mar 26 – 29, Las Vegas, NV, USA www.nbaa.org

NARA: Annual Spring Meeting Apr 25 - 27, Scottsdale, AZ, USA www.naraaircraft.com

NAFA: Conference May 16 – 18, Coronado Island, CA, USA www.nafa.aero

European Corporate Aviation Summit Mar 8, Sliema, Malta www.aeropodium.com

Sun’n’Fun Int’l Fly-In Expo Apr 10 – 15, Lakeland, FL, USA www.sun-n-fun.org

NBAA: Maintenance Conferance May 1 – 3, Albuquerque, NM, USA www.nbaa.org

HeliRussia May 24 - 26, Moscow, Russia www.helirussia.ru

Advertising Enquiries see Page 14

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

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Products & Services February.qxp_Layout 1 24/01/2018 15:02 Page 1

PRODUCTS & SERVICES British European Aviation Group (BEA) has been named

Gogo AVANCE L3 Unveiled

Piper Aircraft exclusive Dealer for the United Kingdom, Ireland and the Channel Islands, Territories that represent, some of the most active private aviation markets in Europe.

"As the exclusive leasehold owners of Wycombe Air Park, BEA has 24/365 access to a General Aviation friendly airfield which is ideally situated near London," said BEA CEO, Sean Brown. "Additionally, with BEA's experience as a current owner of six Piper Aircraft, the company is uniquely positioned to guide, support and provide a unique aeroplane management package which will assist current and future Piper customers through the selection, purchasing and operating phases of Piper Aircraft ownership." www.beaplc.com

Luxaviation UK, part

of the Luxaviation Group, is welcoming a Cessna Citation XLS+ to its fleet.

The XLS+ (G-GAAL) is available for charter services and will be based at London Luton Airport with a full-time crew, allowing for lastminute charter requests.

The aircraft is the most recently refurbished XLS+ on the current charter market and has been delivered straight from the Cessna Citation Service centre in Doncaster.

George Galanopoulos, managing director, Luxaviation UK, says: “We are always looking for opportunities to add high quality aircraft to our fleet and the Citation XLS+ is a magnificent aircraft, able to reach all over Europe and North Africa from where it is based in the UK. www.luxaviation.com

Survival Products

has been acquired by (Sunrise, Florida) AVI Aviation, the parent company of Aviation Inflatables and AVI Trading, a premier innovator of products and services for aerospace emergency equipment.

Survival Products is a Hollywood, Floridabased OEM of Life Rafts for the Aviation and Maritime market.

The Company has been engineering, manufacturing, and servicing life rafts since 1970 and is the world’s leading Company in the segment of compact, lightweight, and affordable life rafts. www.survivalproductsinc.com 146

AVBUYER MAGAZINE – February 2018

Gogo Business Aviation, last month presented Gogo AVANCE L3, an innovative new inflight connectivity system that delivers the benefits of the Gogo AVANCE platform to passengers and flight departments in a small, lightweight form factor, with the most affordable pricing options in business aviation. Gogo’s breakthrough technology platform lets users customize their inflight experience based on their unique needs, and can be installed on business aircraft of all types and sizes, but is an ideal solution for smaller aircraft including turboprops and light jets. www.business.gogoair.com

Jet Aviation’s eight

US FBOs have now qualified for Stage 1 registration to the IS-BAH Standard (International Standard for Business Aircraft Handling), joining the company’s 13 FBOs in EMEA and Asia.

David Paddock, senior vice president and general manager, Regional Operations USA, said this achievement clearly demonstrates Jet Aviation’s dedication to ensuring that all customers receive the maximum level of safe and secure groundhandling services at each of its FBOs. www.jetaviation.com

Flying 4 Students, is

Jacques Bothelin

to be launched by Aerolife, an Association whose members are mainly young university graduates of aerospace programs. The Association is presenting an International Aerospace Conference called Flying 4 Students, and will take place in Prague, Czech Republic, on March 8th – 9. The event aims to introduce the world of aerospace to young people and to enable them to start a career in the field. Many lectures from aviation legends as well as the opportunity to meet the top players in the aerospace industry, including presentations from Jacques Bothelin, leader of the Breitling Jet Team, and Justin Hughes, the former Executive Officer of the Red Arrows. www.aerolife.cz

Textron Brings Faster Connectivity

Textron announced recently that it has received supplemental type certificate (STC) approval for the Gogo AVANCE L5 connectivity system upgrade for its Cessna Citation X business jet. When equipped with the AVANCE

www.AVBUYER.com

Aircraft Index see Page 153

Products & Services February.qxp_Layout 1 24/01/2018 14:59 Page 2

PRODUCTS & SERVICES L5, the Citation X will deliver faster inflight connectivity speeds and enhanced network capacity for a more robust user experience, the company says. In addition to the Citation X, the company plans to introduce the AVANCE L5 system to additional products across the Citation, Beechcraft King Air and Hawker platforms in the coming months. www.txtav.com

JETNET Demonstrates New Aircraft Activity Features

JETNET, the leading provider of corporate aviation information, announced several major updates and new capabilities at the NBAA Schedulers & Dispatchers Conference.

JETNET already provides key contacts, including owner/operator, chief pilot, directors of maintenance, and the serial-number-specific equipment details for business jets, turboprops, pistons, and helicopters worldwide.

Subscribers can now take advantage of a new Aircraft Flight Activity/Utilization Program to prospect for new customers, and better serve existing customers. JETNET is now providing North American and Greater European aircraft activity details by owner/operator, serial number, and fleet, with the industry’s first Fuel/Tech Stop finder tool. The Aircraft Activity/Utilization Program tools also provide top airport pairs, and top serial number/makes/models/manufacturers by route. The latest capabilities will be available for live demonstration at the conference. www.jetnet.com

IS-BAH Achieves Century Milestone

The International Business Aviation Council (IBAC) announced its International Standard for Business Aircraft Handling (IS-BAH) programme has reached 100 registered handler locations since it was introduced in July 2014.

The IS-BAH follows the structure of the International Standard for Business Aircraft Operations (IS-BAO) programme and incorporates the NATA Safety 1st Ground Audit Program. IS-BAH is the global industry standard for business aircraft handling agents and fixed-base operators around the world developed to align with existing and future Safety Management System (SMS) requirements aimed at ground handling service providers.

IS-BAH combines voluntary best practices for business aircraft ground handlers with a robust SMS embedded. Apart from airport minimum standards, the FBO industry remains largely unregulated. Learn more at www.ibac.org/is_bah www.ibac.org Advertising Enquiries see Page 14

Air BP, the international aviation fuel products and service supplier, has further extended its reach in the Nordics and is now present at ReykjavikKeflavik International Airport (KEF/BIKF), Iceland’s largest airport.

This marks the first location for Air BP in Iceland and comes in response to increased customer demand from both the business and commercial aviation sectors, a company spokesman stated .

Air BP is supplying Reykjavik-Keflavik with Jet A-1 fuel. The airport will join Air BP’s Sterling Card network, now 800 strong with more than 400 locations in Europe, enabling general aviation customers to benefit from safe and efficient fuelling operations.

Iceland continues to experience major growth in travel and tourism owing to its geographical location between North America and Europe. Over 6.8 million passengers travelled through Reykjavik-Keflavik International Airport in 2016, up 40% on the previous year. www.bp.com BBA and Gama Create New Company

BBA Aviation plc ("BBA Aviation", "the Group"), a market-leading provider of global aviation support and aftermarket services, is pleased to announce the merger of its aircraft management and charter business with Gama Aviation's US aircraft management business.

With around 200 airplanes under management, the combined entity, Gama Aviation Signature Aircraft Management, will be one of the world's largest aircraft management and charter businesses, supported by the exceptional and market-leading Signature Flight Support global FBO network, 10 million metres squared of hangars and an extensive fixed and mobile line maintenance, Aircraft on Ground and engine support capability. www.bbaaviation.com / www.gamaaviation.com

PRISM, a subsidiary of ARGUS International, recently announced that its ARMOR Safety Management System software has passed 15,000 unique users.

ARMOR, created in 2008, is the first iPhone and iPad compatible SMS application with FRAT and hazard reporting functionality, making it accessible 24/7.

“The fact that ARMOR has now reached over 15,000 users validates the impact it has on aviation safety. By modernizing safety management through its highly capable software applications, ARMOR enables aviation operations to effectively and efficiently manage risk and enhance operational safety. The PRISM team is genuinely proud to deliver ARMOR to the aviation industry and support these users,” said Steve Witowski, VP of Business Aviation Services. www.argus.aero

www.AVBUYER.com

February 2018 – AVBUYER MAGAZINE

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M A R K E T P L A C E

Citation X

Capital Jet Group, Inc Price:

$5,950,000 USD

Year:

2008

S/N:

287

Reg:

XA-RSA

TTAF:

3293

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

Winglets for better DOC’s, range, speed & climb performance.

Primus Elite five LCD Cockpit upgrade, featuring dual WAAS/LPV FMS 6.1, RAAS, TCAS 2000, XM-WX, dual Laseref IV, dual HF, & FDR. Fresh inspection package Citation Service Center-ICT, RR CorporateCare, APU MSP, Pro Parts, MSG-3.

Late S/N delivered with split bus mod, aileron regearing, 5% higher TO thrust, higher gross weight, and updated crew and cabin seats. Top corporate operator. No damage history

Location: USA

Cessna Citation XLS+

BS-Consulting GmbH Price:

Please Call

Year:

2010

S/N:

560-6051

Reg: TTAF:

1750

Location: Germany

Cessna Citation Bravo

BS-Consulting GmbH Price:

Please Call

Year:

2002

S/N:

550-1017

Reg: TTAF:

7175

Location: Germany

Cessna Citation Bravo

BS-Consulting GmbH Price:

Please Call

Year:

1999

S/N:

550B-866

Reg: TTAF:

6150

Location: Germany

Bombardier Challenger 604

SkyPro Price:

Please Call

Year:

2006

S/N:

5654

Reg: TTAF:

5380.56

Location: Russia

148

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Tel: +49 (0)178 174 4444 E-mail: info@bsconsulting.de Beautiful low time XLS+ with all programs. Airframe Enrolled on Cessna ProParts. Engines Enrolled on Cessna PowerAdvantage+. Interior refurbished 01/2018. Collins Proline 21 Avionics System; Collins ADC-3000. Collins NAV-4000.

Collins AHC-3000. Collins ALT-4000. Collins CCP-3310. 8 Passenger executive interior features two place side-facing Couch, center four-place club, dual aft forward facing seats and belted lavatory. LH Two/Three Book Navigation Case RH Three Book Navigation Case. LH Fwd Refreshment Center

Tel: +49 (0)178 174 4444 E-mail: info@bsconsulting.de Landings 5905. Engines Since New 5760:52/4858. Engine Cycles Since New 5140:34/4293. On Power Advantage and Pro Parts. 7 Passenger executive interior features single forward, aftfacing seat, center four-place club, dual aft forward facing seats and belted lavatory. Honeywell Primus 1000 w/Three Tube EFIS. Honeywell NZ-2000 Flight Management System (Version 5.3 software). Dual Honeywell AZ-850 Air Data Computer. Dual Honeywell KY-196B Comm Units (8.33 KHz). Safeflight N1 computer. Honeywell DL-950 Data Loader. Cabin stereo speakers w/individual volume and headset jacks

Tel: +49 (0)178 174 4444 E-mail: info@bsconsulting.de Well Maintained Citation Bravo. Airframe Enrolled on Cessna ProParts. Engines Enrolled on Cessna PowerAdvantage.

Fresh Phase 1-5. Avionics: Honeywell Primus 1000, integrated 3-tube EFIS/autopilot/FD. Dual Honeywell KY196B, 8.33 spacing. Dual Honeywell KN53 Navs FM lmmunity. Dual Honeywell DME-42 Honeywell KR87 ADF. Int: 7 Passenger executive interior features single forward, aft-facing seat, center four-place club, dual aft forward facing seats and belted lavatory. Ext: Upper Base Matterhorn white, lower Base off white, yellow & khaki stripes. New paint 2/2014

Tel: +7 495 150 3300 E-mail: sales@skypro.aero 1 owner since new. 5380 airframe hours since new. Engines and APU on JSSI. TCAS 7.1. Iridium telephone. 11 passengers configuration. LANDING 2398. MAINT TRACK PROGRAM CAMP. PARTS PROGRAM JSSI on Engine. APU: Make/Model Honeywell / GTCP36-150 (CL). Total Time/Cycles Hrs: 6004 / Cyc: N/A. APU Program JSSI. AVIONICS PLATFORM (PL4, PL21, Primus, etc.). Rockwell Collins PL4. Date of Last Refurb April 2015. Softgoods Veneer. Refurb Facility QCM, Aerodienst GmbH. Cabin certified for 11 passengers for takeoff & landing.

STC certification authority: EASA FAA X TCCA

Aircraft Index see Page 153

P148-150.qxp 24/01/2018 16:12 Page 2

Bell 206B

Juergen Geisler Price:

€395,000 Inc. VAT

Year:

1977

S/N:

8549

Reg:

D-HHTP

TTAF:

4552

M A R K E Tel: +49 (0)1609 282 7184 T E-mail: ma@juergengeisler.de P L - Avionik:Com1 KX165 A (8,33). Com 2 KX 155. ADF KR 85.

A BXP 6403 Mode S Transponder. Kannad 406 AF-H. C - New Interior, Standard equipment, 5x Headset. - Good E condition, no damages - New Straps - New KX165 A - No cycle limits - Always Hangared - Bubble windows - Baggage extender - Range extender - Swingeling landing light - Taxi light - Location EDDM

Location: Germany

Airbus H125

Jean Noël De Precigout Price:

Please Call

Year:

2018

S/N:

8XXX

Reg:

F-XXXx

TTAF:

10

Tel: +33 (0) 611 781 434 E-mail: jn.finalance@gmail.com

• 2018 Utility AIRBUS H 125 • Float provisions • Complete Cargo Swing Assy • Mirror • Day and night VFR including Garmin 500H • Full factory training, warranties and publications • Delivery June 2018

Location: France

Sikorsky S-76A++

Helijet Price:

€798,000 Excl. VAT

Year:

1985

S/N:

760282

Reg:

D-HULK

TTAF:

11320

Location: Germany

Sikorsky S-76B

Helijet

Airframe: total landings: 22053. Engine(s): Turbomeca Arriel 1S1 SN: 15061 with 10368 Hours. SN: 15132 with 8831Hours.

Avionics/Radios: Dual TRIG92 VHF COM 8.33 kHz. ELT Techtest CPI system. Weather Radar RT4001. GPS Trimble 2000 Approach+. Dual NAV (VOR, ILS, DME). Transponder Becker BXP6403-2. TCAS Ryan 9900. Radio Altimeter System (RAD ALT) ALT55. Interior: 12 seat configuration. Inspection Status: 12M 05.07.2017. 24M 05.07.2017. 36M 30.04.2015. 1500h at 10379 Hours. The aircraft is offered with accessories and spare parts included. Aircraft is being offered, “as-is, where-is“

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

Price:

€1,289,000 Excl. VAT Airframe: total landings: 4076. Engine(s): TPratt & Whitney PT6B36B.

Year:

1995

S/N:

760437

Reg:

D-HNDL

TTAF:

2435

Location: Germany

Sikorsky S-76C+

Helijet

SN: 36221 with 2435 Hours. SN: 36220 with 2435 Hours.

Avionics/Radios: Dual Honeywell Primus VHF COM SRZ850. Dual Becker VHF COM 8.33 kHz. ELT Techtest CPI system. Weather Radar KMD850 with RDR2000. Universal UNS 1B GPS. Dual NAV Honeywell Primus SRZ850 (VOR, ILS, DME). Transponder Becker BXP6401. Interior: 8 seat configuration, option 2+4 seat configuration.

Inspection Status: 12M 01.09.2017. 24M 01.09.2017. 36M 03.07.2015.

1500h at 2278 Hours. The aircraft is offered with accessories and spare parts included. Aircraft is being offered, “as-is, where-is“

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

Price:

€2,589,000 Excl. VAT S76 C+ in excellent condition. Engine(s): TURBOMECA Arriel

Year:

1997-

S/N:

760471

Reg:

D-HUGO

TTAF:

3837

Location: Germany

Advertising Enquiries see Page 14

Tel: +49 (0) 231 610 6213 E-mail: mirko.meyer@helijet-charter.de

www.AVBUYER.com

2S1. SN: 20031 mit 3691 Hours. SN: 20752TEC mit 5441 Hours.

Avionics/Radios: COM/NAV HONEYWELL PRIMUS SRZ850 /TRIG 92 8.33kHz. ELT ARTEX C406. Weather Radar WXR P700.

GPS UNS-1D + GMX200 Moving Map. TCAS. XPNDR BXP6401.

RADALT ALT55B. CVR CVR30A. AFCS SPZ-7600. AHRS LCR92S. IDDS. Interior: VIP interior 6 seats. Noise Cancelling Passenger Cabin. Inspection Status: 12M 20.04.2017. 24M 20.04.2017. 36M 12.12.2014. 1500h at 2616 Hours. Accessories and spare parts included. Aircraft is being offered, “as-is, where-is“

February 2018 – AVBUYER MAGAZINE

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P148-150.qxp 24/01/2018 16:13 Page 3

M A R K E T P L A C E

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

Leonard Hudson Drilling

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

Location: TX, USA

Exceptional 1995 Hawker 800A, N337WR, full true world 2600 nm range. Will consider trades for Citation CJ1, CJ2 or Bell 212, 412 or 407. Cycles: 4676. Engines: TFE 731-5R-1H Dee Howard Thrust Reversers enrolled on MSP Gold. APU: Sundstrand T-62T40C8D1 Hours: 3807 Cycles: 5902. Avionics: Honeywell Primus II. Autopilot: Honeywell DFZ 800. Flight Management System: Dual NZ-2000 w/5.2 software. Air Data System: Dual Honeywell ADZ-810. Int/Ext: Eight place fire blocked interior finished in beige leather last done 4/2002. Forward galley and aft closet.

Lavatory vanity has LED Lights installed.

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 150

AVBUYER MAGAZINE – February 2018

www.AVBUYER.com

Aircraft Index see Page 153

AeroExpo 2018 Avbuyer 205 x 270 Avbuyer.qxp_Layout 1 25/01/2018 10:40 Page 1

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P152.qxp 24/01/2018 16:25 Page 1

Advertiser’s Index 21st Century Jet Corporation .........................154 ABACE ...................................................................98 AeroExpo UK ......................................................151 Aircraft Finance Corporation .............................59 Altus Aviation...........................................140 - 141 AMJET Aviation.....................................................49 AMSTAT ...............................................................119 Aradian Aviation....................................................81 Asian Sky Group .............................41, 128 - 129 Avjet Global..............................................1, 16 - 17 Avpro ..............................................................18 - 21 Axiom Aviation ....................................................133 BAS.......................................................................137 Boutsen Aviation ..................................................71 CAAP....................................................................134 C-Air Transport ...................................................130 CAI ........................................................................135 Central Business Jets .......................................155 Conklin & de Decker .........................................107 Corporate Angels Network ................................80 Corporate Concepts ...........................................33 Dassault Falcon Jet ...............................2 - 3, 132 Duncan Aviation ...........................................62 - 63 Eagle Aviation........................................................29 EBACE.................................................................115 Engine Assurance Program ...............................85 Elliott Jets .....................................................42 - 43 Empyrean Aircraft Consulting.........................138 European Aircraft Sales ...................................131 Find a Lender Now...............................................65 Freestream .............................................................15 General Aviation Services ..................................45 Global Jet Capital.................................................87 Global Jet Monaco........................................ 4 - 12 Hatt & Associates.................................................37 IAG...........................................................................53 JetBrokers .....................................................54 - 55 Jetcraft Corporation ..........................50 - 51, 156 Jeteffect..........................................................46 - 47 JETNET...................................................................99 Jet Sense Aviation ..................................124 - 126 JSSI .........................................................................67 Keystone Aviation...............................................127 Lektro....................................................................123 Mente Group ......................................................136 NBAA Forum.......................................................103 OGARAJETS................................................30 - 31 Par Avion ................................................................66 Rolls-Royce............................................................93 Sky Aviation Holdings .................................76 - 77 Southern Cross Aviation ............................72 - 73 Sparfell & Partners ......................................34 - 35 Survival Products...............................................123 The Elite London ................................................142 The Jet Business..........................................25 - 27 VREF ....................................................................123 Wentworth Aero.................................................139 Wright Brothers Aircraft Title.............................89

152

AVBUYER MAGAZINE – February 2018

The BEST Aircraft For Sale Search anywhere, everywhere on pc, smartphone and tablet.

ONLINE l PRINT l BROADCAST l EVENTS

Copy date for the March Issue Wednesday 14 February

AvBuyer (USPS 014-911), February 2018, Vol 22 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.

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Aircraft Index see Page 153

P153.qxp 25/01/2018 13:04 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS

CESSNA

A318 Elite+ . . . . 5 ACJ319 . . . . . . . . 35, 130 ACJ380-800 . . . . 34

Citation

BAE AVRO RJ70. . . . . 54

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 15, 17, 41, 51, 71, . . . . . . . . . . . . . . . 128, 156 BBJ2 . . . . . . . . . . 139 727-200 VIP . . . . 33 737-700 . . . . . . . 34 747-8 . . . . . . . . . . 34 757-256 VIP. . . . 1, 16 767 . . . . . . . . . . . 139 787-900 . . . . . . . 156 DC8 VIP/72 . . . . 33

BOMBARDIER Global 5000 . . . . 51, 156 Global 6000 . . . . 4, 8, 17, 34, 51, 156 Global 7000 . . . . 4 Global Express . 4, 9, 72 Global Express XRS. . 4, 10, 15, 51, . . . . . . . . . . . . . . . 156

PAGE

AIRCRAFT

I . . . . . . . . . . . . . . 35 II . . . . . . . . . . . . . 51, 63, 156 III . . . . . . . . . . . . . 49, 55 V. . . . . . . . . . . . . . 54 VI . . . . . . . . . . . . . 51, 55 VII . . . . . . . . . . . . 155 X . . . . . . . . . . . . . 46, 47, 87, 148 XLS . . . . . . . . . . . 20, 41, 47, 81, 129 XLS+ . . . . . . . . . . 148, 156 CJ1. . . . . . . . . . . . . 29, 47 CJ2. . . . . . . . . . . . . 35, 71, 131 CJ3. . . . . . . . . . . . 137 Bravo . . . . . . . . . 47, 73, 148 Grand Caravan EX . .54 Excel . . . . . . . . . . 29, 63, 81, 133 Encore . . . . . . . . 72, 125 Encore+ . . . . . . . 49 Jet . . . . . . . . . . . . . 29 182Q. . . . . . . . . . . 29 P210 . . . . . . . . . . 55 Mustang. . . . . . . . 71 Sovereign. . . . . . 20, 26, 43, 47, 73, . . . . . . . . . . . . . . . 81, 155

CIRRUS SR22T. . . . . . . . . 54

DAHER SOCATA

Challenger 300 . . . . . . . . . . . 19, 46, 50, 63, 136, . . . . . . . . . . . . . . . 155, 156 601-1A . . . . . . . . 19 601-3A ER . . . . . 50 601-3R . . . . . . . . 50 604 . . . . . . . . . . . 37, 50, 51, 63, 71, . . . . . . . . . . . . . . . 137, 148, 155, 156 605 . . . . . . . . . . . 50, 51, 81, 156 650 . . . . . . . . . . . . 51, 156 850 . . . . . . . . . . . 50, 51, 156

Learjet 31A . . . . . . . . . . . 46, 54, 55, 62, 73 35A . . . . . . . . . . . 54 36A . . . . . . . . . . . 150 40XR . . . . . . . . . . 46 45 . . . . . . . . . . . . 15, 46, 72 45XR . . . . . . . . . . 46 55 . . . . . . . . . . . . 55 60 . . . . . . . . . . . . 72 60XR . . . . . . . . . . 19, 20, 49 75. . . . . . . . . . . . . 51, 53, 156

TBM850 . . . . . . . 135 TBM910/930. . . 43

PAGE

2000LX . . . . . . . . 155 2000XLS. . . . . . . 62 2000S . . . . . . . . . 5, 19, 156

AIRCRAFT

PAGE

1000B . . . . . . . . . 19 1900D . . . . . . . . . 124

HONDA EMBRAER Legacy 500 . . . . 33 Legacy 600 . . . . 34 Legacy 650 . . . . 26, 51, 156 Lineage 1000 . . 5, 11, 87 Phenom 100 . . . 62 Phenom 300 . . . 35, 49

JET . . . . . . . . . . . 29 HA420. . . . . . . . . 127

PIAGGIO Avanti II . . . . . . . 47 Avanti P180 . . . . 47

PIPER GULFSTREAM III . . . . . . . . . . . . . 45 IV . . . . . . . . . . . . . 51, 73 IVSP . . . . . . . . . . 46, 51, 53, 71, 81, . . . . . . . . . . . . . . . 156 V. . . . . . . . . . . . . . 15, 17, 18, 30, 33, . . . . . . . . . . . . . . . 87, 156 100 . . . . . . . . . . . 81 150 . . . . . . . . . . . 17, 51, 55, 81, 156 200 . . . . . . . . . . . 18, 30, 62, 73, 81, . . . . . . . . . . . . . . . 87, 136 450 . . . . . . . . . . . 5, 12, 26, 30, 51, . . . . . . . . . . . . . . . 81, 134 500 . . . . . . . . . . . 27, 81 550 . . . . . . . . . . . 17, 18, 27, 41, 51, . . . . . . . . . . . . . . . 71, 81 650 . . . . . . . . . . . 27, 41, 46, 49 650ER. . . . . . . . . 17, 27, 30 Astra SPX. . . . . . 18

HAWKER BEECHCRAFT DASSAULT FALCON

King Air

7X . . . . . . . . . . . . 2, 5, 6, 7, 33, 41, 51, . . . . . . . . . . . . . . . 63, 71, 72, 154, 155 20C-5 . . . . . . . . . 54 20F-BR . . . . . . . . 49 50 . . . . . . . . . . . . 49, 126, 154 50EX . . . . . . . . . . 19, 45, 154 200 . . . . . . . . . . . 35 900 . . . . . . . . . . . 154 900B . . . . . . . . . . 18, 33, 54, 154 900C . . . . . . . . . . 154, 155 900DX EASy . . . 35 900EX . . . . . . . . . 18, 26, 35, 132, 154 900EX EASy . . . 3, 19, 33, 154, 155 900LX . . . . . . . . . 2, 3, 19, 154 2000 . . . . . . . . . . 15, 53, 71, 73, 87, . . . . . . . . . . . . . . . 141 2000DX. . . . . . . . 155

200 . . . . . . . . . . . 54, 55, 71 350 . . . . . . . . . . . 37, 54, 73, 81 B200 . . . . . . . . . . 81 C90 . . . . . . . . . . . 54, 77, 81 F90 . . . . . . . . . . . 29, 43, 77

Beechcraft Premier IA . . . . . 63

Hawker 400A . . . . . . . . . . 76 400XP . . . . . . . . . 37, 45, 51, 76, 81, 87, . . . . . . . . . . . . . . . 156 800A . . . . . . . . . . 45, 150 800SP. . . . . . . . . 54 800XP . . . . . . . . . 30, 46, 54, 81 850XP. . . . . . . . . 37, 43, 63, 81, 138 900XP . . . . . . . . . 81 1000A . . . . . . . . . 73

Cheyenne II . . . . 71 Cheyenne III . . . 54

SABRELINER 65 . . . . . . . . . . . . 55

HELICOPTERS AGUSTAWESTLAND AW109E Power . 20 AW109S . . . . . . . 140 AW139 . . . . . . . . 35 Koala. . . . . . . . . . 81

BELL 206B . . . . . . . . . . 149 212 . . . . . . . . . . . 150 412 EMS . . . . . . 150

EUROCOPTER/AIRBUS AS350 B3E . . . . 81 EC 120 B . . . . . . 72 EC 130 B4 . . . . . 41, 73 EC 130 T2 . . . . . 81 EC 135 T2+ . . . . 20 EC 135 P2 . . . . . 20 EC 135 P2+ . . . . 20 H125 . . . . . . . . . . 149

SIKORSKY S-76A++. . . . . . . 149 S-76B . . . . . . . . . 149 S-76C+ . . . . . . . . 20, 41, 51, 149 S-92A . . . . . . . . . 20

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February 2018 – AVBUYER MAGAZINE

153

21st Century May.qxp 27/04/2017 08:45 Page 1

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' '/ ' % 22 ' & $2

/ 2!1"2*+02 1),. 0+.) 2- 02,* 021+2* ".,.-.1)21 2!1"+2 ",.)0,,2 0- 2 * ,-2&0)-"+!2 0-2&1+ 1+*-.1)2-1 *!2 1+2 0-*. ,2 0 1+02 * .) 2*2 0 .,.1)

/(#/$&#/ %2 (/$%((2 %#2(' %(2 2'& /(/#/ $( 22/$& '#% 2/$2 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ November.qxp_CBJ November06 25/10/2017 16:19 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

2009 FALCON 7X SN 041

2015 FALCON 2000LXS SN 293

Single Owner, “C” Check/Paint/Refurbished Interior

by Duncan October 2017, Preferred Interior with NO Crew Rest and Dual Aft Divans

Single U.S. Owner, Nearly $3 Mio in Options, Preferred 10 Pax Interior

2002 FALCON 900C SN 194

2008 FALCON 2000DX SN 603

Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

3,000 Hours since new, Pratt and Whitney ESP Gold; Honeywell HAPP and MSP, Falcon Service Center “C” check in 2014, 10 Pax Interior with Wifi

D L SO 2010 CITATION SOVEREIGN SN 296

1997 CITATION VII SN 7064

Single Owner, Doc 8 and Doc 10 Completed July 2016

By Citation Milwaukee, WiFi/LED Lights/Airshow 4000 etc…

3 Corporate Owners Since New, Cessna Citation Pro-Parts, Honeywell MSP Gold, Preferred 8 Place interior

OFF MARKET 2008 CHALLENGER 300 Recent Paint/Interior/96 Month Inspection, Preferred 9 Place Interior with Galley/Cabin Divider Door

1998 CHALLENGER 604 SN 5373 GE OnPoint and Honeywell MSP Gold, Triple IRS, 192 Mo Completed August 2015

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.

2008 BOMBARDIER GLOBAL XRS S/N 9236

• 3,509.3 Hours; 1,360 Cycles • For Lease or Sale • Fully Programmed

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2010 CESSNA CITATION XLS+

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 S/N 560-6058

• 2,060 Hours; 2,082 Landings • For Lease or Sale • Aircell ATG-4000 Gogo HSD Internet

2015 BOEING 787-900 S/N 37109

2013 DASSAULT FALCON 2000S S/N 705 • 1,378 Hours; 1,066 Landings • Fully Programmed • EASy II Avionics w/ CPDLC & SVS

• Green Boeing Completion • Ferry Time Only • Available for Viewings in Europe

2008 BOMBARDIER CHALLENGER 605 S/N 5745

2007 BOMBARDIER CHALLENGER 300 S/N 20131 • 1,944.6 Hours; 1,061 Landings • MSP Gold Engine & APU Coverage • Fresh 12 Month Inspection

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

• 5,107 Hours; 2,296 Landings • Engines Enrolled on Program • 96 Month Completed May 2016

I N FO @ JETC RAF T. CO M

2-2018_AVBuyer_Back Cover_Simple Complex.indd 1

ALSO AVAI L ABLE 2006 BOEING BBJ FEATURED 2015 CHALLENGER 650 2005 CHALLENGER 604 2010 CHALLENGER 605 2008 CHALLENGER 850 2009 GLOBAL XRS 2014 GLOBAL 5000 2015 GLOBAL 6000 1991 CITATION II 2010 GULFSTREAM G150 1988 GULFSTREAM GIV 1995 GULFSTREAM GIVSP 2006 HAWKER 400XP 2009 LEARJET 75 2010 LEGACY 650

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