AvBuyer Magazine June 2017

Mente FC June 2017.qxp_FC December 06 24/05/2017 14:57 Page 2

June 2017

™

B U S I N E S S

A V I A T I O N

THIS MONTH Aircraft Comparative Analysis: King Air 350i/350iER GAMA Q1 2017 Shipment Analysis

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

Consulting Transactions Asset Management Intelligent Solutions for Private Aviation

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Editor Welcome June17.qxp_JMesingerNov06 24/05/2017 14:27 Page 1

Editor’s Welcome ATC Privatization: In Washington, Bad Ideas Are Hard to Kill

W

hile politicians in Washington, DC and media almost everywhere seem consumed by machinations of the Trump Administration, the US Business Aviation community and possibly international operators that frequent US airspace are focused on the debate concerning privatization of the FAA’s air traffic control (ATC) system.

Hearings were held May 17 before the Committee on Transportation and Infrastructure of the US House of Representatives to explore the need to reform FAA and its ATC establishment to build a 21st century aviation system for America.

Underlying the debate is Chairman Bill Shuster’s Aviation, Reform and Reauthorization Act, known in legislative parlance as H.R. 4441, which would establish an independent, not-for-profit corporation to provide domestic ATC. Governance of that corporation, if formed, would be dominated by the major US Airlines and interests aligned with commercial air carriers.

Originally introduced last year by Representative Shuster, a Republican from the state of Pennsylvania, the US Senate failed to consider H.R. 4441 and the US House did not vote on the measure.

Instead, Congress enacted a short-term authorization of the FAA until September 1, 2017. Thus the debate continues.

At stake is a transportation infrastructure that currently supports many more aircraft movements than occur in any other country, has an outstanding safety record, and facilitates $1.5 trillion in economic activity while generating 11.8 million jobs.

Air transportation contributes 5.4% of the US GDP and enables additional economic activity by companies and entrepreneurs who must travel by air to

conduct their business. The current ATC system in the US moves aircraft safely, efficiently and dependably.

User fees are low but fair, and operators of all types of aircraft, from large airliners flown by Scheduled Airlines to Business and General Aviation aircraft used by owner/operators and corporations, have unfettered access and are handled with expertize. The US ATC system accommodates the large and diverse aviation community, and it does so very well indeed.

Transportation is an enabling technology for economic development and improved quality of life for all citizens.

People who never travel still benefit from the commerce that travel enables. In today’s fast-paced world, air travel is by far the dominant mode of transportation for distances beyond a few hundred miles.

Thus great care must be exercised before changing an infrastructure, such as the US system of air traffic management and control, that works exceedingly well for all parties and is not shaped by the vested interests of a few key players.

Air traffic control is a monopoly now and needs to remain a monopoly. Only government should run a monopoly, where elected officials in the Congress govern the system.

We urge all users of the US aviation system, regardless of where their aircraft is registered, to follow the debate unfolding in Washington. Let your elected representatives or your US associates/customers know how ATC Privatization would impact your business.

Placing ATC in the hands of the Scheduled Airlines would lead to access barriers that Business Aviation neither wants nor deserves.

Jack Olcott Editorial Director, AvBuyer

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 4

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Aircraft Index see Page 153

2 Mente June.qxp 25/05/2017 14:28 Page 1

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Contents Layout JUNE17.qxp 24/05/2017 14:45 Page 1

Contents Volume 21, Issue 6

June2017

T BizAv Intelligence

16

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

78

NTSB’s Most Wanted List – Loss of Control: With LOC prominent again on NTSB’s most-wanted list, we assess an avoidable LOC-related PC-12 accident

30

Finding & Exploiting Industry Overlaps: We explore JETNET’s YachtSpot to ask what are the relationships between the yachting & aviation industries?

82

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

86

Specifications: Medium jet performance and specifications comparisons

96

Aircraft Comparative Analysis – Beech King Air 350i/iER: How does the Beech King Air 350i/iER squareup against Piaggio’s Avanti II? Find out here…

36

GAMA Q1 2017 Shipment Analysis & Report: Things look a little better for new airplane shipments in Q1 2017.

Mike Potts markets…

T Flight Department

46

50

56

64

8

AVBUYER MAGAZINE – June 2017

Understanding Aircraft Finance: David Wyndham discusses when and why financing for an aircraft purchase remains a viable option today…

Used Aircraft Financing Facts: Cutting through the myths of aircraft financing, Dave Higdon talks facts on the availability of aircraft loans Countdown to ADS-B (Out) Compliance – Part 2 of 3: Less than three years before the equipage requirement comes due for ADS-B, are you ready?

What’s the Real Cost of NextGen: Asset Insight’s Tony Kioussis and Barb Spoor offer a plain-speaking guide to understanding NextGen and its impact on operators…

72

Buying a Jet - New vs Used: What are the risks and rewards associated with buying a new or a used jet as your next company aircraft?

76

Tips to Keep Staff Pilots & Improve Safety: Mario Pierobon considers how employee retention helps a flight department’s safety effort…

www.AVBUYER.com

T Boardroom

102

Business Aviation Insurance Fundamentals: Heidi Albers of Cooling & Herbers P.C. asks, what does your stated coverage actually provide?

106

What’s Your Business Aircraft Worth Today: Jeremy Cox discusses points of value specific to used Embraer Phenom and Legacy jets ‘For Sale’

110

When is the Right Time to Sell Your Jet: Jet Tolbert looks at the factors that drive the need for a change of business aircraft

T Community News

115

BizAv Review: OEM News from around the BizAv Community

Next Month

• • •

Aircraft Comparative Analysis Dealer Broker Market Update Entry-Level & Light Jet Spec & Values

Aircraft Index see Page 153

YOU NEVER FLY BEYOND OUR REACH More than 4,000 dedicated service professionals worldwide. Support wherever you need it.

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FAST teams are positioned throughout the globe. Timing of delivery of personnel and parts can be affected by local government agencies, regulations or permits.

Avpro June.qxp_Layout 1 23/05/2017 10:13 Page 1

Avpro June.qxp_Layout 1 23/05/2017 10:14 Page 2

Avpro June.qxp_Layout 1 23/05/2017 10:14 Page 3

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Avpro June.qxp_Layout 1 23/05/2017 10:14 Page 5

Freestream June.qxp 24/05/2017 09:57 Page 1

2009 Airbus A318-112

S/N: TBD

2001 Gulfstream V S/N: 622

2013 Gulfstream G550 S/N: 5415

2011 Gulfstream G550 S/N: TBD

2006/2007 Global Express XRS S/N:9223

2011 Dassault Falcon 7X S/N: 147

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

2009 Gulfstream G450 S/N: 4170

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MarketIndicators June17.qxp_Layout 1 23/05/2017 16:01 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary BizAv Owner/Operator Sentiment Improves Somewhat for Q1 2017 In what has become a pattern, those of us who seek to understand and draw insights from the dynamic business aircraft marketplace are once again facing a spectrum of indicators that seemingly point in different directions. Rollie Vincent, Editor, Market Indicators, seeks to make sense of the latest trends… ome market indicators are positive, some discouragingly flat and some consistently negative.

From a 30,000-foot perspective, this mix of indicators continues to look more like a choppy sea than a smooth and protected sailing area.

Depending how you look at it, aircraft utilization - perhaps one of the most fundamental measures of Business Aviation’s value - is up approximately 4-5% Year-over-Year (YoY) through the first few months of 2017 in the key US and European markets.

While this is certainly a positive development, we should expect flight activity to increase at least somewhat in sync with fleet growth, as new deliveries outpace the number of aircraft that are removed from service. Based on recent industry performance, the business jet fleet has been expanding at about 2% per year, so overall business jet utilization should presumably be expanding at a rate at least that high and hopefully even higher.

As always we need to be cognizant of the dangers of looking

S

16

AVBUYER MAGAZINE – June 2017

at something too myopically. There is an argument to be made that aircraft utilization growth should be higher than, say, the low single-digit percentages, especially if the prior year’s level of flight activity was muted – making for an easy comparable.

A slow but steady increase in activity after a market correction will be inadequate to return to the prior peak. A simple arithmetic example will help to illustrate the point: If an indicator (for example, the number of take-offs and landings, the volume of airplane sales or new factory deliveries, or the average transaction price of a pre-owned business jet) drops 50% during a cyclical downturn, it will ultimately need to double (i.e. increase by 100%) simply to return to its prior level.

This implies that rates of growth, especially in a classic Vshaped recovery, can appear to be relatively high and well above the single-digit percentage values that we are witnessing today.

After a sharp downturn in US business jet flight activity in the post-crisis 2009 period, growth has certainly returned but at a slower pace than expected. In fact, overall US business jet

www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators June17.qxp_Layout 1 23/05/2017 16:02 Page 2

utilization levels as measured by take-offs and landings (cycles) are now only eclipsing those from 2003, despite the fact that the US fleet has expanded by more than 50% since that time to today. What does this tell us? We are in a classically oversupplied market.

How Does this Situation Change?

There are two sides to any recovery – more demand or less supply. More demand is certainly the preferred path for those who are currently gainfully employed in the industry, and could be reflected in more and new buyers coming into the market to take advantage of attractively priced business aircraft assets.

As we have said in prior articles, the value-for-the-dollar calculation in a business aircraft has not been more attractive.

Airplanes that offer exceptional performance, comfortable and productive ‘offices-in-the-sky’, and advanced technology features, have never been more attractively priced.

This is especially so in the used business aircraft market, where some 5+year-old aircraft that still retain the factory-fresh look, feel and aroma can be purchased for just 50 cents on the dollar, or sometimes even less.

So – have we seen a massive influx of new buyers, swooping in to take advantage of historically attractive prices? Not so much. From what we understand, the level of concept buying (people purchasing a business aircraft who did not previously own one) is actually down in the post-recession period.

Depending upon how you look at things, this is either a marketing problem (i.e., we are not yet effectively communicating the appeal of the product or service) or an opportunity to convince the less-than-savvy to finally join the jet set.

Recent residual value performance is clearly dampening enthusiasm for business aircraft ownership, especially amongst those who have counted themselves fortunate to miss this most recent cyclical downturn.

An Uber-style business aircraft service - or something completely different but offering access to Business Aviation across a much broader spectrum of users – is another potential pathway to growth for the industry. In the late 1990s and early 2000s, the acceleration of fractional ownership programs and the advent of the popular ‘Jet Cards’ and other lease-type products propelled business jet utilization growth, especially in the US. These programs continue to be popular with customers, although much of the recent aircraft order activity from this segment has been for replacement aircraft rather than all-new growth. For the time being, the search for the Holy Grail of lower-cost business aircraft flights will continue, not helped by an environment of higher than expected costs for Jet-A fuel and for aviation professionals as commercial airlines accelerate pilot and A&P hiring and increase their pay/benefits levels.

the customer. In the longer-term, the more strategic question is whether OEM actions essentially ‘train’ the customer to expect a discount the next time an airplane is needed. Getting off this slippery slope is a collective imperative the industry requires to return to health sooner than later, involving strategies such as lowering production rates, taking low-volume aircraft out of production, and eliminating aggressive promotional pricing.

Owner/Operator Market Sentiment

Results from the most recent JETNET iQ Survey of business aircraft owners and operators were still being assessed as this issue of AvBuyer was being produced. Based on more than 350 respondents (about 70% completed as we went to press), owner/operator sentiment is certainly rebounding after a sharp downturn in 2016 that was driven by discouragingly low scores in the Large Cabin Jet segment and from markets outside North America and Europe.

When asked to describe where Business Aviation is in the current business cycle, 54% of respondents worldwide indicated that we are past the low point. Optimists outnumbered pessimists by a factor of almost 2.5-to-1 in data collected to date, continuing a significant uptick that has been underway since Q4 2016. Sentiment appears to be strongest amongst respondents based in Europe, and weakest in socalled emerging markets in the Rest of World (namely, Africa, Asia Pacific, Middle East, and CIS).

MI www.rollandvincent.com 

The Advantage of a Deal

On the supply side, OEMs have been prudently lowering their production rates to be in better alignment with the current levels of demand. Pricing discipline is “all the talk” right now, but the proof is always in the proverbial pudding, and the costs of losing a long-loyal customer to a discounting competitor can be too much for anyone to reasonably ignore.

In the short-term, the advantage of a ‘deal’ certainly goes to Advertising Enquiries see Page 4

www.AVBUYER.com

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

June 2017 – AVBUYER MAGAZINE

17

MarketIndicators June17.qxp_Layout 1 23/05/2017 16:02 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America Reviewing Year-over-Year (YoY) flight activity, TRAQPak data indicate that April 2017 posted an increase of 5.3% over April 2016. Nevertheless, April posted a Month-over-Month (MoM) decrease of -4.1% versus March 2017…

The YoY results by operational category were all positive with Part 135 activity rising significantly, Fractional activity also recording a large rise, and Part 91 activity increasing marginally.

The aircraft categories were positive as well with Large & Mid-Size Jets posting the largest gains, up 8.8% and 7.7% respectively. Small Jets and Turboprops (led by the fractional single engine market) saw increases of 2.9% and 3.3%.

Month-Over-Month

April’s down-trend Business Aviation

flight activity represented the typical movement for this period. Results by operational category were negative for the month, with Part 91 posting the largest decrease. Part 135 and Fractional activity were also off for the period.

Aircraft categories were down as well with Large Jets posting the largest monthly decline.

Next Month’s Forecast

TRAQPak analysts estimate there will be a 3.9% increase in overall flight activity YoY in May 2017 (versus May 2016).

MI www.argus.aero

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

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

1.1%

5.0%

22.2%

3.3%

SMALL CABIN JET

-0.9%

7.2%

8.4%

2.9%

MID-SIZE JET

0.4%

20.0%

5.3%

7.7%

LARGE CABIN JET

1.9%

20.2%

14.0%

8.8%

ALL

0.5%

11.3%

8.5%

5.3%

TABLE B - APRIL 2017 vs MARCH 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-7.1%

0.8%

10.0%

-3.5%

SMALL CABIN JET

-6.8%

-1.3%

-6.2%

-4.8%

MID-SIZE JET

-5.7%

0.7%

-2.2%

-2.7%

LARGE CABIN JET

-6.8%

-6.2%

-9.7%

-7.0%

ALL

-6.6%

-0.7%

-3.4%

-4.1%

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

18

AVBUYER MAGAZINE – June 2017

BizAv Activity Europe

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

There were 63,587 Business Aviation departures in Europe in April 2017, representing a -1% YoY slowdown in activity according to WINGX’s latest monthly Business Aviation Monitor…

Business jet activity was flat, Piston flights were up and Turboprops were down in Europe during April. YTD, 2017 Business Aviation activity is still up by 4%. Germany took the brunt of the declining activity this month, with Business Aviation flights down by -11%.

(The biggest drop came in business jets departures, dropping -17%. Germany domestic and Germany-UK flights declined the most.)

Flight activity from France continued to increase, however. UK activity was slightly down, and Italy maintained its YTD decline. In contrast, flight activity in Spain jumped more than 20%, while flights from Switzerland and Russia were slightly up.

Whilst overall activity within Europe declined this month, there was strong growth in flight arrivals from Africa and Asia. Arrivals from the Middle East and CIS region were moderately up, but transatlantic arrivals slumped -12% YoY and are trending down this year.

Contrasting trends were seen between Private and AOC flights, with Private flights declining -5%, maintaining a slowing trend over the last 12 months, whereas AOC flights were up 4% and have increased in each of the last six months. AOC activity was well up in several countries, including >10% in Italy, 15% in France, >20% in Spain and Greece, and almost 40% in Portugal.

Conversely, Private flights declined in all top five markets and by approximately 10% in Germany, Italy and Belgium. continued MI www.wingx-advance.com  on page 20 Aircraft Index see Page 153

Hatt & Associates June.qxp_Layout 1 23/05/2017 10:15 Page 1

2011 Hawker 4000 S/N: RC-64. Reg: N446CC 1,033.5 Hours since New

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2003 Hawker 800XP S/N: 258640. Reg: N896QS 8,559.5 Hours since New

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Engines Enrolled on MSP ProLine 21 Avionics Suite AirCell ATG-5000 WiFi

2016 Gulfstream G150 S/N: 0322. Reg: C-FWEE 160.3 Hours since New Collins ProLine 21 Avionics suite GoGo Business Aviation Broadband Internet System Equipped with TCAS II change 7.1 upgrade Equipped with ADS-B-In / Out

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MarketIndicators June17.qxp_Layout 1 23/05/2017 16:03 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET Q1 2017 Used Aircraft Sales Summary JETNET released its Q1 2017 pre-owned business jet, business turboprop, helicopter and commercial airliner market data, and generally, inventories are down across the board, except for business jets…

Highlighted in the table (below) are key worldwide trends across all aircraft market segments, comparing March & Q1 2017 with March & Q1 2016. The Business Jet market is the only segment to show an increase (+6.7%) in sales transactions.

Commercial turboprops and business turboprops showed the largest decreases in the ‘For Sale’ numbers (101 and 86 fewer turboprops, respectively) in Q1 2017 vs. Q1 2016. Turbine helicopters were the only segment to show an increase in ‘For Sale’ numbers, up 18 units from 1,461 in March 2016 to 1,479 in March 2017.

Across all aircraft sectors, there were a total of 6,355 or -6.9% fewer aircraft ‘For Sale’ in the quarterly comparison.

Accordingly, fleet ‘For Sale’ percentages for business jets and business turboprops showed the largest decreases

20

AVBUYER MAGAZINE – June 2017

of all market sectors in the quarterly comparison: 11.2% (-0.5pt), and 7.8% (-0.7pt), respectively.

As mentioned, business jet retail sale transactions showed a 6.7% increase, and are taking less time (-21 days) to sell than last year. However, business turboprops showed a decrease of 9% in sale transactions, and are also selling in less time (-5 days).

Turbine and piston helicopters saw declines in sale transactions in the Q1 comparisons, at -3.1% and -20.2%. These aircraft took more days to sell, with turbine helicopters taking 56 days and piston helicopters 10 days more.

Commercial airliners are reported by JETNET, and include the numbers ‘For Sale’ for both commercial jets (including airliners converted to VIP) and commercial turboprop aircraft. Interestingly, business jets (at 586) and commercial jets (at 454) accounted for 55% of the total full sale transactions (1,883).

MI www.jetnet.com

www.AVBUYER.com

AMSTAT:

Used Light & Mid-Size Jet Sales Rise

Used retail transactions in the Light and Mid-Size business jet segments experienced one of their best Q1 results in the past 10 years, according to Amstat…

Mid-Size jet turnover was 2.6% of the fleet in Q1 2017, just shy of the rolling 10-year high of 2.7% (in Q1 2014).

Light jet turnover, meanwhile, was 2.8%, narrowly trailing the 2.9% and 3% turnovers recorded in Q1 2013 and 2008, respectively.

Business jet transactions increased slightly in Q1 2017, with 2.4% of the fleet turning over versus 2.3% a year ago, Amstat said. However, transaction activity in the Large Cabin jet segment declined by -0.1 points from a year ago, to 1.6% turnover. Business turboprop transactions, at 1.6% fleet turnover, had the worst Q1 performance for this segment since 2009.

Business jet inventory finished the quarter with 11.2% of the active fleet ‘For Sale’, unchanged from a year ago.

Mid-Size and Large Cabin jet inventory continued to contract—now at 11.2% and 10%, respectively—but light jet levels increased from 11.2% in January to 12% in March. The number of Turboprops ‘For Sale’ also crept up over the last quarter, from 8.2% to 8.5%.

Average asking prices declined across the board from a year ago: Light Jets declined -1.4%; Mid-Size Jets declined -4.6%; Large Cabin Jets declined -1.8%; and Turboprops declined -3%. continued on page 22 MI www.amstat.aero  Aircraft Index see Page 153

Eagle Aviation June.qxp_Layout 1 23/05/2017 10:17 Page 1

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MarketIndicators June17.qxp_Layout 1 23/05/2017 16:56 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Avionics Q1 2017 Sales Report The Aircraft Electronics Association released its Q1 2017 Avionics Market Report, which showed a large uptick in retrofit sales versus Q1 2016...

In Q1 2017, total worldwide Business & General Aviation avionics sales amounted to >$566m. The figure represented a 0.01% increase in sales compared to Q1 2016. Although the sales amount was nearly identical to Q1 2016, it marked the first time since Q4 2015 that sales increased during the same period from the previous year, snapping a string of seven consecutive quarterly reports showing a decrease in sales from the previous year.

“This quarter offers mixed reviews, as industry saw a substantial decrease in forward-fit sales (43% total) offset by a larger increase in retrofit sales (57%

total),” said AEA President Paula Derks.

“We have seen an increase in the percentage of sales coming from the retrofit market for four straight years, but this quarter marks the biggest swing toward that industry segment.

Although the final sales amount was nearly identical to Q1 2016, it indeed showed a slight increase for the first time in several reporting cycles, which ends a downward trend during the last couple of years.”

According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 69.3% of Q1 2017 sales occurred in North America, and 30.7% in other international markets.

MI www.aea.net

Q1 WORLDWIDE BUSINESS & GENERAL AVIATION AVIONICS SALES 2016

2017

% CHANGE

RETROFIT

$256.46m

$322.89m

25.9%

FORWARD FIT

$309.64m

$243.29m

-21.4%

YTD

$566.10m

$566.18m

0.01%

Is Europe Turning The Corner?

Presenting the state of the European Business Aviation industry at its annual press conference, Brandon Mitchener, CEO, EBAA, said that the sector was BRANDON MITCHENER showing promising signs of vigour after a few years of flat figures...

“We’ve now had six months of steady growth in traffic numbers and they’re 22

AVBUYER MAGAZINE – June 2017

the best since 2011,” said Mitchener.

“This is an exciting time for Business Aviation, with innovative new aircraft, technologies and business models coming to the fore. The industry is looking dynamic as it expands its offerings for new and existing customers and aircraft owners.

“It’s a vibrant, evolving industry and many players are developing new ways of working that further expand customers’ freedom of choice. This includes online booking platforms with faster response times, more transparency and better pricing.”

MI www.ebaa.org www.AVBUYER.com

UBS Bizjet Index Down, but Optimism Still High

The latest business jet index from UBS Global Research dropped two points, to 51, but is nonetheless the third consecutive month it has been above the 50 mark, which denotes a strengthening market…

By cabin size, the Light Jet index leads at 56, followed by Mid-Size Jets at 50 and Large Cabin Jets at 47. All three of those indexes eroded slightly from the previous month. According to UBS aerospace analysts David Strauss and Darryl Genovesi, the drop in the index is driven by lower willingness of dealers to increase inventory, less optimism about the 12-month outlook, higher used business jet inventory levels and weaker customer interest, partially offset by better pre-owned pricing.

“While lower, our customer interest score (77) remains near its high since the financial crisis,” they said.

Customer interest remains strongest in North America at 79, followed by Europe at 57 and Asia at 54.

Of survey respondents, 59% now expect the outcome of the US Presidential election to ultimately be positive for the business jet market— down from 65% in February.

Meanwhile, 11% don't see a positive impact and 30% are unsure. Regarding actual pre-owned transactions, half said they have seen an increase since the election, similar to UBS’s prior survey, versus 8% that have seen lower volumes, up from 5% in the previous survey. (Words courtesy AIN) continued on page 24 MI www.ubs.com  Aircraft Index see Page 153

General Aviation June.qxp_Layout 1 23/05/2017 10:24 Page 1

MarketIndicators June17.qxp_Layout 1 23/05/2017 16:07 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on April 28, 2017 covering 92 fixed-wing models, and 1,942 aircraft listed for sale, revealed Ask Prices for tracked models fell -0.8% in April…

The -0.8% decline for April follows March’s -1.7% decline, for a total decrease of -13.5% over the past twelve months (representing a new record low figure).

Large and Small Jets were down -2.2% and -2.3%, respectively, with Large Jets posting a 12-month low figure. Medium Jets and Turboprops fared better, posting a 2.0% and 0.2% value gain, respectively.

While overall Asset Quality decreased for the fifth consecutive month, the inventory fleet still maintained an ‘Excellent’ rating. The Quality Rating Trendline is now definitively negative, high quality assets having been absorbed and Maintenance Exposure on the rise.

Quality Rating: The Asset Insight Quality Rating remained at a 12-month low figure, decreasing another 2.0 AI2 basis points, to 5.276, from March’s 5.296, on Asset Insight’s scale of -2.5 to 10.

Maintenance Exposure: The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) posted a 2.5% increase/deterioration to $1.46m from last month’s $1.424m.

receded over 19% during the past 12 months posting another record low figure.

Table A For sellers, success is dependent on their ability to analytically justify the value of their asset.

Medium Jets: Although still weak, Ask Price has improved from March’s record low. Last month’s transactions removed mostly average to below average assets from inventory, pushing the Maintenance Exposure value to a 12-month best figure, and maintaining an ‘Excellent’ Asset Quality rating.

Perhaps sellers heeded Asset Insight’s advice to seriously consider all offers.

Whatever the case, it will take quite a few transactions for pricing to confidently Table B strengthen, based on the available inventory.

Small Jets: Higher quality aircraft traded HIGH RISK AIRCRAFT LOW RISK AIRCRAFT last month, but a larger number of lower quality assets were added to inventory, MODEL ETP RATIO ETP RATIO MODEL decreasing the group’s Quality Rating to ‘Very Good’, and posting a 12-month low 41.9% citation bravo G650 3.0% figure. Maintenance Exposure was better 42.1% g-200 BOEING BBJ 5.4% than the 12-month average, while Ask Price citation excel 560xl 42.2% F900LX 7.0% hovered just above the 12-month low, falcon 2000 44.1% CITATION CJ4 525C 7.0% kingair 300 44.8% Phenom 300 8.4% creating a better than average ETP Ratio. citation x (msg3) F2000LX 10.0% 47.0% Market saturation is the challenge for CITATION CJ2+525A 12.4% GV 47.3% sellers and buyers, the former from a price F900EX EASY 14.6% hawker beechjet 400a 47.4% justification standpoint, the latter from an Citation Sovereign 680 15.0% 47.8% learjet 45xr Citation CJ3 16.3% asset quality analysis perspective, to ensure 48.6% citation v ultra g-150 16.3% 50.4% learjet 45 that a low price also means a good value.

Exposure to Ask Price (ETP) Ratio FALCON 2000EX Easy 16.6% 51.4% learjet 45 w/apu Turboprops: With a near 6% inventory G 450 18.0% The tracked fleet’s ETP Ratio (an aircraft’s hawker 800xp 56.2% fleet reduction, and with many higher Pilatus PC-12 18.3% Maintenance Exposure divided by its Ask premier 1 60.6% CL-605 20.3% quality assets trading, the group Price) deteriorated to 54.1%, from last global express 69.5% 21.3% Citation Encore maintained its ‘Good’ Quality Rating last month’s 53.1%. (Asset Insight considers any falcon 50 69.8% Challenger 300 21.7% G550 22.0% ETP Ratio over 40% to represent excessive month. Not surprisingly, Maintenance citation vi 74.8% Exposure eroded a bit, but Ask Price CITATION CJ2 23.1% citation v 560 75.5% Exposure in relation to Ask Price, and the hawker 900xp 23.2% giv-sp remained unchanged helping the ETP 76.3% tracked fleet’s average has been above citation xls piaggio p-180 24.5% 76.9% 40% for the past 28 months.) Interestingly, Ratio. global 5000 25.3% learjet 60 80.3% Considering the number of aircraft still at 46.5%, Turboprops returned the learjet 60xr 26.0% hawker beechjet 400 83.4% listed ‘For Sale’, market saturation is a piper meridian 26.2% lowest/best figure this month, followed by 86.1% hawker 1000a King Air 350 - Post 2000 26.6% giv-sp (msg3) 93.0% Large Jets at 46.7%, Medium Jets at 59.3% challenge that sellers are likely to face for 25.4% GLOBAL 5000 KING AIR 350 - PRe 2001 26.7% citation ii 97.7% – the only group to post an improvement, some time to come. Buyers might see this F900EX 27.0% giv as a positive market attribute, except that 105.4% and Light Jets at 59.7%.

KINGAIR b-200 - POSt 2000 27.5% beech-1900c 107.5% most need to sell an asset before acquiring citation mustang 510 28.1% learjet 31 107.6% another one. phenom 100 28.9% kingair c90 108.4% Market Summary falcon 50ex 29.5% Lastly, in conducting appraisals for 114.4% hawker 800a Asset Quality continues to be ‘Excellent’ – PIAGGIO P-180 II 31.0% even though it posted the lowest figure of buyers and aircraft financiers, Asset Insight learjet 55c 122.2% embraer legacy 600 31.3% is surprised by the number of aircraft learjet 35A 126.6% the past twelve months, and great values 33.3% hawker 850xp trading without addressing the upcoming 33.9% f900b cl-601-3r 126.8% continue to be available for buyers by 34.0% global xrs citation isp 132.7% virtue of the record low average Ask Price. NextGen equipage mandates – many 34.7% buyers apparently viewing this as a way of citation cj1+ falcon 20-5 167.8% For sellers, high ETP Ratio figures create reducing their acquisition price. cl-601-3a 167.9% citation xls (msg3) 35.1% ongoing challenges as knowledgeable 35.8% cl-601-1a hawker 400xp 181.5% Asset Insight warns this could be a buyers are likely to decrease their offer 38.5% PREMIER 1A learjet 55 201.6% serious mistake and one likely to ground price to address maintenance exposure cl-604 38.8% aircraft come January 1, 2020. The FAA has figures. kingair b-200 - pre 2001 39.2% twice affirmed it will not push back its ADSLarge Jets: Quality Rating remained B effective date. With facility capacity ‘Excellent’, albeit at the group’s 12-month limited, and decreasing as each day goes low, as a number of higher quality aircraft by, modification cost is already increasing. transacted this month, negatively Source: AMSTAT Maintenance Exposure to Ask Accordingly, Asset Insight strongly impacting that figure as well as Financial (www.amstatcorp.com) Price Ratio (“ETP Ratio”) recommends buyers and sellers take Asset Insight, Inc Exposure – which worsened in excess As of April 28, 2017 immediate action to equip their aircraft. (www.assetinsight.com) of 3%.

The group continues offering good MI www.assetinsight.com T value for buyers, as Ask Prices have

24

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators June17.qxp_Layout 1 23/05/2017 16:06 Page 7

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 (www.amstatcorp.com) * The accured cost of future scheduled maintenance

Advertising Enquiries see Page 4

www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

25

O'Garajets June.qxp_Layout 1 24/05/2017 10:03 Page 1

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Jetnet June.qxp_Layout 1 23/05/2017 14:36 Page 1

BIZAV INTELLIGENCE T MARKET ANALYSIS

Finding and Exploiting Industry Overlaps Understanding Relationships Between the Yachting & Aviation Industries What do you get when you cross hundreds of yachts with hundreds of aircraft? It may sound like a joke in need of a punchline, but JETNET is deadly serious about YachtSpot, launched in response to an observation that the yacht and aviation industries have been serving a few of the same clients (and potential clients) for the past three decades… orldwide, about one percent of turbine aircraft owners also own luxury yachts of 24 meters or longer in length. Nevertheless, in their illusive search for High-Net-Worth Individuals who might be prospects for either the boating or the aviation industry, marketers from those diverse communities participate side-by-side from time-to-time in the same trade shows and special events.

Identifying the mega rich requires looking in unique places where there might be a connection, even if the universe of dual ownership is very small.

Building on this reality there have been two noteworthy announcements connecting well-established yacht and aviation companies (Northrop & Johnson with Crystal Aircruises, and Camper & Nicholsons with Air Partner) in the past couple of months alone.

“It’s a given that each industry has exacting demands that influence the identification of HNWIs, as well as the financing, insuring, management, understanding of asset amenities and completion of complex legal transactions,” Mike Foye, Director

W

30

AVBUYER MAGAZINE – June 2017

of Marketing, JETNET, explains. “The question is which sources of information exist that professionals can use to understand not only their own world, but the opportunities within the other industry?”

By way of providing the answer, and having set the stage over the past 30 years for research into the buying patterns, ownership tendencies and financial solutions of owners and operators relating to aircraft, JETNET has applied its experience to gather data on luxury yachts of 24m in length and larger.

By researching and identifying the owners, operators, captains, managers, central agents, and others, JETNET YachtSpot is the only single database offering the key contacts in the worlds of luxury yacht and private aircraft ownership and management.

Individually-Owned Yacht/Aircraft Cross-Over

So how could an aviation dealer/broker or charter company (for example) that is interested in the sparse overlap between the markets find the combined data and make them work in practice?

As recorded on YachtSpot, as of May 16, 2017, there were 538 Business Jets, 64 Turboprops, and 116 Helicopters owned by 346 individuals who also own yachts. By means of comparison, JETNET reports that there are over 33,482 owners of turbinepowered aircraft and nearly 17,800 owners of Helicopters. A breakdown of the 538 Business Jets owned by those individuals reveals 345 (64%) are Heavy Jets; 115 (22%) are Medium Jets; 72 (13%) are Light Jets; and 6 (1%) are Very Light Jets (Chart A, right).

www.AVBUYER.com

Aircraft Index see Page 153

Jetnet June.qxp_Layout 1 23/05/2017 14:36 Page 2

CHART A JETS OWNED BY YACHT-OWNING INDIVIDUALS (BY CATEGORY)

TABLE A INDIVIDUALS OWNING/LEASING YACHTS & AIRCRAFT TOP TEN POPULAR AIRCRAFT BY MAKE & MODEL

SOURCE: JETNET YachSpot (As of May 16, 2017)

Table A (above, right) depicts the ‘Top Ten Aircraft Owned’ by both Make and Model by those 346 individuals who also own yachts. Using YachtSpot to drill further into the most popular aircraft represented in Table A, we can discover that 13 individuals own yachts and Gulfstream G550 jets. Of these individuals, 60% have a ‘Mega’ category yacht (45-121m length), versus 36% that own Super yachts (30-45m length), accounting for a combined 96% of the total yachts in JETNET’s analysis.

Advertising Enquiries see Page 4

Two yacht manufacturers (Westport and Feadship) account for 64% of the yacht makes of these same operators, highlighting where brokers and charter providers might focus their efforts for cross-industry business opportunities. (Note that there are three helicopter models featuring within the top ten aircraft owned (by model) by individuals also owning yachts, including the Agusta/Westland AW139, Robinson R22 and Bell 412EP.)

www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

31



Jetnet June.qxp_Layout 1 24/05/2017 12:24 Page 3

BIZAV INTELLIGENCE T MARKET ANALYSIS CHART B JETS OWNED BY YACHT-OWNING COMPANIES (BY CATEGORY)

TABLE B COMPANIES OWNING/LEASING YACHTS & AIRCRAFT TOP TEN POPULAR AIRCRAFT BY MAKE & MODEL

SOURCE: JETNET YachSpot (As of May 16, 2017)

Interestingly, just over one-fifth of the AgustaWestland AW139 owners also own Giga Yachts (above 121m length), which presumably would be large enough to incorporate helipads. Of the remainder, more than half (57.1%) own or lease Mega Yachts. (Approximately 43% of the yachts comprise models manufactured by Oceanco, Lurssen and Abeking & Rasmussen.)

Company-Owned Yacht/Aircraft Cross-Over

The picture is very different when it comes to analyzing companies (as opposed to individuals) owning and leasing both yachts and aircraft. As of May 16, 2017, divided between 257 companies owning yachts and aircraft are 1,345 jets, 56 turboprops, and 199 helicopters.

Of the jets owned or leased by yacht and aircraftowning companies, 967 (or 72%) are Heavy Jets; 323 (24%) are Medium Jets; and 53 (4%) are Light Jets (Chart B, above).

Offering more insight into the significant preference for Heavy Jets among yacht-owning companies, Table B shows that the Top Three aircraft (by make) all come from OEMs that traditionally build commercial jets.

The ‘Top Ten’ aircraft owned (by model) is dominated by commercial airliners/businessliners. The one aircraft to rank in the Top 10 Aircraft (by Model) that does not have its roots in commercial airline manufacture is the AgustaWestland AW139 helicopter.

Yacht Owners without Aircraft

“The science of research is key to revealing the relationships at a far deeper level than ever before between yacht and aircraft markets.”

- Mike Foye, JETNET

So what type of yacht owner/lessee doesn’t yet own an aircraft? According to YachtSpot data, there are 1,501 individuals who either own or lease a yacht, but don’t own or lease an aircraft. Of those, 775 – or 42% – own a Super yacht (30-44m length) while a fairly even split 31% own Luxury yachts (24-29m) and 27% own Mega yachts (30-45m).

32

AVBUYER MAGAZINE – June 2017

Around 9% (or 130) yacht owner/lessees who do not own aircraft have owned aircraft previously. The majority (40%) are owners of Super yachts, again indicating yacht markets for those in the aircraft market to target for potential business when the time is right and yacht owners who have left begin reentering the aircraft market.

A look at the 3,642 companies owning yachts but not aircraft reveals a similar picture, with approximately 47% owning Super yachts. Unlike the results for individuals, however, if we look at companies that own or lease yachts that previously owned aircraft (>9% of the total number of companies owning yachts but not aircraft), the split is relatively even at 40% of Super yacht owners, 29% of Mega yacht owners, and 29% Luxury yacht owners.

In Summary

Returning to our opening question, what do you get when you cross hundreds of yachts with hundreds of aircraft? “The science of research is key to revealing the relationships at a far deeper level than ever before between yacht and aircraft markets,” Foye highlights.

Those relationships should help companies active in the Business Aviation market to exploit the crossovers and find new avenues for business opportunities that were not previously so readily identified.

“Our data strongly indicates that individual owners or dual asset owners appreciate the form and function of specific makes and models and the pairings therein,” concludes Foye.

Using the small nexus between owners of yachts and aircraft may seem challenging, but locating HighNet-Worth Individuals is analogous to finding the illusive needle in a haystack. JETNET’s new YachtSpot may be just what the marketer ordered. T More information from www.yacht-spot.com or www.jetnet.com

www.AVBUYER.com

Aircraft Index see Page 153

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GAMA June17.qxp_GAMA DEC05 23/05/2017 16:14 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q1 2017 New Airplane Shipment Analysis

The General Aviation Manufacturers Association released its Q1 2017 business aircraft shipment totals and generally things are looking up a little (although there are still some dark spots in the mix). Mike Potts delves a little deeper…

Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via msmkpotts@aol.com

36

otal Q1 2017 new airplane shipments were up slightly at 434 units, an increase of 2.8% over the 422 units delivered in Q1 2016. Jet deliveries were up 6.6% (130 units, from 122); Pistons were up 6.3% (203 units, from 191). That’s the good news.

In the ‘disappointing’ category, the turboprop segment was down from last year by 7.3% (101 units, down from 109 units reported in Q1 2016).

Total Q1 2017 billings also lagged at $3.56bn, down from $3.99bn in Q1 2016 (a reduction of 10.9%).

In Q1 2016 jets, turboprops and pistons were all

down from their 2015 totals, as were billings. And the year before that, in 2015, jets, turboprops and pistons were also all down. In fact, you have to go back to 2014 to find a year like this one, where jets and pistons were up over the year before. In 2014, the turboprops were also lagging behind the previous year’s Q1 total.

Considering the situation from a ‘trend’ standpoint, this year’s Q1 is the best since 2014.

For what it’s worth, 2013 was the last year when all three segments were ahead of the year before, and that’s actually a pretty rare occurrence. There have been only two other years (2005 and 2006) since 2000 when all three segments were ahead of the prior year.

www.AVBUYER.com

Aircraft Index see Page 153

T

Why Are Things Looking Up?

AVBUYER MAGAZINE – June 2017

GAMA June17.qxp_GAMA DEC05 23/05/2017 16:15 Page 2

Having two of the three segments ahead of the year before is also comparatively rare. Other than this year it has only happened four times this century (2007, 2008, 2011 and 2014).

Jet Market Specifics

You’ll have probably noticed that this year’s numbers are, nonetheless, a little strange in that jet deliveries are up but billings are down. Usually a surge in jet deliveries will drive billings upward too.

Looking at the specifics of the jet market, however, we can begin to understand how billings can lag in spite of an upturn in jets.

The 130 units delivered in this year’s Q1 report put jet deliveries in the same general range they have been in throughout this decade. With the exception of Q1 2014 when jets reached 154, Q1 jet deliveries have been between 123-133 units since 2011. So Advertising Enquiries see Page 4

“...we see the number of smaller jets in the mix increased significantly, particularly with Honda adding its lower cost units.” jet sales can truly be said to be flat and have been for the past seven years.

There is, however, quite a lot of movement going on in a market deemed ‘flat’. For example, just two years ago Bombardier was leading the market with 45 units. Today it’s in third place with 29.

While Bombardier might contest the assertion that the jet market is flat, www.AVBUYER.com

today’s market leader, Cessna, finished Q1 2017 with 35 units, up from 34 a year ago and would probably agree that the market is steady. As recently as four years ago, however (Q1 2013) Cessna delivered 38 jets, so can certainly recall when things were better during this ‘flat’ market.

Gulfstream finished Q1 2017 in second place with 30 units, up from 27 a year ago. Four years ago (2013) it had 29 shipments, so again the evidence supports a steady market – although at that time Gulfstream was up by 52.6% over the 19 units reported in 2012 – all of which falls within the timeframe the market has been ‘flat’.

The point is that during this ‘flat’ time, the individual OEMs have experienced some pretty significant ups and downs.

Of the eight jet OEMs reporting deliveries during Q1 2017, four enjoyed improved numbers, including Gulfstream and Cessna; two were even and two suffered downturns, including Bombardier. Dassault now only reports deliveries after Q2 and Q4.

The company with the largest gain was Honda, which finished tied for fourth place with Embraer (who experienced a fairly significant downturn). Honda, which is just finishing its first full year of production, made 15 Q1 2017 shipments, up from three a year ago.

Embraer’s 15 Q1 2017 shipments, conversely, were down from 23 units delivered in Q1 2016.

One Aviation tied for sixth place with Boeing – both reporting three deliveries.

One Aviation was even with the three units delivered in Q1 2016 while Boeing was up from one unit a year ago. Airbus brought up the rear in the business jet market with no deliveries in Q1 2017, matching the previous year’s Q1 performance.

As we look at the jet market in summary we see the number of smaller jets in the mix increased significantly, particularly with Honda adding its lower cost units. At Bombardier, while the shipment total dropped just two units, the percentage of very high-end units was down markedly; the Global 5000/6000 series was down from 14 units to eight, and the Challenger 350 dropped from 14 to nine. The Learjet series, meanwhile, gained market share from one unit to five.

The bottom line is that more lowercost jets were sold in Q1 2017 versus Q1 2016, dragging down the billings total.  June 2017 – AVBUYER MAGAZINE

37

GAMA June17.qxp_GAMA DEC05 23/05/2017 16:17 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

Turboprop Market Specifics

The turboprop market also had a downward impact on billings. Although it was not readily apparent from GAMA’s headline numbers, when you drill down into the details the turboprop market (particularly the market for twin-engine turboprops) endured a very rough Q1 2017.

Textron’s Beechcraft unit, which historically leads the turboprop market by a comfortable margin, finished tied for first place with Pilatus this year, with each delivering just 12 units in Q1 2017.

Beechcraft’s deliveries were down from 26 in Q1 2016 (-53.9%), while Pilatus was down from 19 (-36.8%).

Also down for Q1 2017 were two other leading turboprop OEMs, Cessna and Piaggio. Indeed, third place in turboprop deliveries was a big surprise: Quest reported nine deliveries for Q1 2017, up from five a year ago (+80%).

Quest has been slowly gaining momentum over the years and now takes its place among the major turboprop builders.

Cessna came fourth with eight shipments, down from 12 a year ago; fifth was captured by Daher, with seven units (+40%) from five last year. Piper was sixth with four deliveries, up from two a year ago, followed by AVIC (two, up from none); Pacific Aero (one unit, level with last year’s Q1 report); and Piaggio, which had no deliveries, down from one in Q1 2016.

Turboprop results continue to be confused by GAMA’s unwillingness to segment the agricultural aircraft. These had a strong Q1, with Air Tractor reporting 28.6% more deliveries than last year. Thrush was level with last year’s result.

So the strength of the agricultural market masked traditional corporate turboprop market weakness. Single engine corporate turboprops accounted for 41 units in Q1 2017, down from 44 last year, but the real weakness was in twin turboprops, which totaled 14 units, down 48.2% from Q1 2016 when it had 27.

Collectively, including both twins and singles, the traditional business turboprop market was down 22.5% in Q1 2017 versus Q1 2016.

Piston Aircraft Highlights

Piston aircraft sales are actually doing pretty well in the context of overall 38

AVBUYER MAGAZINE – June 2017

piston deliveries across the past decade.

The 203 units delivered in Q1 2017 is actually the third best since 2008, being surpassed only by the 209 recorded in Q1 2013 and the 241 that came the following year.

Piston sales were quite a bit stronger in the first years of the century, with deliveries in the 300-399 range for all the years except for 2005-2007 when they reached 439, 600 and 554 respectively. By 2009 piston deliveries had mostly fallen below the 200-unit mark, reaching a low of 166 in Q1 2010, so this year’s total looks pretty good.

Results in the piston market were evenly distributed, with five of the 14 OEMs reporting increased sales, five reporting a decrease and four with results that matched their 2017 and 2016 Q1 totals.

The leader in Q1 2017 piston sales is Cirrus, with 57 – matching last year’s Q1 haul. In a somewhat distant second place is Cessna, with 41 units.

Nevertheless, that represents a 51.9% increase over the 27 units Cessna delivered in Q1 2016.

In third place is Italian OEM Tecnam, which delivered 19 single-engine piston aircraft in Q1 2017, up from 18 last year.

In fourth place – and closely challenging Tecnam – is Piper with 17 units (down from 19 last year). Diamond was fifth with 11 deliveries, down from 20.

The piston twin market was up 12.5%, with 27 units in Q1 2017 compared with 24 last year. Twin piston manufacturers www.AVBUYER.com

included Diamond (10 units), Tecnam (8), Beechcraft (5) and Piper (4). Interestingly, Diamond, Tecnam and Beechcraft all matched their last year totals, while Piper was ahead of its 2016 total when it reported just one delivery.

In Summary…

The relative strength of this past quarter (turboprop twins notwithstanding) is encouraging, although piston deliveries aren’t yet strong enough to be signaling an industry-wide turnaround.

It is evident that we are, at best, in the beginnings of a slow recovery that we can only hope will see jet sales rebound into the 800-unit-per-year range sometime in the near 2020s or perhaps even a little before. It would also be nice to see the turboprop segment recover some market strength. We’ll keep you posted…

View GAMA’s Q1 2017 Shipment Report in full on page 40

NOTES: 1. A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world.

2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.

3. Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval.

4. Military aircraft shipments are not included in shipment table totals.

5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2016.

6. Diamond Aircraft HK36 Motor Glider model is included in civil make-model shipment total, but not summary tables. GAMA will further integrate CSVLA and S-LSA aircraft into future shipment reports.

7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings.

8. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.

9. Pipistrel Aircraft is a new addition to the shipment report in first quarter 2017.

Aircraft Index see Page 153



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5/17/2017 9:05:25 AM

GAMA June17.qxp_GAMA DEC05 23/05/2017 16:23 Page 4

BIZAV INTELLIGENCE T OEM SHIPMENTS

2017 First Quarter Shipment Report

MAKE & MODEL

Q1

AIRBUS CORPORATE JETS

YTD

7

MAKE & MODEL

Q1

YTD

SF50

0

0

ACJ318

0

0

TOTAL UNITS

57

57

ACJ319

0

0

TOTAL BILLINGS

$43,009,205

$43,009,205

ACJ320

0

0

DAHER

ACJ321

0

0

SOCATA TBM 910

1

1

ACJ330

0

0

SOCATA TBM 930

6

6

TOTAL UNITS

0

0

TOTAL UNITS

7

7

$0

TOTAL BILLINGS

$29,090,000

$29,090,000

TOTAL

BILLINGS7

$0

DASSAULT AVIATION

AMERICAN CHAMPION AIRCRAFT

5, 8

7EC CHAMP

0

0

2000S / 2000LXS / 900LX / 7X / 8X

N/A

N/A

7ECA CITABRIA AURORA

0

0

TOTAL UNITS

N/A

N/A

7GCAA CITABRIA ADVENTURER

0

0

TOTAL BILLINGS

N/A

N/A

7GCBC CITABRIA EXPLORER

1

1

DIAMOND AIRCRAFT

8GCBC SCOUT

1

1

HK-36

0

0

8KCAB SUPER DECATHLON

1

1

DA20-C1

4

4

8KCAB XTREME DECATHLON

0

0

DA40 (ALL)

7

7

DA42 (ALL)

4

4

TOTAL UNITS

3

3

TOTAL BILLINGS

$682,500

$682,500

AVIC GENERAL

5, 6

DA62

6

6

TOTAL UNITS

21

21

$13,609,000

$13,609,000 0

Y5B

0

0

TOTAL BILLINGS

LE500

0

0

DISCOVERY AVIATION

A2C

0

0

XL2

0

Y12 SERIES

2

2

TOTAL UNITS

0

0

$0

$0 3

TOTAL UNITS

2

2

TOTAL BILLINGS

TOTAL BILLINGS

$9,288,824

$9,288,824

EMBRAER

PHENOM 100

3

BBJ

0

0

PHENOM 300

8

8

BBJ 2

0

0

LEGACY 450

1

1

BBJ 3

0

0

LEGACY 500

1

1

B737-800

0

0

LEGACY 600 / 650

1

1

B777-300ER

1

1

LINEAGE 1000 / E190 HEAD OF STATE

1

1

1

SHUTTLES (ERJs AND E-JETS)

0

0

1

TOTAL UNITS

15

15

$203,760,000

$203,760,000 7

BOEING BUSINESS JETS

7

B787-8

1

5

B787-9

1

TOTAL UNITS

3

3

TOTAL BILLINGS

TOTAL BILLINGS7

$0

$0

EXTRA AVIATION EA300

7

LEARJET 70 / 75

5

5

TOTAL UNITS

7

7

CHALLENGER 350

9

9

TOTAL BILLINGS

$2,415,000

$2,415,000

CHALLENGER 650

6

6

GULFSTREAM AEROSPACE CORP.

8

GULFSTREAM 150 / 280

7

7

23

23

BOMBARDIER

GLOBAL 5000 / 6000

8

5

CL850 / 870 / 890

1

1

GULFSTREAM 450 / 550 / 650 / 650ER

TOTAL UNITS

29

29

TOTAL UNITS

30

30

TOTAL BILLINGS

$1,007,560,707

$1,007,560,707

TOTAL BILLINGS

$1,496,550,000

$1,496,550,000

HONDA AIRCRAFT COMPANY

CIRRUS AIRCRAFT

5

SR20

8

8

HA-420 HONDAJET

15

15

SR22

25

25

TOTAL UNITS

15

15

SR22T

24

24

TOTAL BILLINGS

$72,750,000

$72,750,000

40

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Aircraft Index see Page 153



ACQUIRE WITH CONFIDENCE. 2006 Hawker 850XP

2008 Falcon 7X

2000 Gulfstream V

2004 Citation Encore

S/N: 258752

2003 Global Express S/N: 9124

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S/N: 619

S/N: 0032

S/N: 0671

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GJCP 21716 - AvBuyer Ad - June 2017.indd 1

5/15/17 9:45 AM

GAMA June17.qxp_GAMA DEC05 23/05/2017 17:03 Page 5

BIZAV INTELLIGENCE T OEM SHIPMENTS MAKE & MODEL

Q1

YTD

MAKE & MODEL

ICON AIRCRAFT

Q1

YTD 9

QUEST AIRCRAFT COMPANY

A5

2

2

KODIAK 100

9

TOTAL UNITS

2

2

TOTAL UNITS

9

9

TOTAL BILLINGS

N/A

N/A

TOTAL BILLINGS

$21,996,959

$21,996,959

AIRVAN 8

4

4

ASTM - LSA

17

17

TOTAL UNITS

4

4

P2002JF

6

6

TOTAL BILLINGS

$2,907,840

$2,907,840

P92JS

0

0

MX-7-180C

0

0

M-7-235C

0

M-7-260C

0

TOTAL UNITS TOTAL BILLINGS

MAHINDRA AEROSPACE

5

TECNAM AIRCRAFT6

MAULE AIR, INC.

P2002JR

0

0

P2008JC

4

4

0

P2006T

8

8

0

P2010P TWENTY TEN

9

9

0

0

TOTAL UNITS

44

44

$0

$0

$10,400,630 TOTAL BILLINGS TEXTRON AVIATION 4, 5 (BEECHCRAFT CORPORATION)

$10,400,630

M20R OVATION

1

1

BONANZA G36

3

3

M20U OVATION ULTRA

0

0

BARON G58

5

5

M20TN ACCLAIM

1

1

KING AIR C90GTx

2

2

M20V ACCLAIM ULTRA

0

0

KING AIR 250

4

4

TOTAL UNITS

2

2

KING AIR 350i / ER

6

6

TOTAL BILLINGS

$1,376,400

$1,376,400

TOTAL UNITS

20

20

$86,936,875

$86,936,875

3

3

TEXTRON AVIATION

3

3

CE-172S SKYHAWK SP

20

$8,985,000

$8,985,000

CE-182T SKYLANE

7

7

CE-T206H TURBO STATIONAIR

13

13

MOONEY INTERNATIONAL CORP.

ONE AVIATION CORP.

5

ECLIPSE 550 TOTAL UNITS TOTAL BILLINGS

5

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

PACIFIC AEROSPACE LTD.

4, 5

(CESSNA AIRCRAFT COMPANY) 20

PAC 750XL

1

1

CE-240 TTx

1

1

TOTAL UNITS

1

1

CE-208 CARAVAN 675

3

3

TOTAL BILLINGS

$1,600,000

$1,600,000

CE-208B GRAND CARAVAN EX

5

5

CE-510 CITATION MUSTANG

2

2

PIAGGIO AEROSPACE P.180 AVANTI EVO

0

0

CE-525 CITATION M2

8

8

TOTAL UNITS

0

0

CE-525B CITATION CJ3+

3

3

TOTAL BILLINGS

$0

$0

CE-525C CITATION CJ4

5

5

CE-560 CITATION XLS+

3

3

PILATUS PC-6

0

0

CE-680 CITATION SOVEREIGN+

3

3

PC-12

12

12

CE-680A CITATION LATITUDE

10

10

TOTAL UNITS

12

12

CE-750 CITATION X+

1

1

TOTAL BILLINGS

$59,124,000

$59,124,000

TOTAL UNITS

84

84

TOTAL BILLINGS (CESSNA - TOTAL)

$428,949,500

$428,949,500

PA-28-161 WARRIOR III

0

0

TOTAL BILLINGS (COMBINED)

$515,886,375

$515,886,375

PA-28-181 ARCHER III

11

11

WACO AIRCRAFT COMPANY

PA-28R-201 ARROW

4

4

2T-1A-2

1

1

PA-34-220T SENECA V

0

0

YMF-5D

1

1

PA-44-180 SEMINOLE

4

4

TOTAL UNITS

2

PA-46-350P M350

2

2

TOTAL BILLINGS

$838,000

PA-46R-350T MATRIX

0

0

GRAND TOTAL CIVIL AIRCRAFT SHIPMENTS6 434

434

PA-46-500TP M500

1

1

GRAND TOTAL AIRCRAFT BILLINGS

$3,555,224,889

PA-46-600TP M600

3

3

TOTAL UNITS

25

25

TOTAL BILLINGS

$23,383,514

$23,383,514

VIRUS SW 121

5

5

TOTAL UNITS

5

5

TOTAL BILLINGS

N/A

N/A

PIPER AIRCRAFT, INC

PIPISTREL AIRCRAFT

42

2 $838,000

$3,555,224,889

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9

AVBUYER MAGAZINE – June 2017

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

Aircraft Index see Page 153

T

IAG June.qxp 24/05/2017 10:09 Page 1

Gulfstream IVSP Serial Number: 1247 Registration: N6PC Airframe TT: 9165.4 Landings: 4484 Rolls-Royce Corporate Care • -150 APU on MSP Gold • LPV Approach / RAAS / TCAS 7.1 • ADS-B Out (DO-260A) • CDU-820 w/ 6.1 Software • GoGo Biz • Aft Galley

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Project1_Layout 1 30/05/2017 15:32 Page 1

Project1_Layout 1 30/05/2017 15:32 Page 1

Finance 1 June17.qxp_Finance 23/05/2017 15:22 Page 1

FLIGHT DEPARTMENT T FINANCE

Understanding Aircraft Finance

While cash deals still make up most turbine aircraft transactions today, financing remains a viable option for many, notes Conklin & de Decker’s David Wyndham.

T

he US Federal Reserve Board has indicated that it plans to increase interest rates gradually. Regardless, financing is very inexpensive at this time. Financial institutions tend to base their aircraft rates on the London Interbank Offered Rate (LIBOR).

LIBOR is the interest rate charged by the leading banks in London when they borrow from other banks. LIBOR currently is the highest it has been in eight years, but rates are still below 2% for their 12-month term. If you or your company has investment-grade credit, money is inexpensive to borrow.

If you plan to purchase an aircraft to be used primarily for business, you may want to have the tax depreciation benefits. In general, owning the aircraft (whether purchased with cash or finance) 46

AVBUYER MAGAZINE – June 2017

will give that benefit to you. If you don't need the tax benefits, however, leasing may be the best way to go.

For those seeking to finance a purchase, there is a choice to obtain financing through traditional public banks, private banks and other non-bank financial firms. (For the purpose of this article, we'll use ‘Financial Institution’ as a general term, unless the text applies to one specific entity.)

Buyers of business aircraft should be aware that public banks tend to have greater regulatory oversight and thus may be limited in some of the more creative options that other institutions can offer.

Should I Lease or Buy?

Leasing (in the form of an operating lease) offers a specific period of aircraft access with a defined, fixed-cost of ownership at a specific lease rate. The financial institution that owns the aircraft assumes the residual value risk and will have the tax depreciation benefits.

www.AVBUYER.com

Aircraft Index see Page 153

Finance 1 June17.qxp_Finance 23/05/2017 15:22 Page 2

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

“Given the volatility in future aircraft values at this time, lease rates today will reflect that uncertainty.”

Short-Term Lease: Some financial institutions will offer short term leases of 18-24 months. Such an arrangement is particularly useful to operators waiting for delivery of a new aircraft. This solution may be easy to do if the financial institution is also involved in the new aircraft financing or leasing.

An important question when leasing is who pays for any unscheduled or major aircraft maintenance? If the leased aircraft is due for a major inspection during your lease, are you going to be responsible for 100% of the expense or will the lessor assume responsibility of at least a portion of the cost?

Long-Term Leases: The length of a lease can vary.

Since the financial institution carries the risk of the aircraft’s residual value and must retain aircraft ownership at lease-end, it will price its lease terms accordingly to cover that risk. Several experts within the industry have estimated a 10-12% decline in the value of turbine airplanes, annually.

Given the volatility in future aircraft values at this time, lease rates today will reflect that uncertainty.

Advertising Enquiries see Page 4

Early Buy-Outs (EBOs) can be offered in a lease, allowing a Lessee the option to exit the lease by purchasing the aircraft. On an eight-year lease, you may have an EBO at years four, five and six (for example). The financial institution will offer the EBO at a fixed-price that covers its estimated residual value risk, and as a result the EBO can be greater than the aircraft’s fair market value at the buy-out time. With many leases you can exit at any time provided you pay off the remaining lease payments.

Leases also have requirements for the aircraft’s condition at the end of the contract. There will be adjustments for high utilization and its impact on both the maintenance status of major components as well as the aircraft’s residual value. Many lessors (especially in large cabin jets) will require that the engines be on a guaranteed hourly maintenance program to protect the engine values. With Lessors facing uncertain futures regarding residual values, financial institutions all set the lease rate to  cover that uncertainty. www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

47

Finance 1 June17.qxp_Finance 23/05/2017 15:23 Page 3

FLIGHT DEPARTMENT T FINANCE

Leases ultimately work best for those who: • Have no need of tax depreciation; • Have a fixed amount of utilization; and • Have a fixed period for which they wish to have the aircraft.

Lease buyers should also look to financing to obtain an aircraft.

Financing: There are many different options within financing. The better the credit, the more options become available. Interest-only or large balloon payments at term-end are still available.

Some loans may have Loan-to-Value (LtV) guarantees to secure the financial institution's risk.

LtV is a ratio of the loan's principal balance to the fair market value of the aircraft. The LtV guarantee typically states that the fair market value of the aircraft must be greater than the remaining loan balance.

If LtV exceeds 100% it triggers a payoff to the financial institution that brings the LtV back into a safe range for the lessor. Loans may or may not require collateral in addition to the aircraft.

“On that basis, a 15-year old aircraft would get a five-year loan, but not six years.”

The Twenty-Year Rule

Since the recession, aircraft values have remained low and there is no immediate sign of that changing. There also remains a good supply of preowned models from which to choose. That situation is great if you are the aircraft buyer.

Along with new aircraft, younger used aircraft would be the preferred asset to lend against. While

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the change in residual value on a new aircraft can be significant, the financial institution will have a high degree of confidence that they can sell the aircraft in the event of a default from the owner.

Many financial institutions, however, are wary of having to sell an older business jet they’ve taken back from a lease or collected in default. Thus we have the ‘Twenty-Year Rule’ that states, “The age of the aircraft plus the length of the transaction will not exceed 20 years.” On that basis, a 15-year old aircraft would get a five-year loan, but not six years.

The Twenty-Year Rule is a soft rule. The more a financial institution knows about you, your intended use of the aircraft, and the technical knowledge they have about the aircraft you are considering, the more flexible the rule becomes. Regardless, a thorough pre-buy by a qualified maintenance facility (not aligned to the seller) will be essential.

Quality Matters, ADS-B Matters

Financial institutions like financing new aircraft.

These are in new condition, have the latest avionics, are in warranty and should see no major maintenance expenses during the first years of use.

Financing used aircraft requires more work by the financial institution. The quality of the aircraft and its maintenance status ultimately trumps its age.

ADS-B is a part of the due diligence process for a prospective aircraft buyer. ADS-B is required here in the US by January 1, 2020. On that date, a turbine aircraft not equipped for ADS-B Out effectively becomes impractical to fly.

Be warned that there is not enough capacity in Aircraft Index see Page 153

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all the qualified avionic shops to update the estimated 11,000 turbine aircraft still requiring ADS-B upgrade by 2020 (and that number does not include the thousands of piston-powered aircraft that also will need ADS-B Out).

Lending institutions will be reluctant to finance an aircraft that does not have ADS-B Out capability unless it has a scheduled slot for the installation.

Where’s the Best Place to Finance?

Start where you currently bank. You may already have an existing relationship with one or several financial institutions that you can leverage. They know you, your business and your financials. If you have significant financial resources with one institution, it will likely work very hard to keep all your banking business with them.

Larger institutions often have an aviation banking division as part of, or even separate from their equipment finance division.

If the deal is complicated or your financial institution seems reluctant to work with aircraft, you may wish to look for a financial institution that caters to those types of transactions.

The National Aircraft Finance Association (www.nafa.aero) is a great reference for finding an

“You may already have an existing relationship with one or several financial institutions that you can leverage.”

aviation lender. NAFA has teams that focus exclusively on aircraft finance and leasing, and the Association offers a product and services finder that enables you to look up specific institutions.

Some lenders have financing specialties such as aircraft loans and leases from $1m-10m.

Another relatively new resource is FlyFunder (www.flyfunder.com), which seeks to match financial institutions with aircraft buyers in search of financing. FlyFunder uses general details of the transaction as provided by the buyer. The financial institution can review and choose to respond as "interested" to the buyer. FlyFunder’s income comes from a fee paid by the financier.

Another source to find financing may be via the aircraft dealer or broker. Many have successfully closed hundreds of deals that were financed. They may well have recommendations based on the type of deal that you need.

To Summarize

Aviation lenders are ready to make deals, but they are looking for the right deals. The money is there.

As with any financial transaction, seek qualified aviation legal and tax advice before making a commitment… T

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Advertising Enquiries see Page 4

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June 2017 – AVBUYER MAGAZINE

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Used Aircraft Financing Facts Cutting Through the Myths of Aircraft Financing

Latent memories of the Great Recession continue to feed myths and misinformation about the availability of aircraft financing and loan interest rates, notes Dave Higdon. But what are the myths, and what are the facts…?

T

he myths surrounding the availability and terms of aircraft financing combine to discourage some prospects from pursuing their desire to buy into Business Aviation, or change their aircraft. It’s important, then, to explore the perceived ‘truths’ of aircraft financing, and where necessary set the record straight.

Following are some of the prevailing myths in Business Aviation at this time...

Myth 1: There’s Very Little Good Financing Available

Multiple lenders with credible reputations for fair dealing are servicing today's market for new and used business aircraft. These lenders span a significant variety of institutions and businesses.

Today's playing field is arguably smaller, albeit more diverse than it was in 2007, however.

Today lenders range from large banks (domestic 50

AVBUYER MAGAZINE – June 2017

and international) to smaller institutions focusing on regional markets. Of course, they all seek to generate profit from their assets but can't make a profit off idle money... so many lend funds to airplane buyers, which (in general) tend to be goodrisk borrowers.

Not all lenders offer financing suitable for every deal or airplane category. The key to fulfilling the finance need centers on finding a fit between the chosen aircraft and the lender. Thus, aircraft financing can be as much a matter of knowing what to seek as knowing what to avoid.

A business looking to add its first aircraft asset may need nothing more than its local bank when the aircraft is a high-performance Piston Single, older Turboprop or even an older Light jet. But a prospective operator looking to add a late-model Large Cabin jet may find better, more knowledgeable help via a lender specializing in higher-end business jets.

Myth 2: Cash is Always the Best…

The perennial conundrum in aircraft transactions: Cash or credit? In recent years many a business decided to bank profits rather than invest them – or return some to shareholders as dividend payments. Such caches of cold cash allow the

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Aircraft Index see Page 153

Finance 2 June17.qxp_Finance 23/05/2017 15:10 Page 2

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

Contact him via Dave@avbuyer.com

holders the option of acquiring the business aircraft of their choosing without enduring the process of finding financing, completing loan applications, conducting due diligence documentation and engaging title search companies.

Cash purchasing means no loan papers, no credit check, no down-payment and no interest payments. The title check, however, remains a smart move that, if skipped, could produce complications when time comes to sell that aircraft.

According to a sampling of dealers, brokers and lenders, cash remains king and accounts for upward of 40% of all used aircraft purchases.

Leases of various types are responsible for another third of transactions, leaving between 25-30% of transactions to the lenders.

Interest rates for lending remain below historic norms, even after several small upward adjustments by the Federal Reserve in recent months. The 12month US$ London Interbank Offered Rate (USD LIBOR) is the average interest rate at which a selection of banks in London are prepared to lend to one another in US$ with a maturity of 12 months.

LIBOR rates provide a good yardstick.

The bank rates for loans on business-turbine aircraft in the US range from the low 3% range to Advertising Enquiries see Page 4

under 5%, based on a sampling of multiple institutions. Take a look at homes and automobile loans and you'll see similar rates for “well qualified” customers.

The lowest rates go to new and newer used aircraft – but only for those well-qualified buyers able to make a minimum down-payment of 20%. The lowest interest rates go to buyers making higher down-payments. The planned home-base of an aircraft may impact the interest rate a lender seeks – particularly if the lender is in the US and the planned home base is in a part of the world with security issues.

Cash transactions carry lower costs - they tend to take less time, and once the deal is done, it's done. You can base the aircraft anywhere that works for you. The only issue then is between you and your insurer. But, cash reduces the tax implications with no interest payments to deduct.

Any depreciation depends on whether the asset remains eligible to be written off.

Investment experts caution prospects considering a cash deal to weigh the investment value of those funds against the costs of a loan, of which interest payments are only a part.

The cash-or-credit decision will hinge on whether the buyer sees potential to earn more www.AVBUYER.com

“The bank rates for loans on businessturbine aircraft in the US range from the low 3% range to under 5%.”

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than the loan's cost by keeping the cash in paying investments.

Where the loan costs exceed the funds' investment value, borrowing may not be the preferred approach. But where the funds can earn more remaining in investments, loan payments may be the better-value decision.

Myth 3: Financing Options are Restricted

Pre-recession lending norms returned a couple of years ago, albeit with changes. Today's market bears little resemblance to conditions approaching the used aircraft market of a decade ago. Diminution of residual values in today’s market differ from the heady days before the Great Recession, but younger used jets still command good prices. Availability is the biggest difference here.

And now people are flying more – good news helped along by innovative new options for flying private aircraft and the high-visibility downsides of airline travel. As for options for borrowing to buy an aircraft, consider these lender options: Banks: Anyone doubting the desire of banks to participate obviously hasn't seen the advertisements populating aviation and business-oriented magazines. Banks make their profit by lending money to borrowers able to pay the principal and interest on the note. In general, all banks make loans – but not all banks lend their funds for aircraft purchases.

Some banks will lend money to fund an airplane when the borrower is a valued customer with an established relationship with the institution. Other banks have departments with staff specialized in making loans on aircraft. Each has its own set of guidelines defining the kinds of aircraft and loans they will make.

The key to deciding to do business with a bank is finding one for which the total costs meet the buyer's needs. As noted before, interest payments are only part of the costs, but they are tax-deductible regardless of the depreciation available, provided the aircraft is related to a business purpose.

Direct Lenders: These can be a little more difficult to find, but they're out there. These sources of funding are not banks or loan companies, but they are indeed entities that lend money.

In some cases, they may be individuals with liquid funds available to lend. Their interest rates may be more favorable

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and their overall costs in line with, or below that of a bank or other lender.

These sources have the flexibility to act where chartered institutions may not. And they're not bound by rules of banks and loan institutions. Typically, these lenders base their decision to loan more on the credit and resources of the buyer, not the asset itself.

They don't always want to encumber the aircraft, instead working with the borrower's own financial security as the basis for making the loan.

Asset-Based Financing: Referring to the use of a company's balance sheet assets, this form of financing includes short-term investments, inventory and accounts receivable, in order to borrow money. The company borrowing the funds must provide the lender with security interest in the assets, and with this approach the aircraft itself may not be encumbered.

These types of loans are an attractive option for owners who wish to refinance an aircraft to pay for improvements, upgrades or overhauls.

The assets used to secure the loan may include company inventory and raw materials used to produce new products.

Interest rates may run a little higher, but the terms are often shorter and more flexible.

Lending Market Alive & Healthy...

One bank loan officer who spoke with AvBuyer noted that his institution's two biggest challenges often stem from a lack of buyers and competition from cash. Many prospects, he said, are prone to think that today's finance market remains unchanged from the dark times of 2008 and beyond.

In reality, the aircraft finance market returned to a morebalanced status several years ago – and banks have funds to lend.

As for the “cash competitor” (as he put it), competing for the business of the cash-flush buyer comes down to showing them what that cash can earn them over and above the costs of a loan. And that, he said, may be the pathway to gaining a customer on two fronts: One a depositor, the other a borrower.

So, would-be borrowers interested in an aircraft can rest assured that loan officers across the US are ready to take your call. T

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Elliott May.qxp_Layout 1 23/05/2017 11:57 Page 1

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Countdown to ADS-B (Out) Compliance (Part 2 of 3)

Continuing his series, Ken Elliott addresses Automatic Dependent Surveillance, Broadcast mode, less than three years before the equipage requirement comes due.

reviously, we addressed equipage rates, summarized the technology, data sources and operational requirements of ADS-B (Out) compliance. This month, we’ll explore the technical aspects of ADS-B of possible interest to flight departments.

We’ll then conclude our series with a closer look at the worldwide implementation and operational differences of ADS-B.

P

Transponder Evolution

Flight history can be a useful yardstick, recording the incremental steps of aviation and with respect to this article, the evolution to ADS-B. With dates aside, the rationale for ADS-B began with Primary Surveillance Radar (PSR), portraying each aircraft as a single, unidentified dot on a controller’s screen.

On-board aircraft transponders responding to interrogations then added the ability to ‘see’ specific aircraft by providing a matched response to an ATC-assigned four digit Mode A code, entered by the pilot. To confirm that a specific radar return on their display was the actual aircraft being tracked, the controller also requested the 56

AVBUYER MAGAZINE – June 2017

pilot push-select an ID button on the transponder cockpit control (known as Squawk ID).

This action created an eyebrow feature above the radar return, turning it into an identified target.

By then adding Mode C (Mode B was not used), the aircraft’s altitude also displayed in 100ft increments, alongside the identified radar return.

Transponders, and what they provided, became known as Secondary Surveillance Radar (SSR).

Evolving further, to meet Europe’s condensed airspace requirements, transponders were adapted to provide data-based information, such as FLT ID. Being an early form of Mode S, it combined the existing Modes A & C with additional identification data. Pilots entered their specific Flight ID code into the transponder control unit or flight management system.

Each step in the evolution of surveillance provided greater position accuracy. ADS-B is the logical progression in the quest for identifying a specific aircraft in an exact location.

Flight ID has since expanded into Elementary Surveillance (ELS), using a personalized 24 bit ICAO address, based on its registration, and then

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Aircraft Index see Page 153

Avionics 1 June2017.qxp_Finance 23/05/2017 14:30 Page 2

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

For the US, Specifically…

Aside from 1090ES transponders, Universal Access Transmitter (UAT) versions may also be deployed for ADS-B Out, operating at a lower 978 MHz frequency. This version is popular with General Aviation light aircraft, especially if they do not need to fly in Class A airspace or internationally, where 1090ES is always required.

Essentially, UAT services are only provided below 18,000 feet and only available in the US. Having 978 UAT also allows ‘ADS-B In FIS-B’, a no cost traffic and flight information service.

This FIS-B service is provided in addition to TIS-B, available to all with ADS-B In. Traffic Information Services – Broadcast (TIS-B): a transitional technology that provides aircraft, equipped with ADS-B Out and utilizing ADS-B In capability, with client-based surveillance information. This relates to aircraft that are not ADS-B equipped and over the next three years should be less of a need. To qualify as a TIS-B target, an aircraft must be equipped with a transponder and be within radar coverage.

strapped specifically into each aircraft. If an aircraft changes its registration, a new Mode S address must be added as a maintenance action item. ELS also provides the aircraft’s altitude information in 25ft increments.

ELS has further evolved into Enhanced Surveillance (EHS), by adding more data elements to the transponder transmission, using Downlink Aircraft Parameters (DAP) services. These data elements consist of:  Magnetic heading  Indicated airspeed or Mach number  Vertical rate  Roll rate  Track angle rate  True track angle  Ground speed  Selected altitude.

Integration with existing AHRS and Air Data systems is required for some of these data elements while for older aircraft, additional wiring may be required. Also, if aircraft are TCAS II equipped they will have full Mode S capability.

For ADS-B Out using transponders operating at 1090 MHz, the EHS version becomes Extended Squitter, or 1090ES. Advertising Enquiries see Page 4

Flight Information Services – Broadcast (FIS-B): provides meteorological and aeronautical data to the cockpit. This service is not client-based and is always broadcast on the 978 MHz UAT frequency. FIS-B is not available on the 1090 MHz frequency (1090ES).

Owners and operators of most jet and turboprop aircraft must determine if they have 1090ES version transponders that are integrated to other aircraft systems for the additional ADSB data required. It is further essential to make sure that Mode S strapping is current for the ICAO address, specifically assigned to your aircraft registration.

Another available client-based service is Automatic Dependent Surveillance - Rebroadcast (ADS-R), which relays ADS-B information transmitted by an aircraft broadcasting on one link (for example UAT) to other aircraft equipped with ADSB In operating on a different link (for example 1090ES), and vice-versa. Ground stations convert and relay the respective frequency data matching the aircraft receiving frequency.

Aircraft utilizing ADS-R will have a ‘hockey puck’ shaped area created around them, for sharing the ADS-B information with other aircraft within the same area but not on the same datalink (frequency).

Aircraft Position Information

ADS-B not only relies on the communication provided via the Transponders but also on the aircraft’s position, available from the onboard Global Positioning Systems (GPS). The existing

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GPS sends a highly accurate position to the transponders that, in turn, broadcast it as part of the extended squitter.

GPS receivers and antennas are found in different configurations, with some manufacturers embedding GPS sensors within Flight Management Systems (such as Universal Avionics) and others electing to provide stand-alone modules or cards (such as Honeywell).

When updating or adding the GPS to the latest version required for ADS-B, it is possible to go down two paths. One is the update of the existing GPS, via either hardware or software (or both), and the other is to add a third dedicated Flight Management System or GPS sensor that will provide the necessary qualified GPS signal.

Sometimes aftermarket solutions are provided. These may be an alternate to the aircraft OEM solution, or available because the OEM has not yet provided a solution. The older the aircraft type, the more likely there is not yet a factory solution available - although, in the case of ADS-B Out, OEMs have made impressive strides to serve older aircraft with solutions.

The GPS position source does not need to be the same source as that used for navigation. Because of this, an independent (or third source) may instead be embedded in a dedicated ADS-B system. Some manufacturers are producing single box solutions, housing a 1090ES or UAT transponder and a compatible GPS sensor.

If the GPS antenna needs to be changed, or a third one added, its location may incur additional cost impact. GPS antennas are located on top of the aircraft fuselage, requiring access to equipment inside the aircraft’s pressured cabin. This installation can range from minor overhead access panel removal to the complete take-down of a one-piece headliner.

Of course, the same panel or headliner will need to be reinstalled, once the antenna has been tested for normal operation and any skin penetration pressure sealed.

Adding a third GPS solely to satisfy an ADS-B Out requirement may be fully justified in some situations. However, it may not be best served for most operators to go down this route. There are two concerns with it: 1. Aircraft resale where the buyer, especially if located internationally, may be wary of a solution that might not be fully supported by the regional OEM support facility.

2. It is possible for systems to lose functionality when, down the road, future upgrades are applied to primary avionics 58

AVBUYER MAGAZINE – June 2017

systems. As an example; when a third party aftermarket solution is integrated into the existing avionics bus, the installation relies on the formatting associated with the extant data on the bus remaining the same. If the primary avionics vendor then upgrades the existing systems, possibly altering the format of the data on the main bus, it may render the interface to the third party system inoperable. This unforeseen scenario could be costly and timely to resolve.

The qualification of GPS sensors for ADS-B Out is based on the requirements of a Technical Standard Order (TSO), and there are three of them. Table A (above) shows for example the different likelihood of signal availability between them.

ADS-B Out Versions

One characteristic of ADS-B Out that may be confusing to operators while ensuring the compliance of their specific installation is whether the system they have is ADS-B Out Version 0, 1 or 2. (Version 0, 1 and 2 equates to RTCA DO 260, 260(A) and DO 260(B) respectively.)

To make matters more difficult, there are regional variations in their requirement. For example, the US, Europe and China mandate Version 2 equipage, so even though some other countries/regions have ADS-B requirements today, they do not require Version 2. Most, however, will require Version 1. If an aircraft is Version 2-equipped it will still operate satisfactorily in areas requiring a lower version number.

These ADS-B versions generally indicate different accuracy parameters and designations of data provided. Good advice for those equipping is to cut no corners and make sure you are Version 2 equipped, especially if you operate across oceans or borders and most certainly if operating where Version 2 is required.

ADS-B Monitoring

Not all aircraft noted as equipped are considered to have good installs. This is because when each aircraft is field monitored, the data provided may not be accurate or fully compliant. The FAA, via their ADS-B website, allows the flying public to complete a ‘Public ADS-B Performance Report’ (PAPR), submit it electronically, and within 30 minutes receive a summary of the ADS-B Out performance monitored from a previous flight.

These are considered verification tests for operators. Of 

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Aircraft Index see Page 153

Horizon Air Group June.qxp_Layout 1 23/05/2017 11:58 Page 1

Aircraft Highlights: Engines Fully Enrolled on RRCC, APU Fully Enrolled on MSP, Recent Engine Overhauls (TSO: 175), New Paint 2016, FMS 6.1 w/ SBAS/WAAS/LPV, ADS-B Out Compliant.

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Aircraft Highlights: JSSI Engine Program (Fully Enrolled), Currently on JSSI Tip to Tail (optional), Recent Engine Overhauls, New Paint December 2013, New Interior May 2015, ATG-Gogo Biz Wi-Fi, Aircell ST-3100 Flight Phone, Available with Turnkey Management Program, Current On All Mx Inspections.

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course, the data of the aircraft, equipment and flight must match the FAA database. It is also recommended to only request a report on flights known to have flown in airspace that has good ADS-B coverage. There is a coverage map provided on the PAPR site.

For a PAPR request, you will need to know aircraft equipment information regarding type of transmit datalink (UAT, 1090ES, or both), along with make and model of the transponders and GPS sensors.

For the installing agency, the FAA provides an Operational Flight Evaluation (OFE) service. Each flight is conducted to guidelines under FAR 91.407 (b), and the installer then requests a report from an FAA AFS website. The report results must match the FAR 91.227 (or 225) requirement, a very important rule covering ADS-B Out performance.

For itself, and to feed data into equipage rates, the FAA also conducts ADS-B Performance Monitoring (APM), an ongoing procedure for operational ADS-B systems. Considered as trend monitoring, data are collected from the last 10-flights per aircraft. Unusual findings are notified to both operators and installing companies held on record.

The FAA claims, however, to work with customers in resolving their discrepancies. Equipment found to be noncompliant is termed Non-Performing Equipment (NPE) by the FAA. Aside from operator manual entry errors, some of the ADS-B, installation related, non-compliance issues are covered in Table B (above).

Approval Basis for ADS-B Installations

AVBUYER MAGAZINE – June 2017

ADS-B In

Aircraft that include the addition of a Cockpit Display of Traffic Information (CDTI) will enjoy the features of ADS-B In, turning the cockpit environment into a mini version of air traffic control, enabling crews to view similar traffic positioning and intention as controllers.

Specifically, ADS-B In traffic data include aircraft identification, position, altitude, velocity, and other information. The actual targets displayed are predicated upon the limits of TIS-B and ADS-R, as well as broadcasts directly received from other aircraft.

ADS-B In data can be surface or airborne traffic. TSO C159b calls out for four ADS-B In equipment classifications, including: •

• •

In March of 2016 the FAA issued a Policy Memorandum titled ‘Installation Approval for ADS-B Out Systems’, which outlined very clearly the different means to compliance of ADS-B Out systems in an aircraft.

Interestingly for business aircraft customers, the path for certification is easier if systems have already been approved elsewhere (including the grouping of components within a total system). For example, different GPS sensors combined with different Transponders.

Applicants for approvals need to ensure the different ADSB Technical Standard Orders (TSOs) have been met by manufacturers, by verifying the equipment. Deviations for installations approved under Amended Type Certificates (TCs) or Supplemental Type Certificates (STCs) are permitted, as well as the lesser hurdle of utilizing Field Approvals.

Because many STCs have been completed under the basis 60

of an Approved Model List, owners and installers can check for their aircraft type against a list of different aircraft models, all approved under the umbrella of one STC number.

The FAA has been very understanding in qualifying the same groupings of equipment into multiple different aircraft models, lessening the burden of certifications for many installing agencies.

•

Class A: Cockpit display of surface only traffic information.

Intended to support the display of ADS-B traffic while own-ship is on the surface and moving slower than 80 knots.

Class B: Cockpit display of ADS-B traffic when airborne as well as on the ground.

Class C: Airborne surveillance and separation assurance processing (ASSAP). Processes ADS-B messages to generate traffic data for a CDTI. Class D: ADS-B Traffic Advisory System (ATAS) Annunciator Panel with aural application only.

The actual ADS-B In applications are: • Enhanced Visual Application • Basic Surface (SURF) including runways • Basic Surface (SURF) including runways and taxi-ways • Visual Separation on Approach (VSA) • Basic Airborne (AIRB) • In Trail Procedures (ITB) • ADS-B Traffic Advisory System (ATAS) combining TCAS (TAS) tracks, ADS-B In, TIS-B and ADS-R as a single display on the CDTI • CDTI Assisted Visual Separation (CAVS). 

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Aircraft Index see Page 153

Corporate Concepts 1 June.qxp 24/05/2017 10:07 Page 1

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Avionics 1 June2017.qxp_Finance 23/05/2017 14:32 Page 5

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ADS-C

ADS-C (Contract) temporarily fills the void where there is no ADS-B ground station coverage. This includes Oceanic regions and remote continental areas. For meeting Oceanic Separation standards, the world’s Satcom providers enable contracts between individual aircraft and en route air traffic control centers.

For aircraft that are FANS-equipped, or planning on it, ADS-C is part of the service offered. Given the Performance Based Navigation requirements of FANS compliant tracks, ADS-C functionality is certainly integral to it.

In essence, FANS (including ADS-C), ‘communicates’ critical data via Satcom, including aircraft position, track, trend and its intention to en route ATC.

Space-Based ADS-B

The temporary use of ADS-C should transition into Space-Based ADS-B, where satellites will perform the function of ground stations, allowing both air traffic control and aircraft to enjoy the same benefits of ADS-B over oceans and remote continental regions.

The use of Space-Based ADS-B is currently being evaluated and will be addressed in greater detail in our next article.

While ADS-C communicates data via the aircraft’s Satcom system, Spaced-Based ADS-B will broadcast data in the same way it does over populated areas, but utilizing satellites as part of the infrastructure.

“Sorting through the options, in selecting both the type and extent of your ADS-B solution, is not an easy task and is best supported by a trusted service center.”

Summary

Somewhat surprisingly, both ADS-B Out and In have many layers involved in implementation and integration.

Sorting through the options, in selecting both the type and extent of your ADS-B solution, is not an easy task and is best supported by a trusted service center.

The more one scratches the surface of ADS-B technically, the more information is revealed to share.

This article has attempted to focus on the more relevant and interesting aspects of the subject.

With only three years to go until the ADS-B equipage deadline, pilot- and technician-friendly resources are now prolific. Many aircraft and equipment OEMs have informative and dedicated web pages for their customers. Equally MROs and Avionics Shops are providing useful links to all sorts of solution-based ADS-B information.

The FAA, NBAA, AOPA and AEA have outshone themselves in ADS-B communications.

With all the information available, owners and operators should be aware of ADS-B requirements. They should also understand the options and realize they have until December 31, 2019 to comply.

Irrespective of an anticipated status of aircraft ownership and ignoring false rumors of implementation delay, there is every reason to upgrade in a timely manner. To place that in graphical terms, if two identical aircraft are parked side by side on the ramp, one with ADS-B and the other without, it would not be difficult to figure out which aircraft maintains the selling edge. T

Photo Courtesy Zoe Lawrence

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Aircraft Index see Page 153

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FLIGHT DEPARTMENT T AVIONICS

What’s the Real Cost of NextGen?

While much has been published on the subject of NextGen compliance, understanding the terminology and the required installation dates and, most of all, the value impact NextGen is likely to have on an aircraft has been foggy, at best, for many owners.

Tony Kioussis and Barb Spoor seek to clarify…

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extGen is likely to have a profound impact on General Aviation aircraft values and the overall economic life expectancy of many assets.

The ‘What’ of NextGen

•

While there are a number of new requirements that aircraft owners will need to address, we’ll start by translating three key acronyms and explain the role these systems have been designed to play.

• ADS-B Out (Automatic Dependent Surveillance–Broadcast Out): This NextGen technology is a data communication system that allows aircraft to ‘broadcast out’ their altitude, airspeed, location, and to indicate whether they’re climbing, descending and/or 64

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•

turning, utilizing the aircraft’s GPS. The ability to receive such information on board an aircraft (‘broadcast in’) is available, but installing this capability is optional. ADS-B is a core component of the NextGen infrastructure that - over time - will replace radar as the primary method by which ATC will track aircraft and manage controlled airspace. The system is expected to enable more efficient aircraft separation and provide coverage in areas presently not served by radar.

PM-CPDLC (Protected Mode – Controller Pilot Data Link Communication): This is an air-ground data link communication that is similar to text messaging. Most aircraft that were manufactured with PM-CPDLC automatically meet the ADS-B mandate.

FANS (Future Air Navigation System): This architecture consisting of satellite communication and satellite navigation is designed to enhance the information displayed on radar consoles to create a superior environment for aircraft surveillance and control.

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Tony Kioussis is President of Asset Insight, LLC, a premier audit and valuation firm specializing in aircraft and aviation-related equipment.

Barbara A. Spoor, ASA Accredited Senior Appraiser, is Executive Vice President, and a founding member, of Asset Insight, LLC. More information www.assetinsight.com

•

PM-CPDLC: While rules initially required all aircraft operating above FL285 within European airspace to have PM-CPDLC/Link 2000+ installed by February 5, 2015, the mandate was suspended due to technical issues. New rulemaking designed to resolve these issues is expected by late 2017.

Within the US, certain airports are already utilizing this technology as an optional communication method. As airports convert this technology into a requirement – expected to occur in the near future—aircraft not equipped with PM-CPDLC will be unable to access those destinations.

•

FANS: Within oceanic regions, FANS 1/A currently permits aircraft to fly within airspace providing reduced separation between FL360-390. FANS 1/A will be expanded to cover airspace from FL290 and above in 2020. Additionally: - FANS 2/A went into effect on February 15, 2015 covering operations within FL360-390 through tracks within the North Atlantic Track System; - FANS 2/B will become effective on December 7, 2017 covering operations between FL350-390 throughout the North Atlantic region; and - FANS 2/C requirements will go into effect on January 30, 2020 and cover all Minimum Navigation Performance Specification airspace throughout all ICAO North Atlantic airspace at FL290 and above.

Can Your Aircraft be Upgraded?

The ‘When’ of NextGen

Having outlined these key components of NextGen, let’s examine exactly when each of these requirements must be installed.

As with most regulations, the answer is “it depends”.

• ADS-B Out: Broadcast (Out Only) capability must be installed – or must have been installed – on an aircraft by the following dates in order to meet national and international regulatory mandates: - Australia 2014/2016 - Singapore 2014 - Indonesia 2014 - Hong Kong 2014/2015 - EASA Jan 1, 2020 (the regulations were originally scheduled to go into effect in 2015/2018, but were moved to 2020 to accommodate FAA-registered aircraft) - FAA Jan 1, 2020 Many operators are of the opinion the aviation authorities will move the regulation effective date back as we approach 2020. However, the Agencies have been firm about the current due date, citing it has been pushed back twice and will not be moved again.

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Interestingly, for some owners, the answer to the question whether their aircraft can be upgraded is “not at this time”.

However, once a technical solution becomes available for your asset, it may not be economically logical, or functionally manageable, to upgrade your aircraft.

While we suspect there will be a type of solution for virtually every aircraft, certain ‘standalone’ solutions may not be appropriate for those operating aircraft within high traffic density airspace.

Standalone solutions could significantly impact an operator’s safety management environment as these ‘solutions’ will require the flight crew to enter and maintain information on yet another communication system in what is already a heavy workload atmosphere in crowded terminal environments.

How Soon Should You Seek to Comply?

Let us assume you have identified a solution appropriate for your aircraft and mission requirements. We strongly advise aircraft owners to complete the required work as soon as possible. But why is this necessary?

First: While some people may think that costs to secure and install the necessary equipment will decrease as time goes on,

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the opposite will most probably occur. In fact, many speculate that, as we approach each due date, costs may rise exponentially as a result of limited component availability and facilities capable of accomplishing the required modifications.

Second: It may take longer than you think to obtain the necessary components and secure an installation slot. One of our clients wishing to upgrade their Bombardier Challenger 604 ordered the required equipment/components and sought to schedule with the installer to perform the work in September 2016. However, the installation is not expected to be completed until July 2017 as a result of slot availability.

Be aware that there are a finite number of facilities able to install equipment for each make/model aircraft. By one OEM’s estimate, less than 10% of their turbine-powered fleet has been converted to meet ADS-B requirements thus far. With 100 hours required per aircraft, on average, to complete the required work, the OEM has estimated there are unlikely to be sufficient facilities to address aircraft whose owners have not secured a position in the very near future.

For owners who wait too long and are unable to comply prior to the due date, additional expenses will arise due to storage fees, calendar-based maintenance, and other fees associated with an aircraft that is grounded until it can meet NextGen regulations – not to mention the cost associated with the asset’s loss of use.

By way of encouraging owners to install ADS-B early, the FAA began offering a rebate of $500 to the first 20,000 applicants that qualify. The rebate became available on September 19, 2016, and information is available on the FAA website.

What if You Miss the Compliancy Date?

What will the impact be to aircraft owners and operators that are not NextGen compliant by the due date? In simple terms: •

•

•

Without ADS-B (Out) installed, an aircraft will be effectively grounded. While the aircraft may, in some cases, be operable within uncontrolled airspace, such flying will, in most cases, need to take place below 2,500 feet AGL, which is not practical for business operators.

In addition to the airport access issues noted above, aircraft not equipped with PM-CPDLC will not be able to operate on the North Atlantic Track System or the Pacific Organized Track System, limiting operations to routes sometimes far off the preferred course, leading to increased flight hours and greater fuel burn.

Any aircraft that is not FANS 1/A+ compliant will not be able to operate on the North Atlantic Track System between FL350-390 after December 7, 2017, and from FL290 and above effective January 30, 2020.

So What is the Real Value of NextGen?

All of the above brings us to the issue of value for compliant versus non-compliant aircraft. It is our view that: •

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Aircraft currently equipped with ADS-B (Out) and meeting other NextGen requirements carry greater value that will decrease over time, based on a sliding scale, until each mandate’s deadline is met.

Commencing January 1, 2020, we believe aircraft

AVBUYER MAGAZINE – June 2017

•

equipped with ADS-B (Out) will gain no added value, since such equipment will simply make an aircraft compliant with the regulations.

Conversely, following the 2020 deadline: - Any aircraft not equipped with ADS-B (Out) will suffer a value decrease equal to 100% of the average cost to acquire and install the necessary equipment, plus an additional penalty covering the time required to cure the regulatory requirement, plus (potentially) the additional cost of lost revenue/opportunity based on the installation time and the aircraft’s mission-specific loss of utility.

Any aircraft capable of intercontinental flying not equipped with FANS 1/A+ will incur a value decrease equal to 100% of the average cost to acquire and install the necessary equipment, plus an additional penalty covering the time required to cure the regulatory requirement. For aircraft on a charter certificate, the penalty will also include the cost of lost revenue and/or the higher cost to reach international destinations based on sub-optimal routings.

In Summary

There is little doubt many owners will find it challenging to justify the expense of meeting the various mandates based on their aircraft’s present value. In fact, the regulations are likely to accelerate aircraft retirements – an unintended consequence of NextGen some are viewing as a “silver lining” that they hope will favorably affect aircraft values.

While an older aircraft may represent an investment holding a firm expiration date and little, if any, current redemption value, it is important not to unintentionally reduce the value of a worthwhile asset by failing to take appropriate and timely action.

More information from www.assetinsight.com T

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FLIGHT DEPARTMENT T BUYING & SELLING

New vs. Used?

A Question Worthy of Careful Consideration Aviation Director Andre Fodor reflects on the risks and rewards of exploring all options when selecting your next business aircraft.

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

s a child of immigrants, it was ingrained in me growing up to be financially resourceful. When I told my parents that I’d purchased a brandnew minivan to accommodate my growing family, they were quick to remind me of the loss in value that would be incurred just by driving the car out of the dealership.

The low interest rates, discounted pricing, bundled accessories and all inclusive maintenance couldn’t sway them from their stance.

Airplanes in those respects are just like cars.

They come with similar purchase incentives, and suffer depreciation in similar fashion. For many flight departments, that makes a discussion about whether to buy a new or used aircraft a very pertinent topic.

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Purchasing a New Jet

There is nothing like a shiny paint job, stain free carpet, headliners free of scuffs, and that brand new smell in a new aircraft. The maintenance logbooks are thin, and you can set up everything exactly as you want them to be.

With that being said, you will also have in your 72

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hands an ‘infant aircraft’, that is approximately two years short of maturity and reliability, prone to youthful tantrums, malfunctions, failures and postmanufacture squawks that will be yours to manage and overcome through warranty, maintenance programs and professional relationships.

With the purchase of a brand new aircraft, you should select the latest avionics advancements that can be afforded. The goal here is that the airplane will not require costly upgrades, or become technologically obsolete for several years. If you are selecting a new airplane, it’s important to avoid the common mistake of dismissing the purchase of an advanced avionics system in favor of cost savings.

Upgrading later can not only be costlier, but may significantly add to the inconvenience of downtime (and loss of dispatch ability). Note that many later upgrades of this nature require significant interior removal within the aircraft.

By getting the upgraded systems when you first buy your new aircraft, price and taxation are diluted through the acquisition cost and there will be no labor costs associated with the installation.

On the more general subject of taxation, it is worth considering that many countries promote sales through tax incentives on new aircraft. It’s therefore essential that your legal and finance team be well-versed in the advantages of early  Aircraft Index see Page 153

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depreciation, tax friendly locations, self-leases and any other opportunities for money savings. For companies with heavy tax burdens, the purchase of a large asset may offset higher tax brackets.

Finally, consider that when buying brand-new, you will want an experienced professional to accompany the aircraft through its manufacture and certification, assuring that you are getting a high quality jet right from the ‘cradle’.

Purchasing a Used Jet

The alternative option is to acquire a used jet. With current global financial conditions, exciting opportunities exist for the acquisition of very nice aircraft at an equally attractive price.

Be sure to know your mission requirements thoroughly – not only for now, but for the mediumterm, because you may find it tempting to buy a larger jet than you need because the purchase price is cheap. The operational costs on a larger airplane will certainly be a sticker shock to the unwary!

Buying an older aircraft offers interesting opportunities providing the pedigree of the aircraft is nothing but excellent. Beware of the bottom prices: take the time to learn the history - do your research thoroughly. Prices that differ wildly from market averages (particularly to the south of the market average) are very likely to come with history, possible legal issues, poor care or damage history.

I once met an operator who had purchased a used jet for a bargain price, only to find that it previously belonged to Libya’s Muammar Gaddafi. The records were sketchy, and upon its first landing in the US, it was impounded due to unpaid bills. An experienced broker would have been able to raise the much 74

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“I once met an operator who had purchased a used jet for a bargain price, only to find that it previously belonged to Libya’s Muammar Gaddafi...”

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needed information to prevent such a purchase from being made.

Purchasers of used aircraft must be willing to set money aside for upgrades. In one respect, the airplanes don’t depreciate in value as quickly as new airplanes do (there’s a much steeper depreciation curve at the beginning of an aircraft’s life), and the purchase price is lower, which may enable a larger budget towards upgrading the jet at an appropriate time.

As always, you should build a solid team of experts that can help you identify a used airplane of excellent pedigree, know all of the right upgrades to keep it viable into the future, and handle the buying and upgrading process without ending up with a costly, heavy inspection (for example) that was not calculated into the acquisition price.

Finally, make sure that any residual warranties and engine and/or maintenance contracts are transferable, and check whether there are any ‘buy-in’ fees regarding these attributes. Be sure there is an ample supply of parts available in the market to keep your aircraft flying and productive well into the future.

In Summary

Regardless of where you choose to go with the new or used aircraft discussion, surround yourself with expertise and experience. These resources will prove to be money well spent and will discourage you from bad decisions and the dreaded buyer’s regret.

Stay focused on the end-game, which is to secure a fair deal to all involved and an airplane that will provide your flight department with reliable and efficient corporate transportation for years to come. T Aircraft Index see Page 153

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

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Tips to Keep Staff Pilots and Improve Safety

How Does Employee Retention Help a Flight Department’s Safety Effort?

Being a Corporate Pilot isn’t easy, notes Mario Pierobon.

That’s reflected in the relatively short tenure of pilots within a Flight Department. So how can Flight Department Managers keep staff longer and retain the highest safety standards in the process?

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

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ne of the realities of Business Aviation is that pilots come and go.

They tend to not stick with one employer very long as they seek better opportunities or come to terms with the commercial reality that they have relatively short-term engagements with those who hire them.

Yet a healthy level of employee retention is good for business, and especially useful from a safety management standpoint within the Flight Department.

Those Flight Departments that can boast a healthy level of employee retention demonstrate that they can foster a sense of belonging within their workforce. And with belonging comes greater care and personal accountability.

Employees are more willing to ‘go the extra mile’ to make things work, and they foster ‘continuous

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improvement’ as a true corporate value, not just lip service.

With a sense of belonging, a genuine confidence can exist that pilots will report safety issues impacting both themselves and their colleagues (as part of the team). Higher employee retention also ensures that the effects of training are maximized. Furthermore, maintaining proficiency through recurrency courses is not just treated as a ‘necessary evil’ providing addenda to the CVs of employees.

So, how does a Flight Department achieve an increased employee retention rate?

Career

The first thing for Flight Department Managers to do is be honest with themselves; they need to be convinced that having employees stick around is a good thing.

Corporate Pilots are not looking for a parttime job – they’re looking for a career. In order to deliver consistently in the workplace they need to have profound career aspirations met and fulfilled. There can be no effective management of employee performance if this fundamental Aircraft Index see Page 153

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need is not embraced. Indeed the very same career aspirations that new recruits have are likely the very same ones that motivated Flight Department Managers when they started out as professional pilots.

Salary

Second, new recruits must be offered a suitable salary – yet this is the hardest task to accomplish because the flight operations manager may have relatively little say over budgets. So they often must do the best they can with whatever is made available to them.

If new recruits are not given a fair salary it is almost certain that they will leave, and with that departure the need arises to find someone else who will become familiarized with the workings of the organization. Familiarization costs time and money, and that indirect personnel cost may not be duly accounted for by senior management.

Thus, the Flight Department Manager should make a compelling case to senior managers and demonstrate how paying better salaries improves the organization’s bottomline. Paying low salaries is ultimately a short-sighted approach. Advocating this position may require courage and creativity on the part of the Flight Department Manager.

Promotion

The third effort that flight department managers should achieve is helping personnel fulfil their aspirations.

Improving personnel retention (and managing their performance) requires more than good remuneration.

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Corporate pilots expect to advance in their careers with increasing responsibilities, not just increasing flight hours.

A problem with some Corporate Flight Departments is size. The opportunities for employees to grow as people managers can be limited as there are few levels of management as well as managerial posts available within smaller organizations.

However, the proactive Flight Department Manager will realise the regulatory requirements for air operators entail several functional managerial roles (safety, quality, training, etc.). Opportunities thus exist for employees to grow as functional managers while continuing to fly, and these requirements should be utilized in order to support the fulfilment of career aspirations.

Further, with continuously upgrading aircraft technology there are many shorter-term projects to implement company wide. Electronic Flight Bag (EFB) and Performance Based Navigation (PBN) transition are examples of technological change within the industry, and the transition from one system to another can be assigned to members of staff to help increase their sense of ownership within the department. Such assignments emphasize that the organization values employee input.

Management’s efforts to enhance job fulfilment for pilots contribute to employee retention. In short, retaining employees might imply higher remuneration costs, but building a loyal and knowledgeable staff results in improved performance and safety standards, which can be inhibited by high levels of personnel turnover. T

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NTSB’s Most Wanted List - Loss of Control

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Again this year, just as in the recent past, the US National Transportation Safety Board lists Loss of Control as a critical safety issue for General Aviation, including professionally flown turbinepowered aircraft. Jack Olcott reviews a classic case involving a Pilatus PC-12… hen a pilot loses control of an aircraft, the risk of a serious or fatal accident is very high. In the United States nearly half of all fatal fixedwing accidents in GA during the last decade resulted from Loss of Control (LOC).

Most, but not all LOC accidents involve pilot distractions that result in failure to maintain flying speed, loss of situational awareness and subsequent spatial disorientation, or inappropriate penetration of weather. As the tragic loss of a professionally-flown Pilatus PC-12/45 illustrates, however, even experienced aviators are at risk when procedures are not followed and anomalies not addressed.

Except for the number of passengers being transported, the proposed flight of a Pilatus PC-12 was unexceptional. Its pilot was a former military officer with Lockheed C-141 Starlifter experience as well as employment with several air carriers and charter companies.

At the time of the accident, he had flown 8,840 hours overall and nearly 1,800 hours in PC-12s, including 10 hours in the preceding 30 days. His FAA record indicated no previous accident, incidents or enforcement actions.

The day prior to departing on a repositioning flight from California’s Redlands Municipal Airport (KREI) to Nut Tree Airport (KVCB), also in California, the pilot requested that airport personnel fill the PC-12’s fuel tanks with Jet A, but did not ask that a Fuel System Icing Inhibitor (FSII) be added to his refueling order.

The PC-12 Airplane Flight Manual states that an “antiicing additive [FSII] must be used for all flight operations in ambient [outside air] temperatures below 0°C. On a standard day the temperature is 0°C at 7,500 feet, thus nearly all PC12 flights require the use of a FSII fuel additive.

Data downloaded post-crash from the accident aircraft’s Central Advisory and Warning System (CAWS) showed that fuel flow anomalies were present during the 1:48 solo leg from KREI to KVCB, most likely because of ice crystals that formed and interfered with fuel flow from the aircraft’s tanks, which are located in each wing, to the single turbine engine mounted in the aircraft’s nose. At Nut Tree Airport the pilot used the airport’s self-service fuel facility to top-off the aircraft with Jet A, but personnel at the airport found no evidence to suggest that he had added a FSII ice inhibitor.

Four adults and five children boarded at KVCB for the short, 13-minute flight to California’s Oroville Municipal

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Airport (KOVE), where an additional two adults and two children boarded. Thus the total occupancy for the approximately 2:30 flight to the intended destination of Bozeman, Montana (KBZN) was 14—six adults, seven children ages 1-9 years, and the pilot.

Two children occupied several single seats, sharing a safety belt, and the youngest child may have been situated on an adult’s lap. While that passenger load was not consistent with either Pilatus or FAA protocol, NTSB investigators stated that occupants played no role in the aircraft’s subsequent loss of control as it diverted to and approached Bert Mooney airport (KBTM) in Butte, Montana.

Uneven Fuel Flow

Analyzing data from the PC-12’s Central Advisory and Warning System, the NTSB determined that fuel flow during the KOVE-KBZN leg also was disrupted, although the effects of apparent ice crystals forming in the Jet A were not obvious for the first hour of flight.

At about 1:18 after take-off from KOVE, however, the PC12’s CAWS showed that the left boost pump was on continuously and the right boost pump was off, indicating that the operating pump was automatically attempting to correct a fuel imbalance of at least 70 pounds.

Such an imbalance would have also created a two-bar difference between the aircraft’s left and right fuel indicator’s 28-bar display. As stated in the PC-12 AFM, the maximum allowable fuel imbalance as indicated by the aircraft’s two fuel gauges is three bars. According to NTSB analysts, about that time the aircraft’s sole PT6A-67B turbine engine was drawing all its fuel from the right tank.

By 1:32 after departure, a fuel imbalance of 273 pounds existed and continued to increase steadily. Two hours and five minutes into the flight, the aircraft’s left fuel tank contained 1,047 more pounds of fuel than the right tank, thus causing a significantly heavier left wing and a 22-bar differential between the right and left fuel quantity gauges.

Aeronautical Decision Making

Subsequent actions of the PC-12 pilot suggest that he was aware of the aircraft’s fuel flow issue, although it is unknown when he felt the problem warranted corrective action such as diverting to an alternate airport. Approximately 1:30 after takeoff from KOVE, the aircraft’s fuel gauges indicated a three-bar differential and were rapidly diverging.

Five minutes later, when the aircraft was within 28 miles of Boise, Idaho’s municipal airport (KBOI), fuel gauge differential had reached five bars and would differ by eight bars after another five minutes, when the aircraft was still within a short flight from the ample facilities of Boise’s several FBOs. Clearly, the pilot needed to make a decision regarding the indications that a fuel flow problem was occurring.

Behavioral experts offer several approaches for dealing with Aeronautical Decision Making (ADM). One that is relevant is the DECIDE model, where the letters are used to prompt pilots to follow a six-step approach: 

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• • • • • •

D - Detect changes E - Estimate the need to counter or react to those changes C - Choose a desirable outcome for the flight in the presence of the detected change I - Identify actions that could successfully control the detected change or mitigate risk D - Do the best of the identified actions E - Evaluate the effects of the action taken.

Fuel imbalance as indicated by the aircraft’s gauges reached 15 bars about 1:50 after takeoff from Oroville (KOVE) on the fateful last leg of the PC-12 flight, when the aircraft was within four minutes’ flying time from a suitable airport at Challis, Idaho (KLLS).

At 2:05 after departing from KOVE, with another usable airport seven minutes from the aircraft’s course, the aircraft’s left tank was full and the leftwing heavy situation had reached more than 1,000 lbs and was rapidly diverging. About 100nm from his filed destination of Bozeman, Montana (KBZN), the pilot diverted to Butte (KBTM), 55nm and 13 minutes flying time from his present position, reaching the vicinity of KBTM with a fuel imbalance of 1,302 pounds.

The NTSB concluded that even with the left tank full and the right tank essentially empty, the PC-12 possessed sufficient aileron control power to counter the left-wing heavy situation provided the aircraft remained in steady flight and maneuvering was kept to a minimum.

Tragically, the experienced PC-12 pilot lost control of his imbalanced aircraft as he attempted to maneuver for landing at Butte. All on board perished.

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Learning from Others

Reporting on the tragedy, safety experts at the NTSB concluded the pilot underestimated the seriousness of the initial fuel imbalance warnings, in part because he apparently had not experienced any adverse outcomes from ignoring similar warnings previously.

Had he detected the anomalies earlier in the flight, estimated the effects of those changes and chosen the recommended course of action to avoid exceeding Pilatus’s AFM limitations of fuel imbalance, the outcome might have been different.

Faced with a laterally imbalanced aircraft, the pilot might have estimated what he would encounter as he maneuvered for landing, and he might have evaluated how the approach to Butte could be flown to minimize controllability risks. The pilot had not flown into Butte previously and may not have considered the environment around KBTM, which is situated in a valley surrounded by mountainous terrain.

Approaching Butte from the southwest over high ground, the pilot had limited distance between the surrounding mountain peaks and the airport for descending for his approach. The environment surrounding KBTM differed significantly from several other airport options situated in valleys and available to the pilot as the fuel imbalance situation worsened.

Loss of control is a risk that all pilots face whenever an aircraft is flown under conditions that approach or exceed the vehicle’s certified flight envelop. While comprehensive planning is required at all times, special care and prudent decisions are needed when conditions are abnormal. T

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2013 Challenger 605

1993 Gulfstream GIV SP

100 TT, ADS-B out, Autothrottle, 12 passenger interior in Beige leather

9150 TT,RVSM and MNPS Compliant, Overall Matterhorn White with stripes

2013 Gulfstream 450

2007 Gulfstream G500 3625 TT, Engines on JSSI, ,Interior recently refurbished- 14 passenger interior in Beige leather

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

4200TT. JSSI. EU Ops. 9 pax interior.

2015 Eurocopter EC130 T2 75 TT, 7 seat executive configuration with Grey leather edging and Blue fabric inserts, Overall Blue with Gold and Silver stripes Exterior

2015 Eurocopter AS 350B3e 75TT, 6 seat configuration in Light Grey with Mid Grey fabric inserts. Grey Coin flooring, Overall Dark Blue with White stripe Exterior

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, Citation XL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP. Call/Email For Details

www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

medium jetsValues Intro.qxp_Finance 23/05/2017 16:57 Page 1

FLIGHT DEPARTMENT RETAIL PRICE GUIDE

Medium Jets:

Just the Right Fit for Many Operators...

Of all the business jet categories, none does more to

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

or the purpose of our Retail Price Guide, Medium Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Medium Jet cabin, particularly when applied to longer trips. That is ultimately where the Medium Jets’ basic advantage comes into play over the Light Jet segment.

Medium Jets tend to cruise towards the upperend of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles.

In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way.

Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

F

82

AVBUYER MAGAZINE – June 2017

Medium Jet Price Guide The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1998 through Spring 2017. Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Gulfstream G100 values reported in the Spring 2017 edition of Bluebook shows $3.3 million for a 2006 model, $3.0 million for a 2005 model and so forth. Aircraft are listed alphabetically.

Note: We have included 30 aircraft models in the following Medium Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 86.

www.AVBUYER.com

 Aircraft Index see Page 153

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Airbus ACJ319, S/N 1589

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MARKET ALIGNED PRICING ASKING: $39,000,000

2001 Boeing BBJ, S/N 33010

• 5,942 hours TTAF : 2,863 Landings • Gore Design Completions 16 Passenger Executive Interior • C1/C2/C3 Checks Completed 7/14 & Landing Gear O/H Completed 6/14 • FANS 1 / CPDLC and ADS-C & TCAS 7.1 • 7-Tank Auxiliary Fuel System • In Dallas, TX & Immediately available for sale

STRATEGICALLY PRICED TO SELL ASKING: $24,500,000

2014 Gulfstream G650, S/N 6071

• 1,213 hrs TTAF : 371 Landings • One U.S. Corporate Owner Since New, “N” Registered, Excellent Pedigree • Production, Engines, and APU Factory Warranties Remaining • Autobrake System • EVAS & ADS-B Out Version • Runway Awareness and Advisory System

ASKING: $52,700,000

2002 Hawker 800XP, S/N 258588 ASKING: $2,250,000

2007 LEARJET 60SE, S/N 318 NEW TO THE MARKET! ASKING: $2,830,000

• • • • • • • •

5,726 hours TTAF : 4,602 Landings One U.S. Corporate Owner Professionally Operated & Maintained FAR Part 135 Engines & APU Enrolled on MSP Excellent Pedigree Collins Pro Line 21 Avionics Belted Lavatory – 9 Passengers Aircell Axxess II SATCOM

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2007 or newer Dual IFIS Good condition cosmetics U.S. registered

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Retail Values.qxp_RPG 23/05/2017 15:53 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Medium 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

2009 US$M

10.250

9.750

8.7

2008 US$M

MODEL BOMBARDIER CHALLENGER 300

14.5

BOMBARDIER LEARJET 60XR

13.250

12.250

11.250

4.7

4.5

3.8

3.5

3.2

2.9

5.2

4.8

4.4

4.0

3.7

3.9

3.5

3.1

2.7

2.5

BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40

CESSNA CITATION X+750

1.850

20.0

16.0

13.0

CESSNA CITATION X 750

11.0

10.0

9.0

8.0

7.0

10.0

9.0

8.5

7.7

7.2

6.7

7.4

6.9

6.5

6.2

5.9

5.7

5.2

5.0

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

15.0

14.0

CESSNA CITATION SOVEREIGN+680

17.0

13.5

12.5

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

12.0

9.0

8.1

12.0

CESSNA CITATION XLS 560 CESSNA CITATION EXCEL 560

DASSAULT FALCON 2000 DASSAULT FALCON 50EX

GULFSTREAM G280

21.0

17.0

16.0

15.0

14.0 7.5

6.9

6.0

5.4

11.0

9.0

8.5

8.0

7.0

6.2

5.7

5.5

5.1

HAWKER 4000

5.1

4.8

4.5

4.2

4.0

HAWKER 900XP

6.0

5.7

5.2

4.7

4.2

3.8

3.5

3.2

3.3

2.8

2.5

GULFSTREAM G200 GULFSTREAM G150 GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

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

3.8

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

84

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 23/05/2017 15:54 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Spring 2017 2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

8.2

7.7

7.2

6.7

6.2

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

BOMBARDIER CHALLENGER 300

2.8 2.8

MODEL YEAR $ MODEL

BOMBARDIER LEARJET 60XR 2.5

2.4

2.3

BOMBARDIER LEARJET 60SE 2.2

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

2.1

2.0

1.9

1.8

1.7

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 6.1

5.5

5.0

4.8

4.6

4.4

4.1

3.8

3.6

3.4

CESSNA CITATION X 750

2.150

2.050

1.950

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

6.2

5.7

5.2

4.9

CESSNA CITATION SOVEREIGN 680

4.6

4.4

4.2

4.0

CESSNA CITATION XLS 560

CESSNA CITATION XLS+560

2.7

2.5

2.4

2.3

2.1

1.9

1.7

CESSNA CITATION EXCEL 560

8.0

7.6

7.3

7.0

5.8

5.5

5.2

4.7

4.2

3.8

DASSAULT FALCON 2000

5.9

5.7

5.5

5.3

4.9

4.4

3.9

3.5

3.3

3.0

DASSAULT FALCON 50EX

GULFSTREAMM G280 4.8

4.4

4.6

4.1 3.3

4.2

3.9

3.4

3.2

3.0

2.8

2.5

GULFSTREAM G200 GULFSTREAM G150

3.0

2.8

2.6

2.4

2.2 2.2

GULFSTREAM G100 1.9

1.8

1.7

GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000 HAWKER 900XP 3.2

2.8

HAWKER 850XP PRO LINE 2.5

HAWKER 800XP 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 4

www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

85

ACSpecs Intro.qxp_AC Specs Intronov06 23/05/2017 16:29 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

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. © 2011 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

86

AVBUYER MAGAZINE – June 2017

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).

Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification.

• Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies.

• Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

• Maximum Payload is the maximum zero fuel weight minus the basic operating weight.

Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied.

This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• VFR Range - Seats Full is the maximum www.AVBUYER.com

•

VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only).

This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW).

Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range.

Engines The number of engines, manufacturer and model are shown.



Aircraft Index see Page 153

LEA RJET 40

BEE CHC RAF T HA WKE R 80 0XP I BEE CHC RAF T HA WKE R 80 0XP R BEE CHC RAF T HA WKE R 85 0XP BEE CHC RAF T HA WKE R 90 0XP BEE CHC RAF T HA WKE R 40 00

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

AircraftPer&SpecJune16.qxp_PerfspecDecember06 23/05/2017 16:40 Page 1

$2,417.67

$2,464.23

$2,453.57

$2,111.60

$2,465.33

$2,229.14

$2,823.26

$1,870.96

5.75

5.75

5.75

5.75

5.75

5.75

6

4.92

CABIN HEIGHT FT.

6

6

6

6

6

6

6.46

5.12

CABIN WIDTH FT.

21.3

21.3

21.3

21.3

21.3

21.3

25

17.67

CABIN LENGTH FT.

551

551

551

551

551

551

746

369

CABIN VOLUME CU.FT.

4.3

4.3

4.3

4.3

4.3

4.3

6

4.8

DOOR HEIGHT FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.5

2.5

DOOR WIDTH FT.

47

48

49

50

50

50

114

15

BAGGAGE VOL. INT. CU.FT.

32

-

-

-

-

-

-

50

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

8

8

8

8

8

8

8

6

SEATS - EXECUTIVE #

27000

28000

28000

28000

28000

28000

39500

20350

MTOW LBS

23350

23350

23350

23350

23350

23350

33500

19200

MLW LBS

16250

16250

16250

16500

16330

16500

23700

13718

B.O.W. W/CREW LBS

8500

10000

10000

10000

10000

10000

14600

5375

USEABLE FUEL LBS

2200

1750

1750

1620

1790

1620

1400

1507

PAYLOAD WITH FULL FUEL LBS

2200

2050

2050

1950

2120

1950

2300

2282

MAX. PAYLOAD LBS

2050

2470

2470

2733

2525

2733

3100

1573

RANGE - SEATS FULL N.M.

2200

2620

2620

2929

2710

2929

3283

1707

MAX. RANGE N.M. (4 PAX)

4647

5200

5200

5260

5640

5258

5321

4000

BALANCED FIELD LENGTH FT.

3803

3803

3803

3805

3810

3805

4373

4033

LANDING DIST. (FACTORED) FT.

3500

3415

3415

3415

3415

3415

-

2820

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

530

470

470

570

470

570

880

710

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

447

449

449

452

452

452

489

465

MAX. CRUISE SPEED KTAS

430

430

430

430

430

430

470

436

NORMAL CRUISE SPEED KTAS

402

402

402

402

402

402

447

428

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

PW308A

TFE 731-20AR

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL



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

Advertising Enquiries see Page 4

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June 2017 – AVBUYER MAGAZINE

87

AircraftPer&SpecJune16.qxp_PerfspecDecember06 23/05/2017 16:41 Page 2

CHA LLEN GER 300 BOM BAR DIER

LEA RJET 75

LEA RJET 70

LEA RJET 60X R

$1,921.14

$1,903.80

$2,073.95

$1,986.83

$1,753.94

$1,811.84

$2,533.19

CABIN HEIGHT FT.

4.92

4.92

4.92

5.71

5.71

4.92

4.92

6.08

CABIN WIDTH FT.

5.12

5.12

5.12

5.92

5.92

5.12

5.12

7.17

CABIN LENGTH FT.

17.67

19.75

19.75

17.67

17.67

17.67

19.75

23.7

CABIN VOLUME CU.FT.

369

415

415

447

447

369

415

930

DOOR HEIGHT FT.

4.8

4.8

4.8

5.3

5.3

4.8

4.8

6.22

DOOR WIDTH FT.

2.5

2.5

2.5

2

2

2.5

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

15

15

15

24

24

15

15

106

BAGGAGE VOL. EXT. CU.FT.

50

50

50

24

24

50

50

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

6

8

8

7

7

6

8

8

MTOW LBS

21000

20500

21500

23500

23500

21500

21500

38850

MLW LBS

19200

19200

19200

19500

19500

19200

19200

33750

B.O.W. W/CREW LBS

13949

13890

14125

14772

14896

13715

13890

23850

USEABLE FUEL LBS

6062

6062

6062

7910

7910

6062

6062

14045

PAYLOAD WITH FULL FUEL LBS

1239

798

1563

1068

944

1973

1798

1105

MAX. PAYLOAD LBS

2051

2110

1875

2228

2104

2285

2110

3350

RANGE - SEATS FULL N.M.

1778

1423

1685

2186

2044

1849

1805

3065

MAX. RANGE N.M. (4 PAX)

1960

1968

1937

2418

2398

2000

1998

3340

BALANCED FIELD LENGTH FT.

4250

4400

4550

5920

5920

4353

4425

4950

LANDING DIST. (FACTORED) FT.

4060

4063

4105

5208

5317

3917

3917

3951

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

2820

2800

2630

4500

4500

-

-

4240

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

394

590

589

714

718

-

-

474

MAX. CRUISE SPEED KTAS

465

465

465

465

465

465

465

470

NORMAL CRUISE SPEED KTAS

436

436

436

436

436

436

436

459

L/RANGE CRUISE SPEED KTAS

432

416

432

423

423

432

432

459

2

2

2

2

2

2

2

2

TFE 731-20BR

TFE 731-20AR

TFE 731-20BR

PW305A

PW305A

TFE 731-40BR

TFE 731-40BR

HTF7000

ENGINES # ENGINE MODEL

BOM BAR DIER

$1,836.31

VARIABLE COST PER HOUR $

BOM BAR DIER

BOM BAR DIER

BOM BAR DIER

BOM BAR DIER

BOM BAR DIER

LEA RJET 60

LEA RJET 45X R

BOM BAR DIER

LEA RJET 45

LEA RJET 40X R

FLIGHT DEPARTMENT 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.

88

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Aircraft Index see Page 153



Jetbed FP June.qxp_Layout 1 23/05/2017 12:13 Page 1

“I would like to commend JetBed for developing such a wonderful tool for use in our aircraft fleet. The JetBeds are such a great addition to our cabin requirements.

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Bombardier C300, C600 Series, Conference Group, Learjet 40 Series, Learjet 60, Global Express (5000, 6000, 7000, 8000) Cessna CJ, CJ1, CJ1+, CJ2, CJ2+, CJ3, CJ4, XL, XLS & XLS+, Ultra, Encore, Encore+, Citation X, Citation Sovereign, Citation Mustang Dassault F2000, F900, F7X, Falcon 50, Conference Group

Gulfsteam G200, G280, Galaxy, GIV, G450, GV, G550, G650, G650 Conference Group, G650 Crew Rest, G650 Conference Group, GV Crew Rest, G550 Crew Rest, Conference Group

Hawker XP Series

Embraer Phenom 100 & 300 Legacy 600 Series Legacy 600/650 Conference Group

Pilatus PC-12

AircraftPer&SpecJune16.qxp_PerfspecDecember06 23/05/2017 16:41 Page 3

VARIABLE COST PER HOUR $

CES SNA CITA TION LATI TUD E CES SNA CITA TION SOV ERE IGN CES SNA CITA TION SOV ERE IGN +

CES SNA CITA TION VII

CES SNA CITA TION XLS +

CES SNA CITA TION XLS

CES SNA CITA TION EXC EL

BOM BAR DIER

CHA LLEN GER 350

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,582.60

$1,943.97

$1,893.35

$1,852.07

$2,744.79

$2,315.84

$2,265.07

$2,163.26

CABIN HEIGHT FT.

6.08

5.7

5.7

5.7

5.7

6

5.7

5.7

CABIN WIDTH FT.

7.17

5.5

5.5

5.5

5.5

6.42

5.5

5.5

CABIN LENGTH FT.

23.7

18.5

18.5

18.5

18.4

21.08

25.25

25.25

CABIN VOLUME CU.FT.

1002

422

422

422

422

587

571

585

DOOR HEIGHT FT.

6.22

4.54

4.5

4.5

5

5.42

4.58

4.58

DOOR WIDTH FT.

2.5

2

2

2

2

2.58

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

106

10

10

10

-

27

35

35

BAGGAGE VOL. EXT. CU.FT.

-

80

80

80

54

100

100

100

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

7

8

8

7

9

9

9

MTOW LBS

40600

20000

20200

20200

23000

30800

30300

30755

MLW LBS

34150

18700

18700

18700

20000

27575

27100

27575

B.O.W. W/CREW LBS

24800

12500

12800

12800

14250

18656

18150

18510

USEABLE FUEL LBS

14150

6740

6740

6740

7330

11394

11223

11390

PAYLOAD WITH FULL FUEL LBS

1800

960

860

860

1620

1000

1177

1125

MAX. PAYLOAD LBS

3400

2500

2300

2300

2250

2544

2650

2490

RANGE - SEATS FULL N.M.

3200

1449

1539

1528

1693

2455

2620

2773

MAX. RANGE N.M. (4 PAX)

3600

1839

1989

1976

1824

2870

3010

3163

BALANCED FIELD LENGTH FT.

4836

4100

3940

3910

5100

3760

3750

3260

LANDING DIST. (FACTORED) FT.

3850

4917

4738

4738

4500

3597

3867

3725

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

-

3790

3500

3500

4315

3800

4016

-

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

-

699

800

800

510

1145

1237

-

MAX. CRUISE SPEED KTAS

470

433

433

440

452

429

459

459

NORMAL CRUISE SPEED KTAS

459

433

433

440

452

429

459

459

L/RANGE CRUISE SPEED KTAS

459

373

373

373

417

372

388

-

2

2

2

2

2

2

2

2

HTF7350

PW545A

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

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.

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Aircraft Index see Page 153

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AircraftPer&SpecJune16.qxp_PerfspecDecember06 23/05/2017 16:42 Page 4

G28 0

G20 0

G15 0

$2,299.93

$2,089.73

$1,941.00

$2,617.22

$2,586.57

$2,072.09

CABIN HEIGHT FT.

5.7

5.7

6

5.6

5.75

6.25

6.25

5.6

CABIN WIDTH FT.

5.5

5.5

6.83

4.75

5.75

7.2

7.2

4.75

CABIN LENGTH FT.

23.92

25.2

24

17.1

17.7

24.5

32.25

17.1

CABIN VOLUME CU.FT.

538

593

705

304

521

869

888

304

DOOR HEIGHT FT.

4.5

4.5

5.42

4.3

4.33

6

6

4.3

DOOR WIDTH FT.

2.1

2.1

2.4

2.08

2.1

2.75

2.75

2.08

BAGGAGE VOL. INT. CU.FT.

-

-

27

9

25

25

34

9

BAGGAGE VOL. EXT. CU.FT.

82

82

150

55

55

125

120

55

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

7

7

8

8

7

MTOW LBS

36100

36600

35274

24650

26100

35450

39600

24650

MLW LBS

31800

32000

32518

20700

21700

30000

32700

20700

B.O.W. W/CREW LBS

22025

22464

22928

14365

15100

19950

24150

13400

USEABLE FUEL LBS

12931

12931

10851

9365

10300

15000

14600

9345

PAYLOAD WITH FULL FUEL LBS

1444

1505

1627

920

850

650

1000

2055

MAX. PAYLOAD LBS

2375

2514

2976

2635

2400

4050

4050

3600

RANGE - SEATS FULL N.M.

2890

3229

2521

2550

2760

3130

3590

2330

MAX. RANGE N.M.

3125

3380

2640

2910

3130

3530

3690

2780

BALANCED FIELD LENGTH FT.

5250

5242

3825

6000

5030

6991

5160

6400

LANDING DIST. (FACTORED) FT.

4693

4702

3472

4362

4050

4352

5083

4362

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

3650

3650

3866

3400

3340

3700

5000

3700

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

1120

1120

996

493

606

395

844

1010

MAX. CRUISE SPEED KTAS

525

527

470

474

470

470

482

460

NORMAL CRUISE SPEED KTAS

525

527

459

459

459

459

470

448

L/RANGE CRUISE SPEED KTAS

470

470

438

430

430

430

459

414

2

2

2

2

2

2

2

2

AE 3007C1

AE 3007C2

HTF7500E

TFE 731-40R

TFE 731-40AR

PW306A

HTF7250G

TFE 731-3C

ENGINES # ENGINE MODEL

IAI A STR A SP

$3,214.41

GUL FSTR EAM

$3,176.09

VARIABLE COST PER HOUR $

GUL FSTR EAM

GUL FSTR EAM

G10 0 GUL FSTR EAM

EMB RAE R LE GAC Y 45 0

CES SNA CITA TION X+

CES SNA CITA TION X

FLIGHT DEPARTMENT 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

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AirCompAnalysis JUNE17.qxp_ACAn 24/05/2017 12:13 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Beech King Air 350i/350iER vs Piaggio Avanti II In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular turboprops for the purpose of valuing the King Air 350i and 350iER. 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

96

O

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current market values for King Air 350i/350iER. The field in this comparative study includes the Piaggio Avanti II.

Brief History

The King Air family is part of a line of twin-engine turboprop aircraft produced by the Beech Aircraft Corporation (now part of Textron Aviation). Launched in 1964 with the introduction of the Model 90, variants of the King Air have resulted in the longest production run of any civilian turboprop in its class. It has outlasted all of previous competitors, and the only other aircraft currently being built in its market is Piaggio’s Avanti.

The King Air 350 is essentially a model 300 with a 34inch fuselage stretch, two additional cabin windows on each side, 41-inch wing span increase, drag-reducing

AVBUYER MAGAZINE – June 2017

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winglets (giving extra range) and 1,000 lbs. additional MGTOW. The first King Air 350 deliveries occurred in 1990 as the ‘Super’ King Air 350. The King Air 350 was built until 2009.

The model 350i, built in 2010, is a derivation of the model 350 featuring a "FlexCabin" configuration that can be swapped easily for a variety of missions. The 350i also boasts a quieter cabin with sound levels reduced to an average of 78dBA. The current production models are the King Air 350i, King Air 350iER and King Air 350ER, all of which are adept at accommodating passengers, cargo, air ambulance or other special missions.

There are 324 wholly-owned King Air 350i and 350iER aircraft in operation worldwide. By continent, North America is home to the largest fleet percentage (65%) followed by Asia (17%), accounting for a combined 82% of the fleet. Almost 20% of the King Air 350i/350iER inoperation fleet is leased, according to JETNET statistics.

Aircraft Index see Page 153

AirCompAnalysis JUNE17.qxp_ACAn 24/05/2017 12:14 Page 2

8 8

BEECH

King Air 350i

BEECH vs.

King Air 350iER

HOW MANY

EXECUTIVE SEATS

PIAGGIO

6

Avanti II

WHICH OF THESE TURBOPROPS WILL COME OUT ON TOP HOW MUCH

RUNWAY DO I NEED?

(Balanced field length, ft)

Beech King Air 350i 3300 Beech King Air 350iER 5105 Piaggio Avanti II 3500 0

1000

PAYLOAD

CAN WE GO?

CAN WE TAKE?

(Nautical Miles. 4 Pax) 350i

1550

2000

0

500

350i

234

(Knots)

425

238

350iER

1300

314

Avanti II 1,500

2,000

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

CRUISING SPEED?

2415

1,000

6000

5000

LONG RANGE

(Lbs) 2500

350iER Avanti II

1500

4000

WHAT’S THE

350i

3980 2365

Avanti II 1364

1000

3000

HOW MUCH

HOW FAR 350iER

2000

NEW/USED SOLD

2,500

50

100

150

200

250

300

WHAT’S THE COST PER MILE?

1 (12.7%) 126 324

8 (4.0%)

350i 350iER Avanti II

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

Advertising Enquiries see Page 4

12-Month Average Figure

(% = Global Fleet For Sale)

www.AVBUYER.com

$2.58 $2.69 $2.42

(Direct operating costs based on 1000nm mission carrying 800lbs payload)

June 2017 – AVBUYER MAGAZINE

 97

AirCompAnalysis JUNE17.qxp_ACAn 25/05/2017 11:51 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Payload & Range

King Air 350i King Air 350iER

53,572

Avanti II

15,000 16,500 12,100

MTOW (lb)

3,611

5,192

2,802

Max Fuel (lb)

122

124

104

2,500

Fuel Usage (GPH)

2,415

1,300

Max Payload (lb)

1,489

823

848

Avail Payload w/Max Fuel (lb)

1,550

2,365

1,364

Max Fuel Range (nm) - 4 Pax

Source: Conklin & de Decker, ACC – Aircraft Cost Calculator; B&CA May 2017 Purchase Planning Handbook and Aug. 2016 Operations Planning Guide.

Chart A - Cabin Cross Section Beechcraft King Air 350i/ER

Piaggo Avanti P180 II

896

1,316

1,070

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

The data contained in Table A (left) are sourced from Conklin & de Decker and the May 2017 issue of B/CA. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The King Air 350i ‘Available Payload with Maximum Fuel’ at 1,489 lbs is considerably greater than the Avanti II at 848 lbs of payload capability and King Air 350iER at 823 lbs.

In addition, the fuel usage by each aircraft in this field of study is depicted. The King Air 350i and 350iER burn more fuel per hour at 122 and 124 Gallons Per Hour (GPH), respectively, compared to 104 GPH for the Avanti II (per Aircraft Cost Calculator). That’s 17% and 19% more gallons per hour respectively.

Cabin Cross-Sections

According to Conklin & de Decker, the King Air 350i cabin volume is 344 cu. ft. and its cabin length is 19.5ft. The Avanti II has the greater cabin volume (393 cu. ft.) but is shorter in length at 17.5ft. Chart A (left) (courtesy of UPCAST JETBOOK) shows the side-by-side comparisons.

Source: UPCAST JETBOOK

Chart B - Range Comparison King Air 350i King Air 350iER Piaggio Avanti P180 II

Range Comparison

As depicted by Chart B (left) and using Wichita, Kansas as the origin point, the King Air 350i and the King Air 350iER show considerably more range coverage than the Avanti II, per Aircraft Cost Calculator (ACC) data.

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

1404.0 Nm 1594.13 Nm 1050.0 Nm

Powerplant Details

The King Air 350 aircraft utilizes two P&WC PT6A-60A engines

98

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Aircraft Index see Page 153

AirCompAnalysis JUNE17.qxp_ACAn 24/05/2017 12:14 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart C - Cost Per Mile*

rated at 1,050 SHP. By comparison, the Avanti II has two P&WC PT6A-66B engines rated at 850 SHP.

Cost Per Mile

King Air 350i

Using data published in the May 2017 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide, we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

Note: Fuel price used from this source does not represent an average price for the year.

Chart C (top, right) details ‘Cost per Mile’ and compares the King Air 350i and 350iER to their competition, factoring direct costs and with each aircraft flying a 1,000nm mission with a 800 lbs (four passenger) payload. The King Air 350iER and 350i show higher costs per nautical mile at $2.69 and $2.58 respectively, compared to $2.42 cost per mile for the Avanti II (a difference of 11.2% and 6.6% cost per nautical mile in favor of the Avanti II).

$2.58 $2.69

King Air 350iER Avanti II

$2.42

$0.00

$1.00

US $ per nautical mile

Chart D – Variable Cost

King Air 350i

$830

King Air 350iER

$830

Avanti II

$977

$0

$500

$1,000

US $ per hour

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 King Air 350i and 350iER computes at $830 per hour, which is 15% less than the Avanti II at $977 per hour.

Table B - Aircraft Comparisons King Air 350i

Aircraft Comparison Table

Advertising Enquiries see Page 4

$3.00

*1,000 nm mission, 800lbs payload

Total Variable Cost

Table B (right) contains the new prices from the May 2014 B&CA magazine for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The King Air 350i has 4% of its fleet currently ‘For Sale’ and the Avanti II has 12.7% ‘For Sale’.

Also, the average number of new

$2.00

King Air 350iER Avanti II

234

238

314

Long Range Cruise Speed

344

344

393

Cabin Volume Cu Ft

896

1,316

1,070

7.422

Max P/L w/available Fuel Range nm

8.462

7.195

B&CA Price $USm 2014 (new)

324

N/A

126

In Operation

4.0%

N/A

% For Sale

12.7%

8

N/A

1

Average Pre-owned Sold*

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

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June 2017 – AVBUYER MAGAZINE

99

AirCompAnalysis JUNE17.qxp_ACAn 24/05/2017 12:15 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule

the applicable recovery period.

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

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

Table D (left) depicts an example of using the MACRS schedule for a 2014-model King Air 350i aircraft in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods, assuming a 2014 new value of $7.4m, per B&CA.

MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction Source: NBAA

Table D - MACRS Depreciation Schedule 2014 King Air 350i - PRIVATE (PART 91) Full Retail Price - Million

$7.422

Year

1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$1.5

2.4

1.4

0.9

0.9

0.4

Depreciation Value ($M)

$5.9

3.6

2.1

1.3

0.4

0

Cum. Depreciation ($M)

$1.5

3.9

5.3

6.1

7.0

7.4

Rate (%)

Asking Prices & Quantity

2014 King Air 350i - CHARTER (PART 135) Full Retail Price - Million

$7.422

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)

$1.06

1.82

1.30

0.93

0.66

0.66

0.66

0.33

Depreciation Value ($M)

$6.36

4.54

3.25

2.32

1.60

0.99

0.33

0.00

Cum. Depreciation ($M)

$1.1

2.9

4.2

5.1

5.8

6.4

7.1

7.4

Rate (%)

Source: B&CA

deliveries and used transactions (sold) per month for the King Air 350i is eight per month, versus one per month for the Avaniti II. Corresponding data are not available for the 350iER.

Depreciation Schedule

Aircraft that are owned and operated by businesses are

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AVBUYER MAGAZINE – June 2017

often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see

Table C, above).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of

www.AVBUYER.com

The current used jet market for the King Air 350i shows a total of 13 aircraft ‘For Sale’ with seven displaying an asking price ranging from $3.7m to $5.9m.

While 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.

Productivity Comparisons

The points in Chart E (right) are centered on the same aircraft.

Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity Aircraft Index see Page 153

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1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

Others may choose different parameters, but serious business aircraft 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 King Air 350i and 350iER display a high level of productivity.

Popular attributes of the King Air 350i and 350iER are the lower variable costs and longer range compared to the Avanti II but at a higher initial acquisition price.

The Avanti II has more cabin volume, greater available payload with maximum fuel than the King Air 350iER, but less than the 350i, lower fuel burn and a lower acquisition price. Operators should weigh their mission requirements precisely when picking the best option for them within this category.

Advertising Enquiries see Page 4

Chart E - Productivity Comparison $10.0

Price (Millions)

can be defined (and it is here) as the multiple of three factors:

$8.0 $6.0

2014 King Air 350i

2014 King Air 350iER 2014 Avanti II

$4.0 $2.0

0.08

0.12

0.16

0.20

0.24

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

Summary

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

www.AVBUYER.com

however. The King Air 350i and 350iER continue to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the King Air 350i and 350iER will continue to do well in the used markets for the foreseeable future. T

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BOARDROOM T INSURANCE

Insurance Fundamentals What Does your Stated Coverage Actually Provide…?

Heidi R. Albers, an attorney with Cooling & Herbers, P.C., dissects the word ‘insurance’ to examine some of the typical terms and protections of aircraft hull and liability policies. Her checklist format offers owners and operators insightful information...

Heidi R. Albers is an aviation attorney at Cooling & Herbers, P.C. with offices in Kansas City, Missouri and Wichita, Kansas.

Ms. Albers appreciates the contributions to this article from Robert Hopson, Vice-President and aviation insurance specialist with Lockton Companies.

F

irst, a word of caution: Although many aviation insurance policies are written on an “All Risk” basis, they do not cover all risks of owning and operating an aircraft. While an essential tool for risk management, insurance policies have coverage limits, restrictions and exclusions that must be understood.

Even if unlimited coverage were available on the market, the cost would not be practical for most owners. In a nutshell, here is the best approach when insuring your corporate aircraft:

• • • •

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Buy as much insurance coverage as you can reasonably afford; Verify that your policy complies with insurance requirements in your aircraft contracts; Check your policy for gaps in coverage; Contact your aviation insurance broker to fix any issue with your policy before operating your aircraft, such as changes to the approved pilots or additional insureds provisions. www.AVBUYER.com

As outlined below, there are some common coverage issues that you should consider when reviewing your Business Aviation insurance policy.

Insurance Coverage

Physical damage coverage is insured at an amount agreed upon by the aircraft owner and the insurer.

In determining the agreed value, insurers will use the current market ‘retail value’ as a guideline, and owners should consider what it would cost to replace your aircraft with ‘like-kind and quality’.

If the agreed value is higher than the true market value, you may be paying a higher premium than necessary and the insurance company may elect to repair any damage rather than declare a total loss, which may impact your aircraft’s resale value.

If the agreed value is lower than the true market value, the insurance company may elect to declare a total loss rather than repair the damage and you may not have adequate insurance proceeds to replace your aircraft in the event of loss.

Review the agreed value at the time of yearly policy renewal to determine the appropriate amount to replace the aircraft (including all upgrades and improvements) in the current market and to comply with the minimum insured values required by your lender.

Aircraft liability coverage limits are available up to hundreds of millions of dollars. The limits are Aircraft Index see Page 153

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of coverage). You may want to limit the amount and extent of coverage available to such insureds to maximize the coverage available to you. For example, if the policy provides $50m overall in liability coverage, you may want to limit the coverage you share to $10m (unless higher coverage is required under your contracts with the Additional Insured).

Another common issue for policies with multiple insureds is invalidation of interest/breach of warranty. Generally, if one insured party invalidates the policy, coverage is voided for all insured parties. Lenders and other Additional Insureds usually require an invalidation of interest/breach of warranty clause in their favor to ensure that they have coverage if the Named Insured or other insureds invalidate the policy.

Use

Some aviation insurance policies for smaller aircraft restrict coverage to ‘pleasure and business’ use, which means you may not charge for the use of your aircraft. If you plan to operate the aircraft for reimbursement under Part 91 of the FARs, you want a broad usage clause under your policy to provide coverage “for all operations of the Named Insured”.

Any commercial usage, such as charter, should be expressly recognized as an approved operation in the purpose of use clause to avoid any doubt that it is covered under your policy.

Restrictions

negotiable and based on a number of factors including the aircraft type, maximum seating, pilot experience and value of assets of the insured. Since future loss is impossible to predict, the best approach is to buy as much liability coverage as is affordable and relevant for your operations.

Your aviation insurance broker should explain all the coverages under your policy, including coverage for ancillary expenses such as extra costs for rental aircraft and trip interruption. Ancillary expenses can exceed the cost to repair damage to your aircraft, and without the proper coverage you will not be reimbursed by your insurer.

Named Insured

The Named Insured under your policy should include the aircraft owner and any other related parties that may have legal liability or require insurance defense in the event of a lawsuit. “ABC Company, LLC, its members, managers, directors, officers, employees, subsidiaries and affiliated companies” is an example of a broadly-worded Named Insured clause.

The Named Insured owns the policy, is responsible for premiums, benefits from all coverages, and controls the claims process and changes to the policy. Additional Insureds share only some of the liability coverages, do not have as many rights or responsibilities as the Named Insured and do not have control over the policy or the claims process.

Shared Coverage

If you add other parties as Additional Insureds under your policy, your liability coverage is shared with them (also known as dilution Advertising Enquiries see Page 4

There are many restrictions in an aviation insurance policy that should be carefully reviewed with your aviation insurance broker to ensure that the policy covers your intended operations. These may also be called conditions or exclusions. For example, the policy may restrict coverage to those operations within a certain geographic territory.

Another common condition is the Pilot Warranty (Approved Pilots) clause in your policy, which lists the approved pilots for your aircraft and provides an ‘open pilot warranty’ for any other pilots. The open pilot warranty is the minimum qualifications and training requirements for coverage under your policy for pilots not specifically listed as approved in your policy.

The use of pilots for your aircraft who are not specifically listed or who do not comply with the open pilot warranty in your aviation insurance policy will void your coverage. A broader pilot approval clause such as ‘any pilot approved by the Named Insured’ is recommended.

Allied Perils and War Risk Coverage

There are several allied perils and war risks that are typically excluded from coverage in an aviation insurance policy with respect to both liability and physical damage coverage. The war risk exclusion is not solely for acts of war, terrorism and hijacking, however. For example, coverage for confiscation and seizure of your aircraft is also typically excluded.

Some limited coverage can be purchased to mitigate these risks. It would be wise to talk to your aviation insurance broker about adding war risk liability and physical damage to your policy, particularly if you operate aircraft outside of the US. The premium to add this coverage is usually minimal.

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BOARDROOM T INSURANCE

Non-Owned Coverage

Any aircraft used that you do not own in whole or in part is considered a non-owned aircraft and is not covered under your policy unless you have non-owned aircraft liability coverage.

For example, if your aircraft is undergoing maintenance or being used by another person, you may need to lease or charter an aircraft owned by someone else. If there is an accident while using a non-owned aircraft, you may have liability and need to defend yourself for damage to that aircraft or harm to others arising out of your operation or use of that aircraft.

The best approach is to maintain non-owned coverage under your own policy, plus be covered as an Additional Insured under the policy for the aircraft you are using. As there are limitations on the applicability of non-owned coverage, this provision should be carefully reviewed with your aviation insurance broker for adequate protection.

Contracts

Submit your aircraft contracts to your aviation insurance broker for review before you sign them.

Otherwise, you may later discover that you have agreed to certain obligations that are excluded under your policy. Aviation insurance policies also usually require that you submit a copy of all such contracts to your insurance company underwriter for acknowledgement and approval.

Common provisions that require insurer approval include indemnification obligations to your contract partner and additional insured and “waiver of subrogation” coverage obligations in favor of your contract partner.

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Exclusions

“ Submit your aircraft contracts to your aviation insurance broker for review before you sign them.”

www.AVBUYER.com

There are numerous exclusions under aviation insurance policies. Some excluded losses may be covered by adding a ‘write-back’ endorsement to your policy for an extra premium, such as the war risk coverage discussed above.

Another common exclusion is for claims relating to the loss of market value of your aircraft as a result of damage history, which is also known as diminution in value. Diminution coverage, which may be obtained through an endorsement to your policy, covers a percentage of the agreed aircraft value depending on the amount of premium paid.

This coverage may offset a reduction in resale value resulting from damage history, but the coverage is costly compared to physical damage premiums.

If you operate your aircraft in foreign countries, be aware that certain aircraft insurance coverage may be required for compliance with a country’s rules and regulations. For example, if you operate your aircraft in or over the EU, you must have certain liability coverages based on the MTOW of your aircraft and other factors. If you operate your aircraft in Mexico, you need a liability insurance certificate issued by an insurance company licensed in Mexico, which can usually be obtained for a nominal charge.

Notify your aviation insurance broker of your intended international operations to ensure that coverage applies while traveling abroad and that all necessary documentation is issued properly.

In conclusion, you should consult with your aviation attorney and insurance broker about these and other considerations to ensure that your aviation insurance policy fits your unique operation. T Aircraft Index see Page 153

SO QUIET INSIDE YOU CAN ACTUALLY HEAR YOURSELF THINK.

The 6,450 nm Falcon 8X has the quietest cabin of any business jet. That means more comfort and greater productivity on long, demanding journeys. Add to that uninterrupted connectivity and access to virtually any two points on the globe, and you have a business jet that exceeds expectations. Fly farther. Achieve more.

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BOARDROOM T BUYING & SELLING

What’s Your Business Aircraft Worth Today?

Points of Value Specific to Embraer Executive Jets ‘For Sale’ Senior Certified Aircraft Appraiser Jeremy Cox continues his series spotlighting aircraft makes and models and their value points. This month the focus is on used Embraer business jet models...

T

he Embraer Phenom 100 series is projected by the Aircraft Bluebook to accumulate 200 Hours annually.

Currently, the Phenom 100 market shows the average TTAF (taken from 44 aircraft ‘For Sale’) is 1,141 hours with an average of 901 landing cycles, which is an average ratio of just over 1 flight-hour, 16 minutes per landing. The average Year of Manufacture of the ‘For Sale’ Phenom 100 is 2010 (seven years old).

The Phenom 300, meanwhile, is projected by Bluebook to accumulate 300 Hours annually. The

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current Phenom 300 market shows the average TTAF (taken from 20 aircraft ‘For Sale’) is 549 hours, with an average of 401 landing cycles, which is an average ratio of approximately 1 flight-hour, 22 minutes per landing. The average Year of Manufacture of the ‘For Sale’ aircraft is 2012 (five years old).

There is no Bluebook data regarding projected annual flight-hours accumulation for either the Legacy 450 or Legacy 500. There are no used Legacy 450 jets ‘For Sale’ (as of May 2017), however, there are three used Legacy 500 jets ‘For Sale’ with an average TTAF of 671 hours, and an average of 594 landing cycles. That’s an average ratio of approximately 1 flight-hour, 8 minutes per landing. The average Year of Manufacture of the Legacy 500 ‘For Sale’ is 2014 (three years old).

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Aircraft Index see Page 153

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Legacy 600: The lowest residual value among used Embraer executive jets ‘For Sale’ is found with the Legacy 600. A 2007 model has a residual value that is about 30% of its original list price, with an average value of approximately $7.400m today, versus $24.700m ten years ago. In the past 15 years, the Legacy 600 market has seen 123 transactions.

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

Other Legacy Markets: All other Embraer models have much lower resale transaction numbers, mainly because they are relatively new aircraft, and owners who made the decision to buy a new Embraer aircraft tend to stay loyal for longer period of time.

Transaction Details in Focus

Phenom 100: The residual value of a 2010-model Embraer Phenom 100 is currently about 59% of its new value, based upon a List Price in 2010 of US$3.745m, and a retail value today of ~$2.200m.

Transactions of used Embraer jet models tend to reflect their respective model fleet sizes, and in the past 10 years, 201 Phenom 100’s have transacted in a used condition.

Over the years, various upgrades have been introduced for the Phenom 100, including the Phenom 100E and Phenom 100EV. The difference between the Phenom 100E and EV models are a 35 lbst increase of the PW617F engine (identified by a PW617F-1 on the EV model); increased payload capability; reduced Time-to-Climb; and Prodigy Touch Garmin G3000 Touchscreen EFIS. Phenom 300: The residual value of a 2012 Phenom 300 is currently at about 76% of its new value (2012 List Price was $8.920m, and the current retail value is approximately $6.800m). In the past nine years, 70 Phenom 300s have been transacted.

Advertising Enquiries see Page 4

A Word on New Legacy 650 Pricing…

Between early-March 2013 and late-January 2016, the value of the Brazilian Real against the US$ steadily dropped by more than 50%. Since then it has seen a resurgence but is still valued below 40% of its 2013 value.

If you are Brazilian, you have been living through an economic depression. If you are Embraer, however, which primarily sells its products in US$, the ability to remain competitive in today’s extremely tight, cut-throat new business aircraft marketplace, is easier when your home currency value is so low.

This competitive edge manifested itself in the 2017 list price offering of the Legacy 650E ($25.9m) versus the list price of the non ‘E’ model of 2016 ($29.9m). At $5m less, it is very competitively priced.

This also brings the pricing rationale of this class of aircraft in-line with what a Legacy 600 would be, if it were still in production today.

In essence, the Legacy 650E varies from the 650 model in that it provides Auto-Throttles as standard and has re-styled seat upholstery.  www.AVBUYER.com

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BOARDROOM T BUYING & SELLING

Specific Upgrades/Modifications

Following is a list of Appraised Value Add-Ons for each Falcon model discussed within the scope of this article. These are my numbers, not the numbers from the value guides…

• Phenom 100 Series: -

Enhanced T/O Package (Increased Thrust) - $50,000 Belted Potty Seat - $45,000 Rigid Lavatory Door - $20,000 ADF - $20,000 ADS-B Out - $50,000 HF with Selcal - $60,000 Synthetic Vision System (SVS) - $20,000 TCAS-II - $120,000 GoGo Biz ATG-5000 - $100,000

-

• Legacy 450 & 500 -

Enhanced Payload - $50,000 Side-Facing Divan - $75,000 Lavatory Sink - $15,000 Belted Potty Seat - $45,000 Heated Baggage System - $20,000 Flight Data Recorder - $50,000 HF with Selcal - $60,000 Synthetic Vision System (SVS) - $20,000 GoGo Biz ATG-5000 - $100,000

Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences.

If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

Enhanced Vision System - $200,000 Heads-Up Display - $200,000 GoGo Biz ATG-5000 - $100,000

• Legacy 600/650 Series -

• Phenom 300: -

CPDLC - $50,000 Garmin G3000 Retrofit - $250,000 In-Flight Phone - $50,000

Crew Lavatory - $250,000 Hi-Altitude Landing & T/O Ops (HALTO) - $40,000 FANS 1/A RNP/WAAS LPV - $300,000 CPDLC - $150,000 Smart Landing/Smart Runway (RAAS) - $15,000 Auto-Throttles - $150,000 CD-820, or DU875 LCD EFIS Upgrade - $600,000 GoGo Biz ATG-5000 - $120,000 XM Weather - $10,000

• Lineage 1000 Series -

Autoland - $450,000 ADS-B - $80,000 CPDLC - $75,000 T

Respective Embraer Executive Jet Model Manufacture & Fleet Numbers • • • • • • • • • •

Phenom 100: Phenom 100E Phenom 100EV Phenom 300 Legacy 450 Legacy 500 Legacy 600 Legacy 650 Lineage 1000 Lineage 1000E

2007-2013 2014-Present 2017-Present 2008-Present 2013-Present 2012-Present 2000-2015 2009-Present 2008-2013 2014-Present

302 total built (290 currently active) 57 total built (53 currently active) 2 total built (1 currently active) 404 total built (399 currently active) 25 total built (22 currently active) 61 total built (50 currently active) 193 total built (183 currently active) 92 total built (90 currently active) 16 total built (16 currently active) 14 total built (13 currently active)

Total Active Embraer Executive Jets = 1,166 Aircraft (excludes 3x E170/E175 Custom Built as Oil Company Shuttles).

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www.AVBUYER.com

Aircraft Index see Page 153

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Photo courtesy of Bombardier Inc.

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BOARDROOM T BUYING & SELLING

When is the Right Time to Sell Your Aircraft?

A Look at the Factors that Drive a Change of Aircraft Jet Tolbert is President of American Aircraft Sales.

Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.

110

The average length of business aircraft ownership is between three and five years. That doesn’t mean that many owners have made wrong purchases or suffered buyers regret. They are merely responding to evolving needs. Jet Tolbert, President, American Aircraft Sales explores…

B

usiness and personal needs change, and often the company aircraft will have to change to meet those new requirements.

Whether due to business expansion, a family situation, or a home or key executive based in a new location, flight departments often find themselves expanding into new destinations that change the demands on the aircraft.

Different stage lengths and available airports can ultimately drive the need to purchase the next jet, either as additional lift or as a replacement to

AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

the aircraft that is currently being operated.

Some of the driving factors may be evident to the principal owner and C-Level executives, but there are many other less obvious factors that can shape the need to purchase a replacement or supplemental aircraft. Some of these are covered below…

Staying Ahead of Regulation

Savvy owners value having an aircraft that meets the needs of the company not only for today but also for the rest of the planned length of ownership. Often owners of older aircraft bear the burden of a costly, time-consuming process to comply with regulatory mandates (such as ADS-B or FANS-1/A).

The silver lining to this gray cloud of regulatory flux is that it’s a great time to trade-in or purchase Aircraft Index see Page 153

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BOARDROOM T BUYING & SELLING

“The biggest question to a flight department is whether it will wait to be the one left holding the bag when potential buyers disappear?” an additional aircraft for the fleet, keeping the passengers in the air with a seamless transition from one aircraft to the next.

When buying a replacement aircraft, there will probably be a short period when the company has an excess of aircraft on the books. This situation enables those utilizing the company jet to simply walk out of one aircraft and onto the next, and bridge financing options exist to facilitate the ownership of an additional aircraft, providing a cushion until the previous jet can be sold.

Experienced sales firms are also on hand to market the older aircraft first, helping to align the sale of the old jet as closely as possible with the purchase of the replacement aircraft.

With the looming January 1, 2020 ADS-B Out regulation and the limited number of facilities available to offer compliance to a vast fleet of aircraft, whether you plan on owning your aircraft beyond the deadline or not, it makes good sense to upgrade your aircraft now.

Being prepared for upcoming regulations means different things to different owners, but compliance is mandatory, and a compliant jet is a far more attractive jet when it comes time to sell.

Aging Fleet

At a certain point the market tends to lose interest in great aircraft. It appears that when the annual cost of

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owning an aircraft gets close to its resale value, the pool of interested buyers diminishes.

The biggest question to a flight department is whether it will wait to be the one left holding the bag when potential buyers disappear? On too many occasions I have seen owners realize that the value of their aircraft has dropped so low they can’t justify selling it.

You can be sure that the value of an older aircraft certainly will continue to ebb away. When the pool of buyers has dried up or when new regulations threaten to restrict your flight operations, you will have to make a difficult decision. You may even become a ‘new buyer’ all over again, with no equity in the flight department. It may be best to plan your aircraft succession strategy that includes selling or trading when the value is still liquid.

In Summary

The vision of a technologically-advanced, well purposed office-in-the-sky is what drives most buyers to take the plunge into aircraft ownership. Couple this vision with the market experience of a detailoriented aircraft sales firm and the result will be an ownership experience that leaves nothing to be desired.

Part of the trick, however, will be knowledgeable, decisive action from the owner regarding when to buy and sell the Flight Department’s aircraft… T

www.AVBUYER.com

Aircraft Index see Page 153

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Rear Admiral Richard E. Byrd didn’t know what was coming – heck, he couldn’t even see the ground. But his goal was to reach the North Pole. And he found a way to make it happen. That’s the attitude we admire at NBAA. It’s why we’ve compiled hundreds of resources for our members. So whether it’s higher profits, greater efficiency or more customer visits, we monitor the conditions so you can keep your sights set on your goals. Because business aviation enables people to reach places they otherwise couldn’t. And at NBAA, we enable business aviation.

Join us at nbaa.org/join.

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REVIEW T COMMUNITY NEWS

Duncan Extends Sales Arm into Europe

OEM Bites Bombardier Business Aircraft announced that a third Global 7000 flight test vehicle (FTV3) has successfully completed its maiden flight. The Global 7000 aircraft has already set a record as the largest business jet to operate so close to the sound barrier, reaching a milestone top speed of Mach 0.995 in flight testing. www.aero.bombardier.com BOMBARDIER

Pointing to newly released AMSTAT data, Tim Barber, recently appointed by Duncan Aviation to spearhead its Aircraft Sales & Acquisitions efforts into Europe and the Middle East, is upbeat about the timing of Duncan’s expansion...

W

hatever you may read about buyer caution, aircraft depreciation, Brexit, and increasing inventory on the used aircraft sales market, Q1 2017 used aircraft sales figures reveal a surprisingly stable picture of the resale market across the past two decades.

A total of 525 transactions occurred over Q1 2017, representing a drop of a mere -0.2% on the 20-year Q1 average for used aircraft transactions, but a +0.1% increase on Q1 2016. “It’s clear that we’re in a new norm, looking at that 20-year average,” Barber notes.

“There’s no denying the market has been horrendous – but it’s a whole lot better now than it has been for a number of years. It’s still tough, it’s not fantastic, but there’s definitely more confidence from buyers and sellers of used aircraft. If I had to summarize the used aircraft market right now, there is definitely some room for cautious optimism.

“Clearly some aircraft have fared better than others,” Barber stresses. Worst impacted, according to the AMSTAT data Advertising Enquiries see Page 4

is the Turboprop sector, which was down -0.5% on the 20-year Q1 sales average (229 transactions in Q1 2017).

Nevertheless, Turboprop transactions were up +0.2% YoY. Heavy Jets (99 transactions) and Light Jets (190 transactions) also trailed the 20-year average -0.4% and 0.2% respectively. Midsize Jet sales were level with the 20-year average, and up +0.4% YoY with 190 transactions in Q1 2017.

Barber is also bullish when it comes to concerns about supposed buyer uncertainty within the region as a result of Brexit negotiations. “I struggle to believe that those who can afford to buy a jet wouldn’t do so solely because of Brexit. In a business jet, you’re buying time. You can’t put a price on that.” In fact, Barber anticipates an outcome from the Brexit negotiations that both sides can find satisfying – each putting their own spin on it.

“I am very excited to hit the ground running as a member of the Duncan Aviation Team,” Barber summarizes. “I believe our vast resources and expertise will be of great value to both buyers and sellers - including our ability to offer bundled post-purchase support solutions for buyers (such as avionics upgrades for ADS-B Out or similar, new paint or a refreshed interior).”

More from www.duncanaviation.com www.AVBUYER.com

Cirrus SF50 Vision was awarded its production certificate early last month by the FAA. The approval will allow Cirrus to accelerate aircraft deliveries as Vision jets move down the production line. Cirrus currently holds around 600 orders for the singleturbofan aircraft, which earned FAA certification last October and is expected to receive European approval from EASA soon. www.cirrusaircraft.com CIRRUS

Daher’s latest member of the TBM turboprop aircraft family, the TBM 910, received certification from the FAA and EASA in March. The TBM 910 benefits from the same range, performance and technical features that have contributed to the TBM 900’s success, while incorporating the new Garmin G1000 NXi all-glass integrated flight deck and cabin interior enhancements. www.tbm.aero 

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Sun Sets on Mustang Production Final Cessna Citation Mustang Rolls Off Assembly Line

OEM Bites Dassault could launch a new Falcon jet later this year, according to the French company’s newly released 2016 annual report. Dassault Aviation chairman and CEO Eric Trappier revealed: “Preliminary studies are focusing on enhanced comfort and a reduced environmental footprint, mainly by reducing fuel consumption and noise.

That’s all I can say for now.”

As reported in Aviation International News (AIN), Rolland Vincent, creator of JETNET iQ comments “I think that we are all waiting to hear if and when a Falcon 9X is announced.”

DASSAULT

The ground-breaking Cessna Citation Mustang enjoyed a highly successful production run, having quickly set the standard in its category for pilots stepping up to jet ownership. More than 470 aircraft were delivered to customers around the world during its 12 years of production… ith Mustang production coming to an end, Textron is positioned for a seamless transition within the light jet segment as it continues to offer customers an attractive combination of speed, range and payload via its Cessna Citation M2. The $4.5m M2 was introduced in 2013 and quickly received overwhelming market response, with nearly 150 aircraft delivered to customers around the world.

“There’s a passionate following for the Mustang,” said Business Aviation forecaster Rolland Vincent. “For many people it was their first jet.” But, Vincent said, demand for it began to wane after the financial crisis in 2008 and 2009, which was a peak year for the Mustang with 125 deliveries. That demand never really recovered.

In 2014 and 2015, Mustang deliveries

W

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totalled eight for each year, and Textron Aviation delivered only 10 Mustangs in 2016. “That’s not where the market is alive right now,” Vincent said. He believes the 2013 introduction of the Citation M2, whose differences with the Mustang include a private lavatory, room for two additional passengers and additional range, steered customers away from the Mustang.

“The real story is keeping owners and operators in the Textron family, and I think they do that well,” he said of the M2 assuming the spot of Cessna’s entry-level Citation jet.

In other Cessna news, the fourth supermidsize Citation Longitude took to the skies for the first time in May, propelling the program toward anticipated FAA type certification later this year.

In other news, Dassault added its Falcon 8X to the list of Falcons approved for operations at London City Airport (LCY), less than nine months after the tri-jet entered service in October 2016. With the clearance, Dassault’s entire in-production fleet— including the 7X, 900LX and 2000S/LX—is now certified to operate at LCY, considered one of the most challenging airports operationally. www.dassaultfalcon.com Embraer delivered its 1,100th business jet recently. The milestone aircraft was the Phenom 300, and the customer was NetJets. With over 670 customers flying in more than 70 countries, Embraer’s Business Aviation division has accumulated a compound annual growth rate (CAGR) of 19% since 2002, when the Brazilian manufacturer’s first executive jet model was delivered. www.embraerexecutivejets.com  EMBRAER

More from www.cessna.com www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

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Community News MAY17.qxp_Layout 1 23/05/2017 14:15 Page 3

REVIEW T COMMUNITY NEWS

STC Imminent for King Air 350 Modification Blackhawk Accepting Pre-Certification Orders for Modified King Air 350 Blackhawk has completed all flight testing required for certification of what it says is the world’s fastest King Air – the King Air 350 equipped with Blackhawk’s new XP67A Engine+ Upgrade...

OEM Bites Gulfstream announced that the third Gulfstream G600 test aircraft successfully completed its first flight.

The aircraft will undergo numerous system tests required for its anticipated 2018 certification by the FAA, including field performance testing to assess handling in multiple runway configurations. www.gulfstream.com GULFSTREAM

Piaggio delivered an Avanti Evo to West Coast Aviation Services (WCAS), the first North American-based Piaggio Avanti Evo and the first aircraft received by WCAS from its November 2016 order for up to nine of the twin-pusher turboprops. The seven-seat aircraft will launch the operator's West Coast fractional program. A second unit was scheduled to join its fleet before the end of May. www.piaggioaerospace.it T PIAGGIO

eys to the upgrade are two factory-new Pratt & Whitney Canada PT6A-67A engines and five-blade composite propeller assemblies and spinners from MT Propellers. Training, support, and a five year or 2,500 hour new-engine warranty are also available from Pratt & Whitney Canada, as well as some exciting options for ESP Gold Enrolment.

FAA approval is expected by Blackhawk imminently, with EASA certification efforts set to begin immediately after receipt of

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the STC. “This is the most exciting upgrade in Blackhawk’s history,” said company President & CEO, Jim Allmon.

“We’re talking about true jet-like speeds, twice the payload, and one-third the operating cost of a comparable jet.

The results we are seeing are phenomenal.”

Tests show that the upgraded aircraft can fly from sea level to 35,000 feet in 18 minutes, and has a max cruise speed of 332 knots at 28,000 feet.

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June 2017 – AVBUYER MAGAZINE

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Sapphire Pegasus Awards honouring the elite of business aviation During a spectacular Gala Dinner Event in Prague on April 28th, this year’s winners of the Sapphire Pegasus Awards were announced and honored.

In the impressive environment of the renaissance palace style Boscolo Luxury Hotel, the well-versed master of ceremonies of the evening London Toastmaster, Richard Birtchnell moderated his way with words of honor and excitement. The attending guests were entertained by Magician Michal Sindelar who performed magic tricks right before their eyes and fooled their minds with hands as quick as a lightning flash. They were also treated by the musical framework of Harpist Zbynka Solcova who amongst others gave a solo interpretation of the famous symphonic poem ‘The Moldau’ of the Czech classic composer Bedrich Smetana.

Managing Director of award winning London Oxford Airport, Andi Alexander, expressed his gratitude by saying: “We’re very happy with this recognition, especially so because we were judged by our industry peers. It is an acknowledgement of all the hard work from our excellent team and the investments we’ve made in our business over recent years.”

In the thirty days of online voting, 28.633 votes were submitted for the 78 nominations in 12 categories.

Compared to last year there was 32% increase in the number of nominations which resulted to 115 nominations of the short list. The supervision and the final of the selection process was determined by votes of the eight international judges of the Board of Advisors.

Laughs, and tears of happiness characterized the moment that all had been waiting for, as the crystal Sapphire Pegasus trophies were presented. For their great achievement and recognition of the highest level of excellence, the Awards went to the following award winners: Globe Air - Business Jet Operator Stratajet - Broker – Aircraft Broker/ Charter Broker and Other Euro Jet Intercontinental - Handler/Service Provider/FBO London Oxford Airport - Business Aviation Airport Jet Port - Outstanding Business Aviation Performance in Russia My Jet - Innovation in Business Aviation Bernhard Fragner, Globe Air - Lifetime Achievement Carol Cork, Private Fly - Woman in Aviation Kate Sarsfield, Flight International&Flight Global - Business Aviation Journalist/Topic Coverage Stratus Flying - Charity/Relief Effort VistaJet - Outstanding Integration of Social Media Signum Aviation - Young Talent/Start Up Company

“We are pleased to join the Awards team in celebrating the highest levels of professionalism in our industry and are pleased to see that most of the winners of this prestigious award are members,” said Brandon Mitchener, CEO of the European Business Aviation Association.

“The increased interest in the Sapphire Pegasus Award shows that the recognition of outstanding performances is widely appreciated and recognized by international business aviation community“, commented Antonia Lukacinova, founder of the Sapphire Pegasus Award. “Based on this year’s experiences, we will enhance the program and extend its reach beyond Europe. For instance, this year still, we will introduce the award in the Western Hemisphere by presenting the trophy for four outstanding performances and accomplishments during the Caribbean Aviation Meetup on the island St.Maarten in the Dutch West Indies. For next year, we envision further international developments.”

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123

Products & Services June.qxp_Layout 1 25/05/2017 10:34 Page 1

PRODUCTS & SERVICES TAG Farnborough offers Aircraft Cleaning & Detailing Services TAG Aviation’s Farnborough Maintenance Services (TFMS) is now offering both full aircraft cleaning and detailing services on the ramp and at its base from its premium location based at Farnborough Airport.

To meet the growing demand from TAG Aviation’s customers and ensure the widest range of services, in order to optimise efficiency and enhance overall customer satisfaction, TFMS has recently widened its on-site repair proficiencies. The newly introduced cleaning and detailing services come after the recent expansion of its range of business aircraft interiors’ capabilities.

Services now range from smart repairs to discreet cabinet refurbishments and interior modifications. Line support services have also been strengthened with the setup of dedicated teams of engineers who are available seven days a week and supported by a Customer Support Administrator.

“As an experienced EASA Part 145 approved organisation, TFMS is proud to offer our customers these additional services. The TAG name is synonymous with quality and our detailers are all highly experienced and trained to operate in the vicinity of very high value assets, paying second to none attention to detail”, said Cyrille Pillet, Vice President Maintenance Operations, TAG Aviation Europe. “Advancing our scope of complementary services, such as Aircraft Cleaning and Detailing to better support our customers, is a further extension to our already wide-ranging suite of available maintenance services.”

The TFMS team of detailers has been reinforced and an additional van is now dedicated to providing this new service. www.tagaviation.com

Textron Aviation recently announced it has added a second mobile service unit (MSU) to its Doncaster UK Service Center’s fleet, providing Citation, King Air and Hawker customers additional flexibility for scheduled and unscheduled maintenance events.

Additionally, the facility recently received foreign approvals from Aruba, Bermuda and Qatar, allowing the Doncaster Service Center and the London Luton line maintenance station to provide maintenance to aircraft registered in those countries. These enhancements follow the service center’s recent authorization for Hawker maintenance and support, complementing the facility’s established Citation and King Air expertise.

Acquired in 2012 to provide a factory-direct solution in the UK, Textron Aviation’s Doncaster Service Center provides maintenance and support to Citation, King Air and Hawker customers. Staffed with more than 50 employees, including more than 30 technicians, customers receive factorydirect support that includes all scheduled light and heavy maintenance inspections, parts, repairs and aircraft on ground (AOG) services. www.txtav.com

London Biggin Hill Extends Operating Hours London-area gateway Biggin Hill Airport has extended its operating hours by two hours on weekdays from 6:30 a.m. until 11 p.m. (local time), and by three hours on weekends and public holidays, from 8 a.m. until 10 p.m. According to the

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airport’s operators. London Biggin Hill has seen unprecedented growth over the past year, attributable mainly to activity in the ultra-long-range business jet segment. The extended hours at the general aviation-only facility will add to its benefits, which include low operating costs, no slot restrictions and a six-minute transfer to the heart of the capital by helicopter shuttle service.

The airport recently secured a £15 million ($18.776 million) financing package to fund a major infrastructure-improvement program, and is preparing for a new 60,000-sq-ft hangar capable of storing up to six ultra-long-range business jets; a three-story office complex of 10,000 sq ft; and an additional 1.6 acres of ramp space. Construction of an on-site four-star, 50-bed hotel has also begun. www.bigginhillairport.com

CMS Straight Talk Book from Duncan Aviation Duncan Aviation works hard to help make complicated issues a bit more understandable for the business aviation community.

Toward that end, a team of the company’s avionics experts has updated the Cabin Management System (CMS) Straight Talk Book, free to download,which helps clarify the latest technologies available for wirelessly controlling cabin audio/visual systems, temperature and lighting.

“Obsolescence and new advancements in cabin management are driving the demand for upgrades now more than ever. Due to the complex nature of CMS upgrades, where there are seemingly endless options to consider, lead times are long, and integration is extensive, making informed decisions well in advance of a maintenance or refurbishment event so important,” says Steve Elofson, Senior Avionics Service Sales Representative. “Our goal is to guide and educate our clients so they can make the most informed decisions possible for their aircraft, passengers, and company.”

Over the last five years, Duncan Aviation’s MRO locations in Battle Creek, Michigan, and Lincoln, Nebraska, have installed more than 20 of the most popular CMS packages, like Rockwell Collins Venue and Honeywell Ovation Select, on the following make/model business aircraft: Dassault Falcon 900/ EX - Global Express - Bombardier Challenger 604 - Dassault Falcon 2000- Dassault Falcon 50 Gulfstream G550. www.duncanaviation.aero/resources/straight-talk/cms

Comlux Delivers First of its Sukhoi Superjet Completions The aircraft was delivered to Kazakhmys PLC, a Kazakhstan based copper mining company, and will be managed on their behalf by Comlux. During the 12-month completion project, Comlux designed and installed a custom two zone interior with seating for 19. The project was completed by Comlux USA. The front of the aircraft features a VIP zone, with club-4 seating area set across from a side-facing divan. At the rear of the aircraft is a executive section with 15 first class seats.

“The SBJ has been delivered on quality and on time and as per the highest standard of the industry. The addition of the SBJ to our corporate fleet successfully operated by Comlux KZ allows a large number of our company executives and employees to travel all together efficiently and in full comfort. It is the right business tool for our company.” said Eduard Ogay, Kazakhmys PLC subsidiary in Kazakhstan, CEO. The aircraft is the first Superjet to have its cabin certificated by EASA, as well as the first aircraft to be made available on the charter market. www.comluxaviation.com

www.AVBUYER.com

Aircraft Index see Page 153

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SPARFELL & PARTNERS

To Sell Head of State Airbus A380 About Sparfell Aviation Technologies SPARFELL AVIATION TECHNOLOGIES SA is a holding company based in Geneva, Switzerland and was founded by Philip G. Queffelec. The holding company is the mother company of Sparfell & Partners and SILC (Sparfell International Lease Company).

SPARFELL & PARTNERS is offering an Airbus A380 aircraft for Head of State configuration.

During EBACE 2017, the company presented its co-operation with specialist aircraft interior designer WINCH DESIGN. The collaboration produced a model and renderings of the first ACJ380 in Head of State design.

In other news: May 2017, saw SPARFELL & PARTNERS reach an impressive portfolio of over 40 Commercial Aircraft, 17 Business Jets, and 7 Helicopters, for sale. The number one trading company in Switzerland is fast

becoming a global leader in aircraft sales & acquisitions for commercial aircraft, business jets and helicopters. This achievement was possible, with the support of the company’s sixteen Associates spread around the world.

All are aviation experts with extensive experience, competence and knowledge to bring local expertise to bear in any aircraft sales transaction.

Sparfell Aviation Technologies also presented 2 aircraft this year in Geneva.

Visitors were invited to view a Bombardier Challenger 350 and a Boeing BBJ 737-700 located at the static display.

About Sparfell & Partners SPARFELL & PARTNERS is based in Geneva, Switzerland. Their concept is to have a high-class partnership of CEO and board members in all aviation sectors similar to a lawyer’s practice, where partners bring to the company their extensive experience, competence and knowledge in aviation and their network of clients and contacts worldwide.

Sparfell & Partners is a global organisation with local expertise.

About Sparfell International Lease Corporation (SILC) SILC, a leading aircraft leasing company based in Dublin, Ireland, is the alternative solution to aircraft ownership in business aviation. For the first time, ACMI leasing is designed and developed for the business jet industry. This solution offers the advantages of the aircraft ownership without the many disadvantages: discretion, full-cost control, full availability of the aircraft and a dedicated crew.

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IMAGE COURTESY & COPYRIGHT WINCH DESIGN

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At the heart of the Winch Design studio in London is a design philosophy centered on the importance of creating dynamic spaces that are balanced, beautiful and uplifting.

Each project embraces bespoke design and craftsmanship at the highest level to surpass client expectations and make dreams come true. www.winchdesign.com

www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

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BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9306 YEAR: 2009

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Jet Sense Aviation Beechjet400A June.qxp_Empyrean 24/05/2017 10:14 Page 1

S H O W C A S E

Priced at $995,000 1999 Hawker 400A Serial Number: Registration: Airframe TT: Landings:

RK-262 N300GB 3595 4350

 Thrust Reversers  Engine Fan Synch  RVSM Compliant  R-134A Freon Air  Artex C406-2 ELT  4 Tube EFIS Airframe Maintenance Tracking - Avtrak Engines Description: S/N: THSN: THSO: TSHS: Inspections A Inspection B Inspection C Inspection D Inspection

Left JT15D-5 PCE-100165 3978.7 Hours 448.9 Hours

Right JT15D-5 PCE-100166 4107.8 Hours 1776 Hours 1.2 Hours

Last Performed In Progress In Progress August 2013 December 2013

Next Due In 3795 Hours 3995 Hours 4471.1 Hours 5000

Avionics Communication: Navigation: Transponder: DME: ADF: Radar: Flight Director: Auto Pilot: FMS: RMI: TCAS:

Dual Collins VHF-422C Dual Collins VIR-4 Dual Collins TDR-94D Dual Collins DME-442 Collins ADF-462 Collins TWR-850 Color Dual Collins FCS-850 Collins FCC-4000 Dual Collins FMS-5000 w/GPS Dual Collins Collins TCAS 94 TCAS-II w/change 7 Honeywell Mark V Radar Altimeter: Collins ALT-55B FDR: L3 Communications FA2100 CVR: Fairchild A100S EFIS: 4 Tube EFIS

Interior Refurbished Oct 2007 Number of Passengers: Eight (8); 7 Cabin Chairs in Center Configuration, 1 Lav Seat Refreshment Center Location: Fwd Galley Lavatory Location: Aft Lav Refurbished By: Hawker Beechcraft ICT Exterior Base Paint Color(s): Matterhorn White Stripe Color(s): Beep Blue & Clarette

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com June 2017 – AVBUYER MAGAZINE

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Jet Sense Aviation Citation X June.qxp_Empyrean 24/05/2017 10:15 Page 1

S H O W C A S E

1999 Cessna Citation X Serial Number: Registration: Airframe TT: Landings:

750-0082 N712FL 13087.8 8842

 ATG-4000 WiFi  Elliptical Winglet Technology Winglets  Engines on Rolls Royce Corporate Care  APU on MSP  Fresh Prebuy Including Window & Windshield Checks, Fuel Leak Checks, Brake Wear Check, Engine Performance Runs, Borescopes of Engines & APU Airframe Maintenance Tracking - CESCOM Engines Left Right Description: Rolls Royce Rolls Royce S/N: CAE330175 PCE-DB0238 THSN: 12828 Hours 12588 Hours TCSO: 8711 Hours 8511 Hours Program: Rolls Royce Corporate Care APU Allied Signal GTCP36-150(CX) Serial Number: P-196 Total Hours Since New: 10664 Hours Program Coverage: MSP Avionics HONEYWELL PRIMUS P-2000 AVIONICS SUITE 5 Tube Honeywell EFIS Honeywell RCZ-850 VHF Comm w/8.33 KHz Freq. Spac.

Honeywell RNZ-850 VHF VOR/LOC/GLS/MKR w/FM Immunity Dual Honeywell FNZ-2000 FMS w/Dual 12-ch GPS Dual Honeywell Laseref III LIRS Dual King KHF-950 HF w/Coltech CSD-714 Selcal Dual Honeywell AV-850 Digital Audio Panels Dual Honeywell RM-855 w/Color CDU’s Honeywell Primus 880 Stabilized Color Weather Radar Standby Gyro and ALT/AS Indicator Interior Refurbished in 2017 Number of Passengers: Eight (8) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Executive Fireblocked Interior, Eight (8) Place Exective Club Arrangment, All Seats Taupe Leather with Gray Accent Leather Sidewalls Covered in Back-stage Starlet Material, Window Lines in Xenon II Fabric, Headliners Cov-ered in Milkweek Ultra Leather, Natural Gray Carpet, Birdseye Maple Woodwork with Full Fill High Gloss Finish Exterior Base Paint Color(s): Chevron White Stripe Color(s): Charcoal Gray, Antique Gold, Turquoise Green Additional Equipment  Elliptical Winglet Technology Winglets  Aircell ATG-4000 WiFi  76 Cubic Foot Extended Range O2 System  Thrust Reversers  Precise Flight Pulselite System  External Power Receptacle

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

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AVBUYER MAGAZINE – June 2017

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 153

Jetsense 2001 Cessna Citation Excel June.qxp_Empyrean 24/05/2017 10:16 Page 1

S H O W C A S E

2001 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5172 N562P 4962 4194

New Sidewalls & Headliner Externally Serviceable Lav Single Point Refueling APU TCAS II Change 7 Enrolled in CESCOM Dual UNS 1C's Doc 1-4 and Pre-Buy c/w Sept 2016 Delivered with Zero Time Engines by Pratt & Whitney Airframe Maintenance Tracking: CESCOM Engines Pratt & Whitney 545A Left Right Serial Number: DB0352 DB0347 Total Hours Since New: 4962 Hours 4627 Hours Total Cycles Since New: 4194 Cycles 3915 Cycles Total Hours Since OH: 0 Hours 0 Hours APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours Avionics EFIS (Electronic Flight Instrument System) FMS (Flight Management System) TCAS (Traffic Collision Avoidance System) EGPWS (Enhanced Ground Proximity Warning System) NAV (Navigation Radio) DME (Distance Measuring

Equipment) ADF (Automatic Direction Finder) VHF COM (Very High Frequency Communication) HF (High Frequency Communication) RADAR ALTIMETER WEATHER RADAR XPNDR (Transponder) CVR (Cockpit Voice Recorder) FDR (Flight Data Recorder) TDR (Transponder) ELT (Emergency Locator Transmitter) Interior Number of Passengers: Nine (9) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color: White Stripe Colors: Blue and Brown Connectivity In-Flight Status Display: Airshow 400 - Provisions for 6 Color Screens Satellite Phone Additional Equipment TCAS II Change 7 Externally Serviceable Lav Data Unit Permanent Installation

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 4

www.AvBuyer.com

76 Cu Ft Oxygen System JAA FDR Engine Chip Detectors Single Point Refueling Auxiliary Power Unit (APU)

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com June 2017 – AVBUYER MAGAZINE

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Jet Sense Aviation Lear 40XR June.qxp_Empyrean 24/05/2017 10:17 Page 1

S H O W C A S E

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

2037 N119DJ 6792 5430

• MSP Gold • Extended Range Mod ($250K) • New Carpet in 2015 • New Striping & Permaguard in 2015 • Interior Refurbished in 2014 • RVSM Capable • Air Conditioning in Lieu of APU • TCAS II Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116646C THSN: 6693.5 Hours TCSN: 5350 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116647C THSN: 6434.8 Hours TCSN: 5125 Program Coverage MSP GOLD Avionics PRIMUS 1000 AVIONICS SYSTEM 4-Tube Primus 1000 DU-870 EFIS/MFD 1 Universal UNS-1C 1 TCAS II

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

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

Jet Sense 2007 Premier IA June.qxp_Empyrean 24/05/2017 10:18 Page 1

S H O W C A S E

Aggressively Priced at $1,895,000 2007 Premier IA Serial Number: Registration: Airframe TT: Landings:

RB-209 G-IOMC 2394.9 2022

• EASA • WAAS FMS • 1-Owner Since New • Always Hangared • No Damage History • Avionics on CASP • Engines on TAP BLUE • Recent A/B Inspections • CAMP Engines Left Engine Description Williams FJ44-2A S/N: 105331 THSN: 2394.9 Hours TCSN: 2022 Cycles Program: TAP BLUE Engines Right Engine Description Williams FJ44-2A S/N: 105328 THSN: 2298.4 Hours TCSN: 1920 Cycles Program: TAP BLUE Avionics COLLINS PROLINE 21 AVIONICS SUITE EFIS 3-Tube Collins 3-Tube EFIS FMS 2 Collins FMS-3000 w/ WAAS TCAS 1 Collins TCAS-4000 NAV 2 Collins NAV-4500 w/ ADF DME 1 Collins DME-4000

VHF COM 2 Collins VHF-4000 RADAR ALTIMETER 1 Collins ALT-4000 WEATHER RADAR 1 Collins WXR w/ TWR 850 XPNDR 2 Collins TDR-94D w/ Flight ID CVR 1 L3 Comm FA2100 ELT 1 Artex C406-2 TAWS 1 Honeywell Mark V EGPWS RVSM 1 IFIS-5000 XM WEATHER 1 XM Satellite Graphical Weather AUTOPILOT 2 Collins FGC-3000 ELECTRONIC CHARTS Collins ECH-5000 Interior Number of Passengers Six (6) Refreshment Center Location Forward Lavatory Location Aft Lav Other Notable Features: Platinum Leather and Acajou Mahogany Interior Finished with Smoked Nickel Satin Brush Plating, with Pebble Frieze Carpeting. Forward Refresh-ment Center / Hang Up Baggage Cabinet, Removable Drawer Set, Pull-Down Window Shades, Sliding Cockpit Door Exerior Base Paint Color(s) Matterhorn White Stripe Color(s) Silver & Crimson Last Painted March 2009 Additional Equipment • Multifunction Cabin Display • RH Ice Light • Remote Control Entry Lighting • 77 Cubic Feet Oxygen • Aft Maintenance Bay Lighting • Cockpit Sliding Door • Cockpit Relief Tube

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com June 2017 – AVBUYER MAGAZINE

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Threshhold Ventures April.qxp_Empyrean 24/05/2017 10:22 Page 1

S H O W C A S E

1993 Dassault Falcon 900B Serial Number: Registration: Airframe TT: Landings:

129 N83TD 6,420 4,075

Engines #1 P-101182C #2 P-101190C TSN: 6,112 Hours 6,388 Hours CSN: 3,893 Cycles 4,041 Cycles TSO/Core: 2,330 Hours 2,405 Hours Time MPI: 2,500 Hours 2,500 Hours Time Overhaul- CZI: 5,000 Hours 5,000 Hours #3 P-101181C TSN: 6,388 Hours CSN: 4,041 Cycles TSO/Core: 2,405 Hours Time MPI: 2,500 Hours Time Overhaul- CZI: 5,000 Hours APU Honeywell GTCP36-150F, S/N P-245 (not on MSP) TTSN: 3,490 Hours / 3,785 cycles TTSSV: 2,055 Hours – 9/2013 (new wheels) TTSHSI: Due at 4,500 APU Hours- 1,010 Hours Remaining Avionics Honeywell SPZ-8000 with Collins Proline II Can Deliver with Fresh WAAS/LPV 6.2 software and ADS-B Out – (if customer desires) Dual Honeywell ADZ-810 Air Data Computers Honeywell 5 Tube EDZ-820 EFIS with IFCS Honeywell SPZ-8000 Autopilot Dual Honeywell NZ-2000 FMS’s w/ 5.2 software

Triple Collins VHF-22C Coms w/ 8.33 Spacing Dual Collins VIR-32 Navs with FM Immunity Dual Collins ADF-62B’s ADF’s Dual Collins TDR-94D Mode “S” Transponders w/ Flight ID and Enhanced Surveillance Collins TCAS 94D w/ change 7.1 Dual Collins DME-42 DME’s Dual Bendix/King KHF-950 HF radios w/ Selcal Options GoGo 4G ATG-5000 WiFi-USC-5000 Router and GoGo Vision IFE- Just Installed ($165,000) Pulse Lights, Logo Lights Airshow 500 Just Installed New with new HD Monitor Interior Total of 12 passenger pearl leather fireblocked interior. Forward 4 seats plus mid-cabin 4 place conference grouping, aft 3-place couch in rear cabin with single chair and desk, cockpit jumpseat; Full service galley w/coffeemaker, hot meal & ample storage;Pullout executive tables; new Airshow 500 cabin display, new 17-inch HD LCD forward bulkhead monitor; Aftmirrored bulkhead, Aft full service lavatory. Forward crew lavatory. In excellent condition. Newly installed ATG-5000 GoGo 4G, WiFi with GoGo Vision Hollywood movies and TV - In Flight Entertainment (IFE) Exterior (Will deliver with New Paint to Customer’s Specifications and Colors) Overall White with Deep Gray and Burgundy striping. Always Hangared in good condition

Threshold Ventures, Inc. Contact: J. Michael Donahoe

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Tel: +1 (480) 703-3050 www.myfalcon900.com

Aircraft Index see Page 153

Aviation Consultants of Aspen June.qxp 24/05/2017 10:28 Page 1

S H O W C A S E

Dan Savinelli Photography

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

1191 N403TB 10,263.7 5,206

MAKE OFFER Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program.

All inspections current. Specifications are subject to verification upon 96 Month Inspection in progress at Gulfstream Westfield Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,187.1 TSN, 5,175 CSN, 2,605.3 TSO, 1,138 CSO, Overhauled by Dallas Airmotive, June 2009.

RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,105.4 TSN, 5,115 CSN, 2,605.3 TSO, 1,138 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,878 Hours TSN, 1,369 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four

place conference/dining group, and aft cabin has two four place berthable divans. Entertainment system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com June 2017 – AVBUYER MAGAZINE 135

Flight Force Airbus A319 May.qxp 24/05/2017 14:15 Page 1

S H O W C A S E

©Airbus S.A.S

2012 Airbus A319 Serial Number: Airframe TT: Landings:

5261 19 3

An outstanding business aircraft in every respect, the Airbus ACJ 319 combines comfort, range, practicality and luxury in one superb package. A development of the very successful Airbus A320 Family, the ACJ 319 has a range of up to 6000nm equipped with two auxiliary central tanks, enough to fly from Abu Dhabi to any destination in Europe Airframe Manufacture Green delivery on 31st December 2012 Completed delivery May 2017 Programs: on CAMP Compliance: JAR/EU Ops-1 Avionics ACJ319-133 Increased MTOW to 76.5t Additional wiring for single HFDL function Activation of HFDL function for AOC System provisions for SRT2100 SATCOM system – Rockwell Collins Aero H+ Installation of electrical outlets in the cockpit Installation of fourth occupant seat in cockpit Installation of electrical foot warmers for pilots Five ACTs configuration (alternate sequence A) Compliance with automatic dependent surveillance – broadcast (ADS-B) Out regulation for non-radar airspace Compliance with European enhanced surveillance (EHS) regulation

Installation of FANS B+ (include VDL mode 2 activation) Installation of Fuel Tank Inerting System IAEX engines – V2527M-A5 at 26,500 lbf nominal thrust (ACJ319-133) Airstairs RVSM Terrain Awareness and Warning System (TAWS) Traffic Collision Avoidance System (TCAS) SATCOM Emergency Locator Transmitter (ELT) Communication Radios with 8.33 MHz spacing FMS: Thales/Smith FMS system Hi Frequency: Dual EGPWS Transponder: Mode S enhanced Cockpit Voice Recorder (CVR) Flight Data Recorder (FDR) FM Immunity Interior Hermes interior design Twenty-five-person executive configuration 3 Cabin Zones: Fwd cabin: four-place conference group opposite threeplace divan Mid cabin: twin facing four-place conference groups and twin seats opposite a three-place divan Aft cabin: Twin single seats opposite a three-place Convertible Divan Dual forward galleys with microwave & coffee maker 2 Flight observer seats (Cockpit) Lavatory: Forward crew & mid-cabin Motivated Seller - Plane is ready to be delivered in May 2017

Giovanni Luciolli Sales Director

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Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 153

CAAP June.qxp 24/05/2017 10:30 Page 1

S H O W C A S E

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

2052 N386RW 522 258

• Like-new G280 Available Immediately • Loaded with over $2 million in Options • Intercontinental Avionics Package, HUD & EVS • 10-passenger Interior • Aircell Gogo Biz and Satellite High Speed Internet • Price Reduced: $17,900,000 Airframe Completed Delivery: November 20, 2014 Hours: 522 Landings: 258 Engines Honeywell HTF7250G (AS907-2-1G) Engine Hours: 522; Cycles 258 On-Condition Maintenance APU Honeywell GTCP36-150 (G280) APU S/N P-156; 324 hours, 473 cycles since new Avionics Gulfstream/Rockwell Collins PlaneView 280 avionics suite Three 14”x10” adaptive LCD displays with advanced interactivity Aircraft equipped with G280 “Intercontinental Package”

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

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Empyrean Aircraft Consulting Ltd April.qxp_Empyrean 24/05/2017 10:32 Page 1

S H O W C A S E

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

CAI June.qxp 24/05/2017 10:33 Page 1

S H O W C A S E

A 25% share is available for purchase in the California area

2011 Hawker 900XP Serial Number: Registration: Airframe TT: Landings:

HA-0184 N977HG 1538.2 947

Engine HONEYWELL TFE-731-50R-1H #1: 1,538.2 TSN 947 CSN #2: 1,538.2 TSN 947 CSN APU: HONEYWELL GTCP-36-150W. 846 TSN ENGINES ON MSP Avionics COLLINS PRO LINE 21 FGS-3000 FLIGHT GUIDANCE SYSTEM AFD-3010 & 3010E ADAPTIVE FLIGHT DISPLAYS DUAL COLLINS AHC-3000 ATTITUDE HEADING REFERENCE SYSTEM DUAL COLLINS ADC-3000 ADCs DUAL COLLINS FMS-6000 FLIGHT MANAGEMENT SYSTEM DUAL COLLINS GPS-4000 GPS COLLINS RTR-858 WEATHER RADAR W/TURBULENCE DETECTION DUAL COLLINS VHF-4000 COMMS W/8.33 SPACING DUAL COLLINS NAV-4000/NAV 4500 W/FM IMMUNITY DUAL COLLINS DME-4000 DMEs DUAL COLLINS ADF COLLINS TTR-4000 TCAS II W/CHANGE 7 ACSS TAWS

DUAL COLLINS TDR-94D TRANSPONDERS W/ENHANCED FLIGHT SURVEILLANCE COLLINS CSD-714 HF-9000 SELCAL COLLINS ALT-4000 RADAR ALTIMETER SINGLE FILE SERVER AIRCELL AXXESS SATCOM UNIVERSAL CVR-120 COCKPIT VOICE RECORDER ARTEX C-406 ELT Additional Equipment RNP5/10 MNPS COMPLIANT RVSM COMPLIANT THRUST REVERSES WINGLETS PRECISE FLIGHT PULSELITE INTERFACED W/TCAS 4000 CAPABILITY CREW JUMP SEAT DUAL COLLINS DVD PLAYER FOUR (4) LCD MONITORS FORWARD BULKHEAD MONITOR FOUR (4) 750 LITER OXYGEN BOTTLES LOGO LIGHTS TIA WAVJET MICROWAVE Exterior UPPER HALF OF FUSELAGE COMPLETED IN WHITE WITH THE LOWER HALF OF FUSELAGE AND ENGINE NACELLES COMPLETED IN BLACK WITH BLACK, RED AND GOLD ACCENTS. NEW PAINT AND INTERIOR 2015 Interior NINE (9) PASSENGER FIREBLOCKED

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

Advertising Enquiries see Page 4

www.AvBuyer.com

INTERIOR FEATURING A CREW JUMP SEAT, A FORWARD FULLY EQUIPPED GALLEY. THE FORWARD CABIN OFFERS A FOUR (4) PLACE CLUB ARRANGEMENT WITH PULL-OUT TABLES AND AN AFT THREE (3) PLACE DIVAN OPPOSITE A SIGNLE (1) FORWARD FACING SIDE CHAIR. ALL SEATING SURFACES ARE COMPLETED IN TAN COLORED LEATHER WITH COORDINATING EARTH TONE CARPETING, MEDIUM COLORED HIGH GLOSS CABINETRY AND BRUSHED NICKEL COLOR PLATING. FORWARD RIGHT AND AFT LEFT MONITORS. AFT AIRLINE STYLE LAVATORY IS BELTED FOR NINTH PASSENGER

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

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

June 2017 – AVBUYER MAGAZINE

139

C-Air Transport Services Ltd June.qxp_Empyrean 24/05/2017 10:36 Page 1

S H O W C A S E

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

910 6,536 2,448

• One meticulous owner since new • Maintained and updated to the highest standard • Full cabin refurbishment in 2010 • 27 passengers interior • Forward stateroom • Extensive Entry Into Service (EIS) support package available with purchase • For more information and photos visit www.msn910.com Engines IAE V2527M-A5 Hours since new: 6,536 Cycles since new: 2,448 APU APIC 3200 Hours since new: 5,592 Cycles since new: 3,548 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

JetPro Texas Beechcraft King Air B200 June.qxp_Heeren Cit Ultra sep 24/05/2017 14:26 Page 1

S H O W C A S E

2003 Beechcraft King Air B200 Serial Number: Registration: Airframe TT: Landings:

BB-1833 N375JP 5,789 4,425

Engines Two Pratt and Whitney Canada PT6A-61 –1346 SHP Each (Flat rated) S/N TSN TCSN Left: PCE-HA0224 350 178 Right: PCE-HA0225 350 178

Interior Pewter leather interior with charcoal thick pile carpet. Refurbished woodwork throughout including interior tables and furnishings. Two place side facing couch fitted and a single seat option available. Interior refurbished August 2014 Price: Reduced $2,295,000

Propellers Hartzell Model HC-E4N-3 Heated Four Blade Overhaul c/w 8/2014 TSO: 350 CSO: 178 Avionics Collins EFIS 84 System Collins APS-65 Autopilot Dual Collins VHF-22C Coms Dual Collins VIR-32 Nav Dual Collins TDR94D Transponders Collins ADF-60A Dual Collins DME-42 Collins TCAS-4000 TCAS II Garmin GNS-400 GPS Honeywell Mk VI EGPWS Collins WXR-270 Color Weather Radar Collins ALT-55B Radio Altimeter Collins ALI-80A Altimeter Full Copilot’s Instruments L3 FA2100-1020 CVR Artex C406-2 ELT

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com June 2017 – AVBUYER MAGAZINE 141

Province June.qxp_Empyrean 24/05/2017 12:58 Page 1

S H O W C A S E

$4,495,000 2009 Cessna Citation CJ3 Serial Number: Registration: Airframe TT:

295 N525NE 1,365

This is an absolutely superb condition highly-optioned, low-time CJ3 with only two U.S. owners since new. State of the art Collins Pro-line 21 avionics, Dual FMS, TCAS II, WAAS/LPV, Aircell Iridium Satphone, Airshow, EGPWS, HF Radio Provisions, 8 Passenger, AirStair steps, belted lav. Engines enrolled on 100% TAP Elite, ProParts and CESCOM. Always hangered. Excellent records with complete logbooks & invoices since new. Cessna maintained. Highly upgraded gorgeous ostrich leather and burl wood interior.

Professionally flown. This one should be on your short list!

Airframe • FAA Part 91, never chartered • NDH • TAP Elite • ProParts • CESCOM • 8 passenger + 2 crew Avionics/Radios • Pro Line 21 Integrated Avionics Suite • WAAS/LPV • Dual FMS-3000 • Collins WXR-800 Weather Radar • Cockpit Speaker Mute Switch • RVSM capable • XM Weather

Additional Equipment Options Installed: • Second FMS 3000 • Collins TCAS II • Mode S diversity transponders • Honeywell Mark VIII EGPWS • 406 MHz ELT • Single ADF • WX-1000E Lighting Detection • Precise Flight Pulselight System linked to TCAS • Electronic Jeppesen Charts • HF Radio (Provisions) • Pilot’s Angle of Attack Indexer • AvVisor cabin display • AirCell SF 3100 Sat Phone with two handsets • DBU-5000 database loader • Side-facing seat with interchangeable cabinetry Interior Like new interior, certified for 8 passengers plus two crew. Forward RH side-facing seat is interchangeable with cabinetry unit (included).

Private aft lavatory is equipped with a belted flushing toilet and sliding privacy doors. Forward RH slimline refreshment center. Seats 5/6 swivel and have additional recline. Ostrich leather seats and trim in whiskey color, Carl Booth Olive Ash Burl wood. Four fold-out tables with townsend leather inserts, three 110-volt power outlets and brushed aluminum and polished chrome plating and AvVisor cabin display. Airstair style stairs.

Inspection Status Maintained by Cessna Service Centers. Only two U.S. owners since new. Always hangered in private hangar. Complete Logbooks. Aircraft is in excellent condition Aircraft Location Southern California

Melinda Schlueter

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Tel: +1 (949) 553-4800 ext. 8210 Email: mschlueter@provincegroup.com

Aircraft Index see Page 153

Prestige Jet SA July.qxp 13/06/2017 14:26 Page 1

S H O W C A S E

2004 Dassault Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

200 I-SEAE 6757:34 5382

One owner since new RVSM, MNPS, RNP5 / RNP10, PRNAV, BRNAV, RNP APCH capable Transponder ADSB-out compliant CAT II and CAT IIIa capable (Rockwell Collins HGS c/w) EASA AIR OPS compliant Engines and APU enrolled on MSP Gold

Engines Honeywell CFE738-1-1B under MSP Gold Left Engine: S/N P105551, TSN 5669:08, CSN 4527 Right Engine: S/N P105534, TSN 6329:44, CSN 5011 Price: Please Call

Prestige Jet

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +41 (0) 76 3870273 Email: a.letourneur@prestigejet.ch

July 2017 – AVBUYER MAGAZINE

143

Wentworth June.qxp 24/05/2017 14:16 Page 1

S H O W C A S E

Boeing 767-200ER Serial Number: Registration:

23896 N2767

Ex-Qantas Airlines with 2007 Gore Design VIP conversion 42 passenger interior with full flat sleeping for 21 Outstanding ownership history with only 2 operators since new Built-in Aft Airstairs Extensive cabin sound reduction ETOPS 180 min. maintained

Engines Approx 1000 Hrs since Nose to Tail restoration of its upgraded JT9-7R4 Engines

Interior 2 private staterooms, each with its own private lavatory with shower.

APU Honeywell GTCP 331-200

Exterior White top, blue bottom, blue and red striping. Kept hangared at its base

Avionics Honeywell ACARS with SATCOM, CPDLC and FANS1 approval Dual Honeywell Pegasus Flight Management IS&S flat panel system with dual primary Flight and Nav Displays

1999 Boeing Business Jet Serial Number: Registration: Airframe TT: Landings:

30031 VP-CPA 10115 3297

Airframe No Damage History Total Time: 10115 Total Landings: 3297

RECENTLY COMPLETED OVER $2.5M OF UPGRADES AND MAINTENANCE!

Engines CFM56-7B27/B3 Total Time LE/RE: 10115 / 10059

VVIP 26 passenger Associated Air Center completion featuring a crew rest area and galley; master bedroom suite and lavatory with toilet, bidet and full shower; main lounge; aft lounge; and aft main galley

APU GTCP 131-9B Total Time: 10676 Maintenance CAMP Maintenance Tracking A, B1, B2 and C1 Checks c/w 12/2016

Wentworth Aero, LLC Potomac, MD 20859-0478, USA

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Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM Honeywell ADIRU 3 PATS Aux Fuel Tanks (with add’l tanks available) Forward Airstair System EVAS Airshow 4000 Exterior White with blue gold stripes and multi-color vertical tail section

Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero Aircraft Index see Page 153

1 Avitrade Belgium Bombardier June copy.qxp 24/05/2017 13:04 Page 1

S H O W C A S E

2010 Bombardier – Q Series Q400 Serial Number:

4315

• For Sale by the original Buyer (Avitrade) • ‘’the lowest time since new’’ • 2010 Q400 NEXTGEN for sale • Q400 used as Corporate Shuttle for the Oil Industry • Only 3,000 BH • Engines fresh of HSI • 68 seat configuration (34" & 33" inch seat pitch) • Toilets forward and aft • Higher seating capacity kit available from Bombardier as SB • Fully loaded: Luxury Spectrum seats, Dual FMS, EHGW, HF radio, AFM Supplement for unpaved runway operation, Icarus Sky Connect, etc.

• Price Reduced $11.950,000 • Available within 30 days • Please contact Emmanuel Paillier (emmanuel.paillier@gmail.com or +1 514 692 8360) or Albert Frederic Bloem (a.bloem@avitradebelgium.com)

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu June 2017 – AVBUYER MAGAZINE

145

Mente June.qxp 25/05/2017 14:34 Page 1

S H O W C A S E

1987 Gulfstream IV

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

• Artex C406-N 406 mhz w/ NAV interface ELT (Emergency Locator Transmitter) • Honeywell NZ-2000, s/w 6.1 w/ WAAS/SBAS/LPV GPS FMS (Flight Management System) Triple • Collins 728U-2 w/ SELCAL HF COM (High Freq.

Communications) • Honeywell HUD-2020 HUD (Heads-Up Display) Interior 14 Pax, wide G550 style seats installed by Gulfstream in neutral tan leather. Forward 4 place club seating with mid-cabin 4 place conference group across from credenza. Dual aft 3 person divans in tan leather. New carpet and coverings on lower sidewalls. • Forward and Aft Lav with Envirovac vacuum lav • Electric Window Shades • LED lighting throughout the galley and cabin • Two Pocket Doors; Galley / Forward cabin and mid cabin / aft cabin • Galley Equipment: oven, microwave and Keurig coffeemaker

1024 N44BB 12,126 5,732

• 24/72 MO INSPECTION C/W FEB 2017 BY GULFSTREAM SAV • ENGINE AND APU ON PROGRAMS • PRIMUS ELITE COCKPIT (DU-885, PLANEDECK) • COLLINS VENUE ENTERTAINMENT SYSTEM • FMS 6.1 WAAS/LPV INSTALLED (PRE-REQ. FOR FANS1/A) • SYNTHETIC VISION • ADS-B OUT • WI-FI • HUD APU MSP Gold. Honeywell GTCP 36-150(G), Serial Number P-386-C, Total Time 7,250 Hrs

Engines Corporate Care Tay 611-8 L/H Engine R/H Engine 16115 Serial Number 16116 Hours 11,895 12,038 5,665 5,707 Cycles Avionics • Dual Honeywell ADC (Air Data Computer) • Allied/Signal w/ SATCOM Link AFIS (Airborne Flight Information System) • Fairchild/Loral A-100 CVR (Cockpit Voice Recorder) • Honeywell DL950, ASC 464 Data Loader, USB • Collins DME-442 DME (Distance Measuring Equipment) • Honeywell PlaneDeck DU-885 EFIS (Electronic Flight Instrument System) • Sundstrand Mark V w/ Windshear Detection EGPWS (Enhanced Ground Proximity Warning System

Price: Please Call

2011 Dassault Falcon 2000LX

Dan Dunn, Cell: +1 (203) 808 -1687 Tel: +1(848) 220-9370 E-mail: ddunn@mentegroup.com

Serial Number: Registration: Airframe TT:

Weather RADAR 1 Honeywell Primus 880 Distance Measuring 2 Honeywell DM-855 Air Traffic Control 2 Honeywell XS-857A Radio Altimeter – Traffic Alert & Collision Avoidance 1 ACSS TCAS-2000 w/ change 7.1 Interior Ten passenger floorplan. Forward four place club cabin configuration. Aft Cabin configuration four place dining group opposite two place club. Forward galley features microwave TIA w/ digital controls, High Temp Oven enflite, Coffee/Espresso Maker Iacobucci HFE 96-28T-10 Espresso/Cappuccino; TIA 1603 Coffee Maker, Pocket Door Separating Galley and Cabin. Aft lavatory location.

Equipped with jumpseat. 2014 Complete Refurbishment.

EMTEQ Direct and Indirect LED lighting Exterior Overall white w/Black & Green Striping

177 N900FS 1900

AVAILABLE FOR VIEWING IN NEW HAVEN, CT FACTORY LX MODEL COMPLETE INTERIOR REFURBISHMENT AND NEW PAINT 2014 AIRCELL ATG-4000 HIGH SPEED INTERNET (US DOMESTIC) LED LANDING AND TAXI LIGHTS FULL EASY II AVIONICS UPGRADE INSTALLED, INCLUDING: TCAS 7.1, PAPERLESS COCKPIT / DUAL FILE SERVERS, ADS B OUT, CPDLC, WAAS / LPV RVSM COMPLIANT FRESH C CHECK (AUGUST 2015) Engines Engines: PW308C ESP Gold L/H Engine: 1,900 HRS TSN (Last Reported) R/H Engine: 1,900 HRS TSN (Last Reported)

Avionics Type of Unit Quantity Description VHF Communications 2 Honeywell TR-866B VHF Data Radio 3 Honeywell TR-866B HF Communications 2 Collins HF-9000 SELCAL Honeywell Flight Deck Audio 3 Honeywell AV-900 Emergency Locator 1 ELTA ADT-406 Iridium Telecommunications 1 Aircell Axxess II Communications Management Function (CMF) Honeywell EASy Flight Deck Printer 1 Miltope TP-4840 VOR/ILS MKR 2 Honeywell NV-875A Automatic Direction Finder 2 Honeywell DF-855 GPS 2 Honeywell 90X Flight Management 3 Honeywell EASy Electronic Jeppesen Charts Honeywell EASy

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

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www.AVBUYER.com

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

Aircraft Index see Page 153

Altus Aviation Agusta AW139 May.qxp 24/05/2017 14:23 Page 1

2013 AGUSTA AW 139 #31466 TC-H

FOR DETAILS, SPECIFICATION & PHOTOS VISIT: WWW.AW139.COM

INQUIRIES: AW139@ALTUSAVIATION.COM

MAINTENANCE & AIRFRAME INFO: * 825 HOURS AFTT * ENGINES ON ESP GOLD LITE * AVIONICS ON HONEYWELL HAPP * 48 MONTH INSPECTION COMPLETED APRIL 2017

AVIONICS OPTIONS: * PRIMUS EPIC PHASE 7 * EVS-1500 MAXVIZ ENHANCED VISION SYSTEM * PRIMUS 660 WEATHER RADAR * TCAS 1 * EGPWS

OTHER OPTIONS: * FIVESTAR CABIN INTERIOR W IFEEL ENTERTAINMENT * EMERGENCY FLOATS W KEVLAR COVERS * AUX TRANSVERSAL FUEL TANK - 132 GALLONS * CAMERA ON TAILFIN ALTUS AVIATION SERVICES

ELITE SERVICE FOR ELITE CLIENTS

www.AltusAviation.com Info@AltusAviation.com US: +1 888 337 3439 EU: +49 1766 255 5634

P148-152.qxp 25/05/2017 13:55 Page 1

Marketplace Bombardier Challenger 601-3A

Skyservice Jet Sales Price:

Make Offer

Year:

1991

S/N:

5093

Reg:

C-GFIG

TTAF:

9677.7

Location: Canada

Hawker 800A

Skyservice Jet Sales Price:

$1,195,000 USD

Year:

1993

S/N:

258239

Reg:

C-GMFB

TTAF:

5959.3

Location: Canada

Bombardier Learjet 45XR

Skyservice Jet Sales Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3660

Location: Canada

Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

88

Reg:

C-GSMR

TTAF:

5673.4

Location: Canada

Hawker Beechcraft 4000

Cumhur Kaynak Price:

$5,900,000 USD

Year:

2010

S/N:

RC-44

Reg:

TC-NRN

TTAF:

1.505

Location: Turkey

148

AVBUYER MAGAZINE – June 2017

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Tel: +1 (403) 671-2178 E-mail: jetsales@skyservice.com Skyservice is proud to feature this well-maintained, and professionally operated 1991 Bombardier Challenger 6013A/ER. Aircraft engines and APU enrolled in JSSI. The aircraft also features a beautifully appointed ten-passenger executive interior done in 2011, with WiFi ATG5000 and cabin entertainment system.

Please call Geoffrey Carlyle Cell: +1 (403) 592-3715

Tel: +1 (403) 671-2178 E-mail: jetsales@skyservice.com Skyservice is proud to feature this well-maintained, and professionally operated 1993 Hawker 800A. Aircraft Engines on MSP GOLD and avionics on Rockwell Collins CASP Program.

New landing gear along with fresh 48 month inspection being completed by mid-April 2017. The aircraft is located in Edmonton, Canada.

Please call Geoffrey Carlyle Cell: +1 (403) 592-3715

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3660 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, SSDTU (Solid State Data Transfer Unit) and much more.

Engines: Honeywell TFE-731-20BR-1B Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3660 TTSN: 3660 TCSN: 2279 TCSN: 2279 Time Since Hot Inspection (HRS) 383.3 APU Total Time: 1630.1 hrs. Please call Jeremi Austin

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained, beautiful 1999 Falcon 2000. 5673.4 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz).

Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets.

Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports. Please call Jeremi Austin

Tel: +90 555 979 0880 E-mail: CumhurKaynak@intercityrentacar.com ENGINES ENROLLED ON P&W ESP GOLD. APU ENROLLED ON HONEYWELL MSP GOLD. ON CAMP. JAR OPS 1 COMPLIANT. TRADES WITH LARGER AIRCRAFTS WILL BE CONSIDERED. Engine Model: PW308A. APU Model: Honeywell GTCP 36-150(HH) SN#: P-138 TSN: 1,486 hours. Honeywell Primus EPIC. COMM Dual Honeywell 7510763-855 w/8.33 spacing. NAV Honeywell Primus EPIC. FMS Honeywell Primus EPIC. JAR OPS 1 Compliant. Airshow 4000 w/Airshow Briefer System. Cabin Audio/Video Entertainment System

Aircraft Index see Page 153

P148-152.qxp 25/05/2017 13:55 Page 2

Marketplace Gulfstream G150

Price:

Please call

Year:

2006

S/N:

202

Reg:

N703HA

TTAF:

3,514.3

Location: USA- WA

Global 6000

Gulfstream Demonstrator Aircraft. Cycles Since New: 2,638.

Engines: Honeywell TFE731-40AR-200G. APU: Honeywell RE1000CS. Avionics: ADF: Collins ADF-4000. Autopilot: Dual Collins FGC-3000 IFCS (CAT II certified). Communication Radios: Triple Collins VHF-4000E w/8.33 kHz spacing. DME: Dual Collins DME-4000. Flight Director: Dual Collins FGC-3000 IFCS w/cursor control device. Interior partially refurbished 06/07. Airframe enrolled in MSG-3 Maintenance Program.

Engines and APU enrolled on Honeywell MSP Gold. Enrolled on Collins Avionics Service Plan

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,365.2

Location: USA- CA

Cessna Citation CJ1

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com

Bristol Associates

Landings: 541. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program.

Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 933 Hours. Total Cycles: 1,113. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s.

Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

StilAir Aviation Services Price:

Make Offer

Year:

2001

S/N:

525-0439

Reg:

N54CG

TTAF:

1,376

Tel: +1 (803) 238 0361 E-mail: charley@stilair.com

Collins Proline 21, RVSM, ProParts, TAP Elite, Cescom, No Known Damage. ONLY 1376 Hours Total Time. Doc 10 by Cessna-Greensboro (1/16). SB 525-36-04(Precooler Improvement) by Cessna-Greensboro (4/17). Garmin Transponders with ADS-B Out installed by Cessna (3/15).

GARMIN 750/650: Touchscreen, Navs/Comms/GPS, WAAS/LPV Approach Capable, Jeppesen Chart View.

Location: USA- SC

www.stilair.com

Cessna Citation Mustang

Jak Air Price:

Please Call

Year:

2010

S/N:

510-347

Reg:

ZKJAK

TTAF:

915

Location: New Zealand

Bombardier Challenger 350

ACI Consulting Price:

$16,500,000

Year:

2014

S/N:

20501

Reg:

N501BZ

TTAF:

2,011

Tel: +64 21 35 96 26 E-mail: mattathm@gmail.com Certified Single Pilot IFR. Maintenance up to date, on CAMP, Airframe and engines on Pro Advantage Programs.

Garmin 1000 fully integrated avionics, Synthetic Vision, Auto Pilot, TAS Traffic, XM Radion and Weather, Wx Radar, ADS-B, HF, ADF, DME, Dual WAAS Gps's and Airport Chart View. 40cu in Oxygen, Sat Phone Antenna and wiring, Aux internal power supply behind cockpit and between the 2 rear seats for charging phones.Private Sale. +gst if sold in NZ

Tel: +1 (540) 428 4388 E-mail: wromaine@aciaviation.com Collins Pro Line 21 Advanced Avionics Suite Engines & APU Enrolled in Honeywell MSP Gold Aircell ATG-5000 Internet Paint at BAS, January 2016 RVSM, RNP5, RNP10, MNPS Capable Honeywell Aspire-100 Sat Com Datalink w/SELCAL Option 10 Passenger Seating

Location: USA- CT

Advertising Enquiries see Page 4

www.AVBUYER.com

June 2017 – AVBUYER MAGAZINE

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P148-152.qxp 25/05/2017 13:56 Page 3

Marketplace Cessna Citation Bravo

Northern Jet Management Price:

Make Offer

Year:

2006

S/N:

550-1132

Reg: TTAF:

6101

Location: USA- MI

Cessna Citation Bravo

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,967

Location: USA- MI

Bombardier Learjet 40XR

Price:

Make Offer

Year:

2008

S/N:

45-2101

TTAF:

3,075

Location: USA- MI

Make Offer

Year:

2007

S/N:

45-2090

Reg: TTAF:

5,381

Location: USA- MI

Bombardier Global Express XRS

Asian Sky Group Price:

Please call

Year:

2011

S/N:

9422

Reg:

HL8233

TTAF:

2838

Location: Republic of Korea

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AVBUYER MAGAZINE – June 2017

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

Honeywell MSP. Smart Parts. Evolved Maintenance Program.

CAMP Maintenance Tracking. Currently operated on Part 135.

Dual Universal UNS-1E FMS. Dual Comm radios with 8.33 Capabilities. Fire-blocked six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Overall Matterhorn White with Aristo Blue and Tibetan Gold stripes. Freon Air Conditioner (R134). AOA w/Indexer. Cockpit Voice Recorder. Iridium Satellite Flight Phone Cabin/Cockpit Fire Extinguishers. Interior 110V AC. Lead Acid Battery. Tail Cone Flood Lights. RVSM Capable

Northern Jet Management Price:

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

Left Engine 1,466 SOH, Right Engine 2,963 SOH • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Cockpit Voice Recorder • Lead Acid Battery • Iridium Satellite Flight Phone • Honeywell Primus 1000 IntegratedbFlight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Dual Mode S Transponders.

Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. 2015 Duncan Aviation Exterior Paint and Interior Refurbishment.

CAMP Maintenance Tracking. Currently operated on Part 135

Northern Jet Management

Reg:

Bombardier Learjet 40XR

Left and Right Engine 2,019 SOH • Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Iridium Satellite Flight Phone.

Avionics: • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Single ADF • Dual Mode S Transponders. Interior: Fire-blocked seven passenger executive interior in a center club configuration with an aft belted seat for an eighth passenger. Exterior: Overall Snow White with Arctic Blue, Silver Plat Met and Black Stripes. 2016 Duncan Aviation Exterior Paint and Interior Refurbishment. CAMP Maintenance Tracking. Currently operated on a Part 135 Certificate.

Northern Jet Management Price:

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

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

Honeywell MSP. Smart Parts. Evolved Maintenance Program.

CAMP Maintenance Tracking. Currently operated on a Part 135 Certificate. • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm. Fire-blocked six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. One left and two right executive tables. Seating is finished in Wheat Grass leather with Saddle lower sidewalls, and finished Macore Pommele Gloss veneer.

Tel: +852 2235 92220 E-mail: sales@asianskygroup.com Price Reduced. Motivated Owner Total 2,838 Hours, 854 Cycles KU-Band High Speed Connectivity, Global Office Package w/ Wifi, SAT-6100 and ICS-100 Iridium Completed Batch 3 Avionics Upgrade , ADS-B Out, FANS 1/A+ & EVS/HUD Twelve (12) Passengers Interior with AVOD, ASXi, Three 21.3-inch monitors and Six 10.4-inch monitors 60 Month (4C Check) completed Dec, 2016 Contact: Jeffrey Lowe

Aircraft Index see Page 153

P148-152.qxp 25/05/2017 13:57 Page 4

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Embraer Lineage 1000

Plane Time – Simon Paul Price:

$25,125,000 + Tax

Year:

2009

S/N:

190 00203

Reg:

VT-AOP

TTAF:

800

Location: India, Asia

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +31 (0) 653 771 334 E-mail:info@planetime.nl

The Embraer Lineage 1000 offers - One of the most flexible cabins in industry. Multiple cabin layouts - Five large, luxurious cabin zones - Largest in-flight accessible baggage compartment of any executive jet - Spacious, fully-equipped wet and dry galleys - Lowest cabin altitude in ultra-large segment - Steep approach capability

June 2017 – AVBUYER MAGAZINE

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Cessna Citation Excel

Price:

Make Offer

Year:

2001

S/N:

TBD

Reg:

N562TS

TTAF:

5150

Location: USA- SC

+1 832 934 0055

Alberth Air Parts

Tel: +1 (704) 651-4637 E-mail: ajd@aviationmarketing.com

Aviation Marketing Group

Seating for up to 8 passengers. Mini Bar, coffee bar, with cold beverage and snacks storage. 115 Volt and USB power outlets Sat Phone in Cockpit & Cabin. Engines: 5086 hours Total Time 57 hours Since Major Overhaul by Pratt & Whitney. Engines enrolled on ESP Gold. 420 kts; 1500 nm range. APU: 1463 hours Total Time. Honeywell Primus 1000. Dual Honeywell RCZ833. Dual Honeywell RM-855/850. Dual Honeywell RNZ-850.

Seating for up to 8 passengers. Two US owners, service center maintenance, based US, professionally flown and managed always. Recent partial interior. Generous External luggage storage. July 2016 New Paint by Stevens Aviation

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

Advertiser’s Index 1st Source Bank................................................109 21st Century Jet Corporation .........................154 Airbound Aviation...............................................118 Aircraft Finance Corporation .............................73 Altus Aviation Services .....................................147 AMJET Aviation.....................................................75 Aradian Aviation....................................................81 AvBuyer................................................................121 Aviation Consultants of Aspen .......................135 Avjet Global ..................................................68 - 69 Avpro ..............................................................10 - 14 Aviatrade Belgium..............................................145 Boutsen Aviation ..................................................53 CAAP....................................................................137 C-Air Transport Services..................................140 Central Business Jets .......................................155 Conklin & de Decker .........................................123 Corportate Airsearch Int...................................139 Corporate Concepts ...........................................61 Dassault Falcon Jet ...............................2 - 3, 105 Donath Aircraft Services.....................................33 Duncan Aviation....................................................39

Eagle Aviation........................................................21 Empyrean Aircraft Consulting.........................138 Engine Assurance Program.............................111 Elliott Jets .....................................................54 - 55 FlightForce ..........................................................136 Freestream Aircraft USA ....................................15 General Aviation Services ..................................23 Global Jet Capital.................................................41 Global Jet Monaco................................ 126 - 128 Gulfstream................................................................9 Hatt & Associates.................................................19 Horizon Air Group ................................................59 IAG...........................................................................43 JetBed.....................................................................89 Jet Sense Aviation ..................................129 - 133 JetBrokers......................................................70 - 71 Jetcraft Corporation ..........................44 - 45, 156 Jeteffect .........................................................34 - 35 JETNET...................................................................63 JetPro Texas ........................................................141 JSSI .........................................................................67 Leading Edge ........................................................95

Lektro....................................................................123 Mente Group.............................................1, 5, 146 Mesinger Jet Sales...............................................83 NBAA Corporate ...............................................114 NBAA Convention ...............................................94 OGARAJETS................................................26 - 27 Par Avion ................................................................49 Prestige Jet..........................................................143 Province Group ..................................................142 Rolls-Royce .........................................................113 Sapphire ..............................................................120 Singapore Airshow............................................122 Southern Cross Aviation.....................................91 Sparfell & Partners.............................28 - 29, 125 Survival.................................................................123 Threshold Ventures............................................134 The Elite New York ............................................116 The Jet Business...............................................6 - 7 VREF ....................................................................123 Wentworth...........................................................144 Wright Brothers Aircraft Title.............................93

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AvBuyer (USPS 014-911), June 2017, Vol 21 Issue No 6 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 25/05/2017 13:31 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRBUS

CESSNA

DORNIER

PIPER

A318-112 . . . . . 15

Citation

328 . . . . . . . . . . . 53

Cheyenne IIIA . . 70

A318 Elite+ . . . . 127

II . . . . . . . . . . . . . 39

ACJ319 . . . . . . . . 10, 83, 136, 140,

III . . . . . . . . . . . . . 70

EMBRAER

Meridian . . . . . . . 21

V. . . . . . . . . . . . . . 21, 53, 71

Legacy 500 . . . . 6

SABRELINER

VII . . . . . . . . . . . . 23

Legacy 600 . . . . 28, 53

65 . . . . . . . . . . . . 70

BAE

X . . . . . . . . . . . . . 35, 59, 130

Legacy 650 . . . . 6

AVRO RJ70. . . . . 70

XLS . . . . . . . . . . . 35

Lineage 1000 . . 151

XLS+ . . . . . . . . . . 44, 45, 156

Phenom 100 . . . 55

HELICOPTERS

CJ1. . . . . . . . . . . . . 149

Phenom 300 . . . 29

AGUSTAWESTLAND

ACJ380-800 . . . . 28

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 45, 61, 83, 144 727-200 VIP . . . . 61 737 . . . . . . . . . . . 28 747-8 . . . . . . . . . . 28, 144 DC8-62 . . . . . . . 61

BOMBARDIER Global 5000 . . . . 44, 45, 49, 53, 61, . . . . . . . . . . . . . . . 156 Global 6000 . . . . 44, 149, 156

CJ2. . . . . . . . . . . . . 53, 71 CJ3. . . . . . . . . . . . 21, 23, 49, 142 Bravo . . . . . . . . . 150

IV . . . . . . . . . . . . . 10, 59, 135, 146

Excel . . . . . . . . . . 39, 55, 91,

IVSP . . . . . . . . . . 10, 34, 39, 43, 45,

. . . . . . . . . . . . . . . 53, 75, 95, 126, 150, . . . . . . . . . . . . . . . 156

300 . . . . . . . . . . . 7, 12, 23, 29, 44

A109E Power . . 13 AW109SGrand . 13

. . . . . . . . . . . . . . . 53, 81, 95

Encore . . . . . . . . 12, 21, 35, 41

V. . . . . . . . . . . . . . 15, 41, 61, 68

Jet . . . . . . . . . . . . 21, 71

150 . . . . . . . . . . . 19, 34, 45, 70, 149,

M2 . . . . . . . . . . . . 55

. . . . . . . . . . . . . . . 156

Mustang . . . . . . . 149

200 . . . . . . . . . . . 11, 26, 81

206L4 . . . . . . . . . 151

Sovereign. . . . . . 6, 35, 44, 55

280 . . . . . . . . . . . 10, 137

212 . . . . . . . . . . . 151

Sovereign+ . . . . 35

300 . . . . . . . . . . . 34

412 EMS . . . . . . 151

AW139 . . . . . . . . 146

BELL

400 . . . . . . . . . . . 26 450 . . . . . . . . . . . 7, 10, 15, 39, 45, 70, . . . . . . . . . . . . . . . 81, 91, 156

CIRRUS SR22T GTS . . . . 71

QSeries . . . . . . . 145

Challenger

A109A . . . . . . . . 29 A109 Power . . . . 45, 156

. . . . . . . . . . . . . . . 131, 152

Global Express . 10, 41, 91 Global Express XRS. .15, 43, 44, 45,

GULFSTREAM

DAHER SOCATA TBM700B . . . . . . 70

EUROCOPTER/AIRBUS

500 . . . . . . . . . . . 7, 81

AS350 B3E . . . . 81

550 . . . . . . . . . . . 1, 5, 10, 15, 45, 53,

AS350N . . . . . . . 53

. . . . . . . . . . . . . . . 81, 91, 95, 156

EC 120 B . . . . . . 13, 61

650 . . . . . . . . . . . 34, 53, 61, 83

EC130 T2 . . . . . . 81

650ER. . . . . . . . . 7, 69

EC 135 P2 . . . . . 13

Astra SPX. . . . . . 70

EC 135 P2+ . . . . 13

350 . . . . . . . . . . . 29, 149

EC 155 B1 . . . . . 13

HAWKER BEECHCRAFT

601 . . . . . . . . . . . 61 601-3A . . . . . . . . 34, 148

DASSAULT FALCON

King Air

SIKORSKY

601-3R . . . . . . . . 45, 156

7X . . . . . . . . . . . . 3, 7, 11, 15, 41, 45,

200 . . . . . . . . . . . 70

S-76C+ . . . . . . . . 13, 29, 45

604 . . . . . . . . . . . 12, 34, 39, 53

. . . . . . . . . . . . . . . 53, 91, 154, 156

350 . . . . . . . . . . . 26, 55, 70

S-76C++ . . . . . . 15

605 . . . . . . . . . . . 33, 45, 53, 81, 95,

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

B200 . . . . . . . . . . 141

S-92A . . . . . . . . . 13

. . . . . . . . . . . . . . . 128, 156

50 . . . . . . . . . . . . 41, 154

C90 . . . . . . . . . . . 70, 71

850 . . . . . . . . . . . 28, 45, 156

50EX . . . . . . . . . . 3, 23, 49, 154

C90A . . . . . . . . . . 53

Learjet

900 . . . . . . . . . . . 154

Beechcraft

31A . . . . . . . . . . . 12, 35, 70, 71

900B . . . . . . . . . . 70, 134, 154

Diamond 1A. . . . 71

35A . . . . . . . . . . . 70

900C . . . . . . . . . . 154, 155

Premier IA . . . . . 19, 133

36A . . . . . . . . . . . 151

900DX. . . . . . . . . 45

Hawker

40XR . . . . . . . . . . 132, 150

900EX . . . . . . . . . 6, 29, 43, 154, 156

400A . . . . . . . . . . 13, 129

45 . . . . . . . . . . . . 29, 49, 61

900EX EASy . . . 11, 45, 154, 155,

400XP . . . . . . . . . 34, 45, 55, 156

45XR . . . . . . . . . . 12, 44, 148

. . . . . . . . . . . . . . . 156

800A . . . . . . . . . . 61, 148

55 . . . . . . . . . . . . 70

900LDX. . . . . . . . 11

800XP . . . . . . . . . 19, 34, 45, 70, 83, 91

60 . . . . . . . . . . . . 12, 29, 55

900LX . . . . . . . . . 3, 11, 44, 45, 154,

850XP. . . . . . . . . 41, 138

60SE . . . . . . . . . . 53, 83

. . . . . . . . . . . . . . . 156

900XP . . . . . . . . . 139

60XR . . . . . . . . . . 91

2000 . . . . . . . . . . 11, 12, 23, 148

1000A . . . . . . . . . 91

75. . . . . . . . . . . . . 53

2000LX . . . . . . . . 3, 49, 146, 155

4000 . . . . . . . . . . 12, 19, 148

Advertising Enquiries see Page 4

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

June 2017 – AVBUYER MAGAZINE

153

21st Century May.qxp 27/04/2017 08:45 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

Evolving from the remarkable success of the 7X; The Falcon 8X has a longer cabin with 30 unique interior layout configurations to choose from, superb fuel efficiency and a range of 6,450 nm.

AVAILABLE: FALCON 900B

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ June.qxp_CBJ November06 24/05/2017 14:27 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

D L SO FALCON 900EX EASy II SN 238

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

Single Owner, Recent C Check at Dassault, MSP on Engines & APU, Falcon Care on Airframe, Forward and AFT Lavs, Dual AFT Couches, Updated EASy II Cockpit

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

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

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

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

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

D L SO

D L SO

PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

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

2 US Owners Since New, MSP Gold, Standard Configuration Including Forward and AFT Lav, Acoustical Sound Proofing, Airshow 4000, Aerial View Camera's, Etc…

www.cbjets.com

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

51,000

Making the complex simple for over 50 years.

2009 DASSAULT

foot view. FALCON 7X S/N 046 • 3,888 Hours; 994 Landings

C Check &view NewofInterior • Fresh Up here, the air and the competition are rare.

Our birds-eye the 2016 • Full EASy II Upgrades

aircraft brokerage market comes from our unmatched combination of nearly 50 years’ experience and a large, global network of partners and customers. That means you have more buy, sell and trade options.

Better perspective on market trends. And worldwide connections that

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.

put a tailwind on your transaction. Call us and see. You’ll love the view.

2013 DASSAULT

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 FALCON 900LX S/N 273 • Full Program Coverage • WAAS/LPV, ADS-B Out & FANS 1/A • Swift Broadband HD-710 WiFi

2009 BOMBARDIER CHALLENGER 605 S/N 5726

2006 GULFSTREAM G550 S/N 5094 • 10,902 Hours; 3,658 Cycles • Engines and APU on MSP • CPDLC & FANS 1/A

• 2,550 Hours; 1,108 Cycles • Engines & APU on Programs • RVSM Certification, TCAS 7.1

2017 BOMBARDIER GLOBAL 6000 S/N 9758

2016 BOMBARDIER GLOBAL 6000 S/N 9726 • 157 Hours; 80 Landings • Collins Pro Line Fusion Flight Deck • FAA and EASA Compliant

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

• New Delivery & Entry Into Service • Full Factory Warranty & Training • Jetcraft Owned Inventory

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