AvBuyer Magazine November 2017

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November 2017

â„¢

B U S I N E S S

A V I A T I O N

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

THIS MONTH See pages 6 & 7 and 112 & 113 for further details

Aircraft Comparative Analysis: Citation CJ3/CJ3+ Connectivity: Tips on Managing Costs When Should You Buy an Aircraft? www.AVBUYER.com

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Editor Welcome Nov17.qxp_JMesingerNov06 26/10/2017 13:28 Page 1

Editor’s Welcome First, Be an Advocate

Y

ou are a Business Aviation professional. You probably have been involved with aircraft since you were quite young, such is the passion felt by most people in this field. You know your trade, and you believe in the value of using business aircraft for meaningful transportation.

But what about your clients, particularly those entities who are just now considering aircraft ownership: Do they realize how valuable Business Aviation can be to their success? While they may have a surface appreciation for flight, chances are that their full knowledge of Business Aviation is low.

Do they know that over 90% of the firms that are the most admired by the public and return the highest value to shareholders in the form of dividends and capital gains are users of business aircraft? Are they aware of the fact that among the firms listed by Forbes Magazine as members of the ‘Global 2000’, nearly nine out of ten of the top 50 companies are users of business aircraft? The same ratio of users vs. nonusers is true for the top 50 companies that made Fortune Magazine’s Global 500 listing.

Among the ‘Best Global Green Brands’, a list compiled by Interbrand Magazine of the world’s top firms using sustainable business practices, 94% of the top 50 are business aircraft users.

The percentage is even higher—98%— for the top 50 companies that were identified by Forbes Magazine as among the ‘World’s Most Admired Companies’.

Nearly nine out of ten companies in the top 50 firms noted for being among the ‘World’s Best Multinational Workplaces’ use Business Aviation.

Forbes found that 100% of firms singled out as the ‘100 Most Trustworthy Companies in America’ use business aircraft. Clearly, use of business aircraft is the sign of a well-managed company— one that knows the value of people and time. Your customers should be proud of their decision to use business aircraft to address specific travel needs, efficiently and effectively.

4

AVBUYER MAGAZINE – November 2017

New Study

A new study commissioned by NBAA and released last month at the Association’s convention found that Business Aviation contributes meaningfully to a company’s enterprise value, and continues to be a powerful tool for the best-managed corporations in the US. Among Standard & Poors 500 companies, users of business aircraft to support their business endeavors outperformed their non-user S&P 500 counterparts during the period between 2012 and 2017 by nearly 70%. Authors of the report, entitled ‘Business Aviation and Top Performing Companies 2017’, attribute the better performance to the ability of business aircraft to leverage key employee productivity, accelerate transaction closings and boost interaction with customers.

Companies that use business aircraft are following best practices of industry and are exhibiting responsible management.

Even with solid evidence that business aircraft are good investments for firms that want to make the best use of people and time for productivity and profit, there are still misconceptions about our community. Images of company aircraft being royal barges still remain among those opinion leaders who know little about aviation. Many people are simply unfamiliar with Business Aviation, which is understandable since they may never have been exposed to its benefits.

Thus it is the responsibility of those in our community to know the facts and spread the good word. We should not assume that our clients are as well informed or as aware as we are regarding the very solid reasons why Business Aviation makes good business sense.

As experts in aviation, we have an obligation to advocate the advantages of private air transportation in all forms.

Jack Olcott Editorial Director, AvBuyer

www.AVBUYER.com

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 8255 4000 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com Liam Robinson (Digital Solutions Manager) 1- 800 620 8801 +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan 1- 800 620 8801 +44 (0)20 8255 4409 Sue@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 Aircraft Index see Page 145

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Contents Layout Nov17.qxp 25/10/2017 11:43 Page 1

Contents Volume 21, Issue 11

November2017

T BizAv Intelligence

18

46

78

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

Retail Price Guide: 20-year EntryLevel & Light jet price guide from The Aircraft Bluebook

82

Is 2018 The Time to Buy a Jet: Good deals exist on low-time, late model jets. Are the coming months ripe for a foray into the market?

Specifications: Entry-Level & Light jet performance and specifications comparisons for aircraft aged 20 years and younger…

90

Aircraft Comparative Analysis – Cessna Citation CJ3/CJ3+: How does the Citation CJ3/CJ3+ compare with the Hawker 400XP and Learjet 31A? Find out here…

T Flight Department 52

60

64

70

72

76

8

AVBUYER MAGAZINE – November 2017

What’s New in Cockpit Avionics Safety: What are the important developments in systems guiding aircraft on their missions?

98

How to Make the Most of Your Downtime: There’s no avoiding jet maintenance. Robert Drover, LBAS discusses advantages of selecting the right one-stop-shop

When Should You Buy an Aircraft: David Wyndham addresses a classic question as the used aircraft market emerges from its decade of decline…

102

Evolution of the Pre-Purchase Inspection: Pre-Buy Inspections haven’t always been costly and time-consuming, so why are they now? Dave Coleman reflects

Tips for a Straightforward Jet Transaction: Keith Swirsky, GKG Law details the roadmap to a trouble-free acquisition of a business aircraft

108

Does Your Jet Need a Re-Paint: Dave Higdon offers tips on identifying the need for a re-paint, and selecting the right shop to restore your aircraft’s paintwork…

Buying a Jet? Make an Offer that Sticks: Jet Tolbert outlines how buyers can send the right signals to aircraft sellers

T Community News

Tips on Managing Jet Connectivity Costs: Aviation Director Andre Fodor reviews Swiftbroadband and Ground-Based Connectivity, offering tips to keep costs within budget Risk Management in Flight Departments (Pt 2): We consider the implementation of risk assessment data by way of improving risk management practices…

www.AVBUYER.com

T Boardroom

110

BizAv Review: OEM News and Industry Appointments from around the BizAv Community

Next Month • • •

Aircraft Comparative Analysis GAMA Q3 2017 Shipment Analysis Middle East Business Jet Fleet Review

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 145

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Hatt & Associates November.qxp_Layout 1 23/10/2017 17:02 Page 1

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MarketIndicators NOV17.qxp_Layout 1 24/10/2017 12:54 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary Does a white-hot charter segment equate to growing business aircraft sales?

Rollie Vincent, Editor, Market Indicators reflects on the marketplace as we draw nearer to year-end… harter may not always be smarter, but it is sure looking that way based on the on-going performance of the on-demand segment, particularly in the key US and European marketplaces. By many indications, charter demand has become white-hot, a positive industry indicator that should bring solace - if not a little bit of delight - to industry leaders wondering when the ‘flat-is-the-new-up’ market was ever going to recover.

No doubt fuelled by recognition that business aircraft charter service providers offer a superb product with high value for the dollar – and some of the most competitive pricing we have seen in years - customers for Business Aviation come in many different stripes and colours.

Hope remains that today’s charter customers may one day migrate up to fractional and/or whole-airplane ownership, but service providers are wise to not hold their breath (or build their business models) on the assumption that these transitions will occur within a short timeframe. It’s better yet to make hay when the sun shines, and serve the customers whose needs are apparent today.

C

Robust Used Aircraft Markets

Despite what was almost certainly the most news-less NBAABACE in recent memory, used business aircraft markets 18

AVBUYER MAGAZINE – November 2017

continue to be robust – and are perhaps better described as being historically robust.

Fuelled by aircraft valuations that make many want to save up and buy their first business jet, more and more prospective buyers are being teased by the notion that maybe, just maybe, they can make all of the numbers work to be able to finally afford one.

Truth be told, the Rolls-Royce powered beauty in their gaze might be a Gulfstream GII with 20,000 flight hours, but who’s counting? A jet is a jet, n’est-ce pas? Although it may never actually fly again, that GII is surely an impressive statement, parked in its hangar and exuding an ultra-quiet cabin and miniscule fuel burn (just so long as it doesn’t get pulled out of the hangar, started up and taxied to the runway anytime soon).

With eye-wateringly attractive used business jet valuations the current order of the day, used aircraft offer impressive value for the dollar, and an opportunity to expand the customer base of owners and operators, some of whom have aspired to get into Business Aviation but could not previously justify (let alone gather the down payment) to get into the market.

With wise counsel (a trusted professional broker/dealer), companies and individuals new to business aircraft ownership can today get into – and, if necessary, later exit – a used

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators NOV17.qxp_Layout 1 24/10/2017 15:28 Page 2

Chart A: Plans for Aircraft Not Yet ADS-B Compliant

JETNET iQ Q3 2017 Survey (n=504 respondents from 61 countries)

aircraft without much financial penalty.

Assuming that they purchase it wisely, and have a realistic view as to the costs of operation, what’s not to like?

Regulatory Mandates & Aircraft Ownership

One thing that buyers and sellers have in common is an interest in ensuring that their business aircraft is compliant with regulatory mandates, one of which in particular is looming ever larger on the industry’s radar screen. The deadline for aircraft to be compliant with ADS-B Out (to enable continuing flight operations in US-controlled airspace above 10,000 feet) is December 31, 2019, just a little over two years away.

Results from the recently completed Q3 2017 JETNET iQ Survey of 500+ business aircraft owners/operators suggest that there is much work remaining to be done to bring the business aircraft fleet into compliance (see Charts A and B). In what is looking like a building bow-wave, existing and prospective owners and lessors would be wise to schedule time at a MRO shop or OEM service center to get this upgrade accomplished.

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

breeds people with passion, whether for the products or services that are delivered each day.

One of the most prominent of our industry’s advocates is AvBuyer Editorial Director, Jack Olcott, whose resume no doubt places him in anyone’s Hall of Fame and ‘Who’s Who?’ of Business Aviation.

A dedicated and passionate communicator and leader, Jack brings unique perspectives and insights every day into the ofttimes unpredictable world of Business Aviation. A man who never misses a beat, we wish him only the best in his rapid return to health after a recent surgery. continued on page 22 MI www.rollandvincent.com 

Chart B: Proportion of Fleet That is ADS-B Compliant

JETNET iQ Q3 2017 Survey (n=504 respondents from 61 countries)

A Champion Advocate

Like many other leading business aircraft broker/dealers, Colibri Aircraft (see p24) is participating in a hyper-active marketplace, fuelled by customer enthusiasm for what Business Aviation can deliver, and by historically attractive aircraft valuations that are broadening the industry’s customer base.

In this marketplace, the rising tide of demand bodes well for the future, as prospective customers engage with the industry for the first time. These engagements – whether with an owned aircraft or more likely through an on-demand charter or air taxi experience – are in many ways the lifeblood of an industry that needs more customers – and certainly more advocates – going forward.

Speaking of advocates, the Business Aviation industry Advertising Enquiries see Page 4

www.AVBUYER.com

November 2017 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America September flight activity showed double digit growth in the Part 135 segment, and recorded a very strong 5.2% yearly increase in total operations, reports ARGUS TRAQPak… Reviewing Year-over-Year (YoY) flight activity (September 2017 vs. September 2016), data confirmed a second straight month of significant YoY growth. The results by operational category were all positive with Part 135 recording another substantial yearly change.

Similarly, the aircraft categories were all positive with Large and Mid-size jets posting the largest gains, though Light jet and Turboprop gains were not insubstantial.

BizAv Activity Europe

Month-Over-Month

September Business Aviation flight activity was essentially flat MoM, showing a slight decrease against August. Results by operational category were mixed for the month, with Part 135 posting the largest monthly increase.

Aircraft categories were also mixed with Large jets posting the largest monthly increase.

October Forecast

TRAQPak analysts estimate a third month of substantial growth from October, projecting a 5.0% increase in overall flight activity YoY. MI www.argus.aero

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

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-0.2%

10.5%

1.4%

4.1%

LIGHT JET

0.6%

10.1%

9.4%

4.9%

MID-SIZE JET

1.2%

12.7%

3.8%

5.7%

LARGE CABIN JET

4.3%

17.6%

-4.3%

7.2%

ALL

1.0%

11.8%

3.6%

5.2%

TABLE B - SEPTEMBER 2017 vs AUGUST 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

-1.1%

-2.5%

-16.4%

-2.3%

1.5%

0.3%

-7.7%

-0.1%

-2.0%

6.5%

-4.4%

0.3%

LARGE CABIN JET

3.4%

11.1%

-6.3%

4.6%

ALL

0.0%

2.1%

-6.8%

-0.1%

TURBOPROP

LIGHT JET

MID-SIZE JET

There were 79,280 Business Aviation departures across Europe in September, up 2.9% YoY, which takes the YTD trend to 3.6%. Activity was still 4.4% behind pre-crisis peak-levels in September-2008.

Following are the details…

All the leading European markets were up, with modest gains for Germany, the UK and Italy, 3% growth in France, and 8% growth in Switzerland. Germany, Spain and the UK are seeing a combined increase of around 1,000 flights per month so far this year.

Smaller markets with strong growth included Greece (up 14%), and Turkey (gaining 10% YoY). There was some decline in Norway, and flights were down 6% and 8% from Ireland and Croatia respectively.

Regionally, the Southern Mediterranean continued to be the hub for growth during September, with flights up 7%. Eastern Europe saw 2% gains, but is still trending up 5% YTD. Overall, Business Aviation flights within Europe were up 3%.

Flights from Europe to other global regions were somewhat muted, though, with flat activity to Middle East and declines to North America and CIS region.

Arrivals into Europe from Asia-Pacific were up 21%, and arrivals from China increased almost 40% YoY. Similar to the US, the main growth in September continues to come from AOC activity, with 39,288 AOC flights this month, up 7.5% YoY. AOC activity has grown in every month since October 2016.

Business jet AOC flights were up 9% this month. Private flights, meanwhile, declined YoY. “The summer season for Business Aviation slowed slightly in September but still saw strong demand in Charter activity, especially in the Small jet segments,” concluded Richard Koe, Managing Director, WingX. “By contrast, owner flight activity continues to stagnate.

“Newer aircraft such as the Citation Latitude are seeing very strong growth, although older types including the Citation Bravo and Legacy 600 are also much busier year-on-year. It will be interesting to see if the charter market can sustain its growth trend going into Q4.”

MI www.wingx-advance.com



continued on page 24

22

AVBUYER MAGAZINE – November 2017

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Aircraft Index see Page 145

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MarketIndicators NOV17.qxp_Layout 1 24/10/2017 13:50 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Used Jet Market Turns a Corner

First Time Jet Buyers on the Rise?

The latest UBS Business Jet Market Index jumped 10% from the August survey as respondents noted healthier used business jet inventories and improved pricing, as well as higher customer interest…

Now at 53, the index score returns to its post-US election high and denotes an improving market. By cabin size, Mid-size jets took the lead with an index score of 54, up 7%, followed by Light jets at 53 up 15%. Large-Cabin jets, at 51, climbed 12% from August.

UBS Global Research said the straight-up measure of absolute business conditions came in at 5.4, up 5% from the previous survey and the highest since before the financial crisis. According to UBS aerospace analysts David Strauss and Darryl Genovesi, the overall index reflects an improved view of used aircraft pricing and inventory, with those scores soaring 24% and 22%, respectively, along with higher customer interest, which rose 11%.

North American customer interest increased 11% and remains strongest at a score of 70, followed by an ‘improving’ Europe (56), while Asia (51), Latin America (48) and the Middle East (47) “appear stable-to-slightly-improving”.

“Respondent commentary was generally optimistic on lower, young, used inventory levels and improved utilization trends, although used pricing is still seen as declining, albeit at a slower rate,” the UBS analysts said. “In addition, commentary suggests improved trends not yet seen translating to new markets. The Zetta Jet bankruptcy was highlighted as risk.” (Courtesy of AIN) MI www.ubs.com

Some 21% of the used aircraft Colibri Aircraft has sold this year have gone to first-time buyers, representing a 50% increase on 2014, says Oliver Stone, Managing Director.

Meanwhile, the average price of a jet sold by Colibri to a first-time buyer in 2017 is $3.68m.

The increase in first-time buyers has contributed to a rise in the number of used private jets being sold, according to Mr. Stone.

New analysis by Colibri Aircraft reveals that globally 1,103 used jets have been sold this year so far compared to 979 for the whole of 2016. For Europe alone, the corresponding figures are 89 and 95, respectively.

The company believes the growing number of first-time buyers is being fueled by the rapidly increasing number of high-net-worth individuals, the falling price of jets across all segments, and the big increase in people chartering private jets for the first time and then deciding they would prefer to own the aircraft they use.

“There is a rapidly increasing number of high net worth and ultra-high net worth individuals, and this means a bigger base of potential private jet owners,” notes Stone. “All of this is leading to more people chartering private jets and for some of those that do this, they eventually decide they want their own aircraft.”

MI www.colibriaircraft.com

Asia-Pacific: Positive Trends Continue

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24

AVBUYER MAGAZINE – November 2017

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Asian Sky Group has released its Q3 2017 Asian Sky Quarterly, including an updated forecast on the business jet and civil helicopter markets throughout Asia-Pacific. According to Managing Director, Jeffrey Lowe, “Q3 2017 sees the same positive trends in the region that we highlighted last quarter persisting…”

Among the continued positive trends were: • Used inventory declining; • Asking prices flattening out; • Market stabilizing; and • The continued move towards supply and demand balance.

“The ‘feel good’ factor has been growing consistently each quarter,” adds Lowe, “and finally this quarter we see the anticipated spike in purchase intent: an 11% increase for a new aircraft and 8% increase for a used aircraft, where the preferred type remains Large-Cabin aircraft.” continued on page 28 MI www.asianskygroup.com  Aircraft Index see Page 145

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Elliott Jets November.qxp_Layout 1 23/10/2017 17:18 Page 1

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BIZAV INTELLIGENCE T MARKET INDICATORS

AMSTAT: Encouraging Signs for Used Market

According to AMSTAT, there have been further encouraging signs coming from the business aircraft resale market. In its NBAA-BACE Business Aircraft Resale Market Update, the company examined the market based on aircraft size and age…

The clear message from the AMSTAT report is that in almost all markets, transaction activity has been most robust in the ‘Newer’ and ‘Mid-Age’ segments.

Heavy Jets: In the Heavy Jet group, the Newer and Mid-Age segments have shown the greatest January-August YoY growth in resale retail transaction numbers, with jumps of +38.2% and +12.9% respectively.

While these percentages seem high, especially for the Newer segment, we should remember that this is the smallest jet segment and that a few transactions plus or minus will have a significant impact from one period to another.

By contrast, the Older Heavy Jet segment saw transaction activity contract -3.4% versus the first eight months of 2016.

Medium Jets: The report shows a similar story in the first eight months of 2017 in the Medium Jet segment with the Newer and Mid-Age segments leading the way with +33.0% and +30.7% resale retail transaction growth YoY, respectively. The Older Medium Jet segment saw a -10.0% decrease YoY. Light Jets: Similarly, the Light Jets did well in the first eight months of 2017, racking up a +20.9% increase in transactions over the same period in 2016. Interestingly, the Older Light Jets also performed well, with an 11.1% increase. Transactions in the Mid-Age segment fell -6.4%.

Turboprops: This segment saw very little YoY change in the first eight months of 2017. Each segment was either up or down about 1.0%.

Inventory Reductions

Reviewing inventories, the report shows a reduction in availability in almost all market segments.

Heavy Jets: AMSTAT recorded a contraction in inventory in the last year. Overall, the percentage of aircraft ‘For Sale’ fell from 10.5% in September 2016 to 8.5% today. The Newer segment dropped from 9.3% ‘For Sale’ to 7.1%; the Mid-Age segment 28

AVBUYER MAGAZINE – November 2017

dropped from 10.4% to 8.3%; and the Older Heavy Jet segment dropped from 12.7% to 11.8%.

Medium Jets: Inventories also contracted over the last 12 months. There is 10.5% of the fleet ‘For Sale’ today versus 11.5% a year ago. Interestingly, the largest drop in inventory was in the Older segment from 15.9% in September 2016 and 14.7% today. By contrast, the Newer segment fell from 7.5% to 6.7% and the Mid-Age segment fell from 12.0% to 11.2%.

Light Jets: There was minimal YoY change in the Light Jet inventory, but that aggregated view reflecting the activity in the Newer and Older ends of the market hides a significant increase in Mid-Age Light Jets ‘For Sale’. Inventory in this segment rose from 11.0% a year ago to 12.9% today and has been on an upward trajectory since early 2015.

Turboprops: Inventories contracted only slightly from 8.4% a year ago to 8.0% today. At the segment level, there were also few changes. The Older turboprops were up 1%, Mid-Age were down 2% and Newer were down 1%.

Average Asking Prices

The report shows continued downward pressure in almost all market segments. YoY: •

•

•

•

The Heavy Jet group as a whole recorded a -8.3% decrease in Average Asking Prices. All Heavy Jet Age segments reflected this decline with Mid-Age Heavy Jets falling -8.9%, Newer models falling -7.5% and Older models falling -6.7%.

The Medium Jet group also saw a decline in Average Asking Prices, in their case by -15.9% - the largest of any of the jet groups. The Newer segment saw the biggest decline at -20.2%. Mid-Age fell -12.4% and the Older segment fell -4.0%.

The Light Jet group saw Average Asking Prices come down -9.8%. Again, the Newer segment took the biggest hit, down -13.1%. Average Asking Prices fell -8.6% in the MidAge segment and -2.7% in the Older segment.

The Turboprop market fell -6.8%. Unlike most other segments, Average Asking Prices for the Newer Turboprops were up slightly at +0.7%. Older and Mid-Age Turboprop segments were down -9.3% and -7.6% respectively.

MI www.amstatcorp.com

www.AVBUYER.com



continued on page 30

Aircraft Index see Page 145

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MarketIndicators NOV17.qxp_Layout 1 24/10/2017 13:52 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS DON DWYER

AL QUALEY

ANDREW YOUNG

NARA: New or Used? Price is Not The Only Factor Three NARA executives with decades of aircraft sales and support experience discussed the question of buying new or used business aircraft. The panel consisted of Don Dwyer, Vice President of Sales, Guardian Jet; Al Qualey, 1st Source Bank; and Andrew Young, General Manager, AMSTAT. When it comes to deciding between a new or used aircraft, cost drives most buyers toward one option or the other. A new aircraft may be out of the range of many buyers, while some Fortune 500 companies and wealthy individuals wouldn't consider buying anything but one fresh off the factory floor.

However, a number of other factors can influence buyers, too. Don Dwyer, Guardian Jet, said a warranty, the desire for the latest technology and what he calls “the new OEM experience” all tilt some buyers toward new aircraft.

"If you buy a new aircraft through the OEM, it’s just going to be a little bit higher class experience," Dwyer added. "They're going to take you to the factory and give you a VIP factory tour.

They are going to have training slots for you when you buy the airplane as initial pilot training and mechanic training slots will come with the airplane.

“In some cases, they’ll send people to your facility for the first week or two to help you get the airplane up and running in your department. They really show the love because you've given them the business.”

Finance & Flexibility

As enticing as that treatment sounds, financial considerations, a desire for flexibility and a changing marketplace persuade more buyers to opt for used aircraft – even some who could afford new.

Al Qualey of 1st Source Bank said a segment of entrepreneurs “are backing away from new aircraft because 30

AVBUYER MAGAZINE – November 2017

they see what the depreciation cost is going to be, based on the last five to seven years of experience”.

Until 2008, the residual value of jets after 10 years was considered to be 35 to 40%. “Today, I don't know anybody that's using more than 35%,” Qualey said, adding that even that figure could be high for some aircraft. Buying used aircraft is more of a short-term decision than buying a new one, which typically locks buyers into a commitment of up to 10 years. “If you don't like it a year later, it's pretty easy to sell a pre-owned aircraft,” Qualey said.

Based on his 40 years’ experience in the business, Qualey knows that buyers of new aircraft keep them on average twice as long as do buyers of used aircraft. “We have a lot of customers that every two to three years are making a step-up one or two sizes in their jet,” he said. “And they're consistently staying with pre-owned in that process.”

When it comes to obtaining financing, Qualey notes, the bar for buyers of new aircraft may be set too high for some because as a lender “we certainly don't want to have a heavily depreciated one-year-old airplane in our repossession fleet”.

Closing Gap

Andrew Young, General Manager for AMSTAT, said that looking at the new and pre-owned markets as a whole, pre-owned aircraft sales tend to anticipate new sales in terms of both peaks and valleys.

Dwyer has noticed another trend over the past couple years: buyers who might typically choose new aircraft are opting for used, ‘near new’ airplanes (one to three years old) instead.

"And I might say it's shifting back to buying new airplanes again," he said. "The activity is enough that the near new market is pretty picked over and could hopefully, for the OEMs, lead to some better days."

MI www.naraaircraft.com  continued on page 34

www.AVBUYER.com

Aircraft Index see Page 145

General Aviation November.qxp_Layout 1 23/10/2017 17:23 Page 1

O'Garajets November.qxp_Layout 1 25/10/2017 12:01 Page 1

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BIZAV INTELLIGENCE T MARKET INDICATORS

Gulfstream Demand by Transactions, Relative to Fleet Size

In its Q3 2017 Market Update for Gulfstream aircraft, Hagerty Jet Group gauged aircraft demand by measuring the frequency of transactions within the available fleet supply. Following are some observations…

After reviewing the transaction levels for each market, it was surprising that some markets are stronger than others when measured by trade frequency or supplyturn. The used G550 market is the most consistent with an average of 3-4 aircraft selling each month (or 40 per year). With a fleet of 580 aircraft, that means 7% of the fleet is trading hands each year.

The success of the used G450s is arguably better than the G550.

Transactions have hovered around 40 per year representing 11% of the fleet of 359 aircraft. Discontinuation of this model may have pushed prices lower in 2016 but demand is strong for this airplane in 2017.

Even more surprising is the frequency of sales in the used G200 market. With 42 transactions over the last 12 months, nearly 17% of the 250 aircraft in the fleet traded. With used G200 prices ranging from $2.9m to $7.9m, the G200 has

34

AVBUYER MAGAZINE – November 2017

broadened its appeal and earned recognition as a great value in the Super Mid-size jet category.

With only 12 used G650 transactions in the past 12 months from a fleet of 250 aircraft, used sales represent less than 5% each year. This is most likely because all G650s are less than five years old. It’s hard to believe that the original warranties of the first G650s delivered in late 2012 are about to expire...

Meanwhile, the used G280 has traded more actively in the past six months than it has in its’ entire history. With five transactions YTD, it’s a significant improvement from only two previous sales in the history of the model.

However, the percentage of the fleet selling is low – 4% of the fleet of 132.

Used GIV-SPs are trading at an average 25 per year or 7.35% of the fleet, which is healthy. Meanwhile, used GV transaction levels have dropped in 2017. With only two transactions to report YTD, this fleet is trading less frequently than any other used Gulfstream market.

MI www.hagertyjetgroup.com



www.AVBUYER.com

Avinode: Strong US Charter Market Growth

Requests for US departures through the Avinode Marketplace rose by around 54% for the period January-August 2017 compared to the same period in 2016, from 428,585 to 660,450.

Showing almost identical percentage growth, requests for arrivals into US airports through the Avinode Marketplace grew by around 53% for the period January-August 2017 compared to the same period in 2016, from 396,806 to 607,606.

New York/New Jersey’s Teterboro Airport leads the way as the most requested US airport destination through Avinode over the past 12 months, while the most requested domestic US route, through the Avinode Marketplace in the last 12 months was from Los Angeles Van Nuys to Las Vegas McCarran, host city of last month’s NBAA-BACE. The most requested aircraft category for departures from US airports, from January to August 2017 inclusive, is a light jet (293,320 requests), followed by a mid-size jet (245,423 requests).

“Not only is the demand for US Business Aviation flights increasing, but we are also seeing growing numbers of North American Avinode members sourcing flights directly through the Avinode Marketplace rather than using a telephone,” concluded Per Marthinsson, executive vice president, Avinode Americas. “…The telephone is no longer the only way to complete a flight booking quickly. Put simply, North American brokers are now very comfortable communicating with operators through the online Marketplace.  MI www.avinode.com Aircraft Index see Page 145

Freestream November.qxp 26/10/2017 10:46 Page 1

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MarketIndicators NOV17.qxp_Layout 1 24/10/2017 13:53 Page 8

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on September 28, 2017 covering 92 fixed-wing models and 1,818 aircraft listed ‘For Sale’, exposed a limited number of sales transactions during the preceding month and continued downward pressure on values.

After falling 4.2% in August, Ask Prices for tracked models receded an additional 1.9%, which resulted in another record low figure and a value loss of 18.4% since December. Large Jets have lost nearly 19% since December 2016, sliding another 1.7% to a new record low figure.

Medium Jets posted a new record low value, losing 2.9%.

remained below average. On Asset Insight’s scale of 1 (lowest) to 5 (highest), Large Jets registered slightly lower demand at 2.79, Medium Jets increased to 2.97, Small Jets decreased to 2.90, while Turboprops remained unchanged at 3.15.

The spread between ask price and final transaction value for Small Jets and Turboprops remained unchanged, at 8.0% and 9.2%, respectively. Large and Medium Jet sellers did not fare so well; the former at 12.5% and the latter continuing to post the greatest/worst gap at 14.8%.

Large Jets: Quality Rating remained in the Though Small Jets have lost nearly 12% ‘Excellent’ range at 5.412, while since December, they managed to post a Maintenance Exposure increased 4.1%.

0.6% improvement in September.

Sales activity during Q3 was good, Turboprops lost 3.0% to post a 12-month removing higher quality assets from low figure, but this group has experienced inventory, leaving behind the lesser only a 1.4% loss in value during 2017. quality, lower priced assets. The effect negatively impacted the group’s ETP Ratio and led to another 12-month Inventory Fleet Maintenance high/worst figure.

Condition Medium Jets: Quality Rating remained Slope of the Quality Rating Trendline (Table A, top right) steepened a bit further within the ‘Very Good’ range but fell to a 12-month low point in September, while as overall Asset Quality receded to ‘Very Maintenance Exposure posted a 3.6% Good’ for the first time since January increase. Ask Price, now at another record 2015. low point, would appear to be setting the stage for an active Q4 relative to sales.

• Quality Rating: The Asset Insight Small Jets: The group maintained its Quality Rating dropped to 5.219 from ‘Excellent’ Quality Rating, but August’s 5.267, recording another 12month low figure on a -2.5 to 10 scale. Maintenance Exposure increased over • Maintenance Exposure: The tracked 14% in September to a 12-month fleet’s average Maintenance Exposure peak/worst figure. Keeping in mind that pricing is just above the 12-month low (an aircraft’s accumulated/embedded figure, buyers are likely to pursue what maintenance expense) worsened by they perceive to be good values. As the 4.8% to $1.45m from August’s ETP Ratio has not been this high since $1.383m.

August 2016, buyers are strongly advised to thoroughly research a prospective Maintenance Exposure to aircraft’s maintenance status before Ask Price (ETP) Ratio making an offer.

The fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Turboprops: The group’s Quality Rating Price) increased 4.4 AI2 basis points since improved slightly, and at 4.944 remained in the high-end of the ‘Good’ range.

August, posting the worst figure for the Maintenance Exposure was slightly past twelve months. (We consider any better/below the 12-month peak figure ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price posted in August. While the high and a hindrance to aircraft marketability.) Maintenance Exposure and low Ask Price figures conspired to produce the worst Assets whose ETP Ratio was 40% or ETP Ratio since July 2015, the group’s Ask more during Q3 were listed ‘For Sale’ Price has only decreased 1.4% since 31% longer (on average) than aircraft December. Asset Insight stands by whose Ratio was below 40%. All groups August’s view that values have stabilized posted a 12-month worst/highest figure.

At 49.1% Turboprops had the best Ratio, for this group. Furthermore, it anticipates high quality aircraft to be absorbed early Large Jets were next at 52.8%, Medium in Q4, and therefore advise serious buyers Jets at 63.5%, and Small Jets at 67.9%. to act.

Market Summary

Overall market demand at 2.91%

36

AVBUYER MAGAZINE – November 2017

MI www.assetinsight.com T

www.AVBUYER.com

Table A $ Million $1.50

5.40

$1.45

5.35

$1.40

5.30 5.219

5.25 5.20

$1.45

O

N

D

Quality Rating

J

F

M

A

M

Maintenance Exposure

J

J

A

S

$1.35 $1.30

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO G650 F900LX Boeing BBJ Citation CJ4 525C Citation XLS+ (MSG3) F2000LX Phenom 300 F900EX EASy Citation CJ3 G-150 Pilatus PC-12 Citation CJ2+ 525A Citation Sovereign 680 CL-605 G 450 Falcon2000EX Easy G550 F900DX Learjet 60XR KingAir 350 - Pre-2001 Hawker 900XP Citation Encore Citation CJ2 Challenger 300 Piper Meridian Citation XLS Citation Mustang 510 Citation XLS (MSG3) F900EX Learjet 45XR Phenom 100 KingAir B-200 - Post-2000 KingAir 350 - Post-2000 Citation CJ1+ F900B Falcon 50EX Global XRS Citation Excel 560XL Global 5000 CL-604 Embraer Legacy 600 Learjet 45

2.6% 5.7% 6.8% 7.1% 9.0% 11.0% 11.2% 13.0% 13.5% 14.1% 15.5% 16.3% 17.1% 17.4% 18.4% 20.6% 20.8% 21.5% 23.0% 23.6% 24.1% 25.2% 25.4% 25.6% 25.8% 26.6% 26.7% 27.1% 30.1% 30.1% 30.2% 30.3% 30.7% 31.2% 31.8% 33.7% 34.6% 36.0% 37.0% 39.3% 39.6% 39.9%

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

40.9% 42.3% 43.7% 44.3% 44.5% 44.5% 45.2% 49.0% 50.0% 51.0% 56.6% 57.3% 58.6% 61.4% 66.0% 66.1% 68.3% 73.1% 81.4% 86.9% 87.1% 92.0% 95.0% 96.6% 98.9% 101.7% 105.8% 106.4% 109.1% 111.7% 112.5% 114.8% 126.1% 135.0% 147.6% 175.5% 191.7% 197.9% 200.2% 226.0%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) As of September 28, 2017 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com) Aircraft Index see Page 145

MarketIndicators NOV17.qxp_Layout 1 24/10/2017 13:54 Page 9

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 accrued cost of future scheduled maintenance

continued on page 42

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BIZAV INTELLIGENCE T MARKET INDICATORS

Honeywell & JETNET New Jet Delivery Forecasts Citing “an uncertain economic and political environment along with a very competitive used aircraft market,” Honeywell forecasts a market of 8,300 new business jet deliveries worth $249bn through 2027. JETNET iQ predicts a 10-year market totaling 7,722 jets worth $221.5bn, excluding personal jets.

Mike Potts summarizes…

The forecast from Honeywell represents a reduction in the 2-3% range compared with Honeywell’s 2016 forecast (which called for 8,600 aircraft worth $255bn). The 2016 forecast was also a downturn from the year before, when the prediction called for 9,200 aircraft worth $270bn.

In truth, Honeywell’s forecast has been on a downward trend going back to 2012. At that time the forecast was for 10,000 airplanes worth $250bn for the coming 10-year period, and the company rather famously summed up the market by saying “flat is the new normal”.

At that time Honeywell had no idea how stunningly accurate that prediction would be. Honeywell thought at the time, things would be picking up by now - perhaps even approaching the 1,000+ units the industry enjoyed in the 2007/2008 timeframe.

42

AVBUYER MAGAZINE – November 2017

As we can now see, things have not picked up and the market is still quite flat.

In raw numbers over the last five years, the market has looked like this: 672 jets in 2012; 678 in 2013; 722 in 2014; 718 in 2015; and 661 in 2016. Honeywell projects we will finish 2017 in the 620-640 range, representing the weakest jet market since 2004. Honeywell’s forecast of $249bn in jet sales over the next 10 years is the weakest predicted since Honeywell’s 2011 forecast.

Forecast By Size

An alternative forecast is JETNET iQ. JETNET updates its forecast on a quarterly basis, and in its latest forecast sees the market as being segmented into nine categories, including Large Ultra-Long-Range jets (18.9%), Large Long-Range jets (7.0%), Large jets (10.3%), Super-Mid-Size jets (17.7%), Mid-Size jets (7.8%), Super Light jets (6.6%) Light jets (18.3%), Very Light jets (12.1%) and airliner-based business jets (1.5%). Essentially, JETNET believes 55.4% of the airplanes sold in the next decade will be Super Mid-Size or larger.

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Aircraft Index see Page 145

MarketIndicators NOV17.qxp_Layout 1 24/10/2017 13:56 Page 11

Jetcraft Ten-year Market Projection

Honeywell sees the world in a simpler format, with just three categories: Big Cabin jets, which it believes will constitute 57% of the market (very close to JETNET’s estimate); Mid-Size jets (18% of the market) and Small Cabin jets (25%). JETNET sees the Small Cabin market as being a little bigger (30.4%) and the Mid-Size market a little smaller (14.4%).

Financially the big airplanes will account for most of the money spent in the market. JETNET says just four of its nine categories (Large Ultra-Long-Range, Large Long-Range, Large and Super MidSize will account for 80.6% of spending.

Honeywell thinks 85% of the dollars will be spent on Big Cabin aircraft.

Regional Demand

Honeywell says operators plan to buy new jets totaling about 19% of their fleets over the next five years. This is a reduction of approximately 8% from what was predicted a year ago. Of total purchase plans, 19% are expected by the end of 2018, with 17% in 2019 and 14% in 2020.

In terms of where the buyers for these airplanes are coming from, Honeywell believes 61% of demand in the next five years will come from North America, 14% from Europe, 15% from Latin America, 6% from countries in Asia and the Pacific Rim and 4% for the Middle East and Africa. The BRIC countries (Brazil, Russia, India and China) are expected to account for 19% of the total market. (Note that the BRIC countries totals are included in their respective regional figures.)

Commenting on the market situation within the regions, Honeywell notes that in North America new jet purchase plans

are down over the coming five-year period, but are up in the very-near-term, with 39% operators planning a purchase saying they’ll do it in the next two years.

Honeywell observes European operators are contending with sluggish growth, uncertain effects of Brexit, a surge of migrants and refugees, and continuing threats of terrorism, causing new purchase plans to decline significantly since last year. In Latin America, meanwhile, which is the only region with higher purchase plans than a year ago, slightly lower purchasing expectations in Brazil were offset by significantly higher buying expectations in Mexico.

The longer-range portion of Honeywell’s forecast is predicated on an economic growth rate in the 3-4% range.

Unfortunately, 3% growth hasn’t been achieved in the US since the 1960s and 4% has never been achieved going back to the beginning of the 1930s, although President Trump has promised to achieve 4% as part of his “make America great again” initiative. It remains to be seen how that will unfold.

In Summary

Looking at both forecasts it is hard not to think they are very optimistic in light of the current market conditions. In this decade, beginning 2011 we have averaged 691 jet deliveries per year.

For JETNET iQ to be right, we’ll have to average 772 jet sales per year. To reach Honeywell’s total the average will have to be 830. If either of these forecasts are going to pan out, jet sales will have to become a whole lot more robust than they are today…

MI www.honeywell.com or www.jetnet.com

A new business cycle, improved absorption rates of used aircraft and a trend for widebody aircraft to continue are all predicted by Jetcraft…

Jetcraft released its third annual 10-Year Business Aviation market forecast and project that the global Business Aviation installed base of just more than 21,000 aircraft will surpass the 28,000 unit mark (net retirements) in 2026, growing 33% during the forecast period.

Jetcraft’s 2017 forecast calls for 8,349 unit deliveries representing $252 billion in revenues (based on 2017 pricing) to be realized by 2026. North America will again lead the way with 62% (5,176 units) market share of unit deliveries, followed by Europe with 17% and Asia with 12% (1,420 units and 1,002 units, respectively).

Used Market Pace Improves

If market assumptions established over the previous business cycle remain, absorption rates in the used market will shorten over the forecast period. This trend characterizes a healthy used market across all aircraft categories, with significant improvement in the Large aircraft segment.

Furthermore, absorption rates for used aircraft should shorten during a period of important new program releases during the coming years.

Substantially More Revenues

Through 2026, Jetcraft’s forecast projects significantly more revenue, peaking at $31.4bn in 2025. This trend is despite limited incremental growth from a unit delivery perspective, as demand continues to shift more toward wide-body models at the expense of narrow-bodies.

The Large jet category will constitute 31% (2,589 units) of the total unit delivery forecast, accounting for more than 63% of total revenue.

MI www.jetcraft.com T

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 and Honeywell Forecasts for AvBuyer since 2003.

Contact him via mpotts1@satx.rr.com

Advertising Enquiries see Page 4

www.AVBUYER.com

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BIZAV INTELLIGENCE T BUYING & SELLING

Are You Thinking of Buying an Aircraft?

The Time to Buy

May Never Be Better Than 2018…

Across the used aircraft market good deals exist on late-model and low-time business

aircraft – at least for those able, ready and willing to execute a deal, notes Dave Higdon.

For fence-sitters, now is the time to put both feet on the same side of the line and buy in…

oday's stock market in the USA is on an eight year gain in equity prices, the continuation of the market reversal started in the first term of President Barack Obama. The Dow Jones Industrial Index started surpassing old records more than two years ago – and the gains continue.

Conversely (and counter to conventional wisdom) while equities continue to gain, used turbine aircraft asking prices continue to steadily decline. Asking prices declined more than

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a third in the past three years, according to various trackers. But many problems known to have contributed to depressed sales at the onset of the recession no longer exist.

Finance options alone are very different now compared with eight years ago, making financing today an attractive option (one with multiple competitors for your loan). And today, interest rates remain uncharacteristically low, with attractive terms and plenty of money available for lending.

What the market sees less of today are: a) borrowers, with

www.AVBUYER.com

Aircraft Index see Page 145

BizAv Buying &Selling Nov17.qxp_Finance 24/10/2017 12:11 Page 2

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

many prospective buyers in a position to pay cash for their purchase; and b) buyers ready to make their move – even for a bargain price. It is uncertain economic conditions globally that produce fewer buyers – despite the US economy continuing its eight-year growth trend. But that’s how it goes in a market that is today truly international.

Much of the rest of the world is lagging economically— particularly China, the Middle East and the Eurozone where the whole Brexit question throws in some unique complications. All of these ingredients produce a market loaded with potential.

More than a few people feel the times are right to find a deal on that business jet or turboprop the company has long been considering.

Timing Isn't Everything… But It Helps

As the fourth quarter (Q4) unfolds, we enter a time of the year when deals can be negotiated quickly. OEMs and customers Advertising Enquiries see Page 4

collaborate on delivery dates that let the aircraft OEM book a delivery while allowing the customer to claim important tax breaks for the entire year (sometimes without actually taking possession of the aircraft).

For the prospective buyer of a used aircraft some of those same benefits apply. Any depreciation available can help the buyer's end-of-year tax liabilities, or help set up the next few years for reduced tax payments. Dealers and brokers are eager to move as many airplanes as possible before turning the page to the New Year.

The available fleet may be shrinking, but the market still offers some excellent choices for those willing to get in quickly.

Given the growth in used aircrafts’ average time on the market (currently hovering at about a year) and the rate at which the pool of available aircraft continues to decline, many advisers encourage their clients to find their airplane and make a deal.

For those sitting on the fence, 2018 may indeed be the year

www.AVBUYER.com

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to re-enter the market, before today's conditions begin to reverse with higher prices, even fewer choices and possibly increased interest rates.

Other Factors to Consider

Between now and January 1, 2020, thousands of private aircraft – including thousands of business jets and turboprops – must undergo an avionics upgrade to install Automatic Dependent Surveillance-Broadcast (ADS-B) and comply with some navigation and communications mandates.

The need for such upgrades prompts some prospects to write off as “poor choices” jets and propjets that are yet to comply with avionics mandates. As a matter of fact, the opposite could be true, and aircraft requiring modifications may represent an opportunity. That’s because unless the aircraft is of an age that retirement looms, the need for such an upgrade to take place provides some price leverage to secure an even better deal from the seller.

Even older business aircraft lacking glass avionics might provide opportunity since these aircraft can be bought and upgraded for millions of dollars less than the cost of a newer airplane with similar capabilities.

More than 15,000 business jets made it from the factory to the customer in the years since 1994. Avionics, powerplant and interior companies all offer improvements to those airplanes. When cared for and maintained properly, business48

AVBUYER MAGAZINE – November 2017

turbine aircraft can easily last more than 25,000 hours. At a high average of 500 hours annually, that's 50 years of operating.

More typically, a 25-year-old corporate jet will have fewer than 12,500 flight hours, however.

Tips on How to Proceed

Assuming the low prices and ample options have you thinking it's time your company made its move and bought the airplane it so greatly needs, then your perceptions are good. Do not rush the deal, though. Exercise plenty of restraint and stay smart.

A reputable dealer or broker can help you define the aircraft you really need for the flying you expect to undertake. You’ll need to have an outline of the usage plan – for example, hours per year and regular destinations visited.

This will help give a rough outline of a budget.

Be sure you prepare a budget based on the entire costs of owning an aircraft. There are the fixed costs (the expense of that hangar, insurance, flight crew, training). Then there are the variable costs of fuel and maintenance.

If the months and the New Year ahead look like a good time for you to buy a business aircraft, align yourself with respected professionals who will place you on the right track and lead you forward in your purchase of a prospective bargain in the market.

www.AVBUYER.com

Aircraft Index see Page 145

2 IAG November.qxp 23/10/2017 17:28 Page 1

Gulfstream G550 SN 5251 • 3 Cabin Seating Arrangement • Forward Galley • Forward Crew Rest Area • Dual Aft Cabin Divans • Interior Refurbishment 2012 • FANS 1/A+, ADS-B Out, TCAS 7.1 • Synthetic Vision • Rolls-Royce Corporate Care

Gulfstream GIV-SP SN 1247 • 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 • Aft Galley • GoGo Biz

Gulfstream G550 SN 5086 • Forward Galley • GoGo Biz High Speed Internet • FANS 1/A+, ADS-B Out, TCAS 7.1 • Synthetic Vision • Presently Operated FAA Part 135 • Fully Programmed - Engines, APU, PlaneParts

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

Avionics 1 Nov2017.qxp_Finance 24/10/2017 10:53 Page 1

FLIGHT DEPARTMENT T AVIONICS

What’s New in Cockpit Avionics Safety?

Ken Elliott examines significant developments in systems guiding aircraft from

airport to airport, or on their missions. Behind each development is the baseline assumption of safety, underlining everything from design to full integration.

ost of the NextGen advances under discussion are maturing today and could be implemented within a decade. Safety, however, and all that it influences will likely extend the migration of technology to over two decades. This assertion applies to both manned and unmanned platforms.

There are three other factors impacting the timely introduction of advanced aviation technology. One is the enabled airspace, including ground and satellite infrastructure. A second is convincing investors to invest, and a third is reluctance to be an early adopter, for all sorts of good reasons.

With reference to enabling airspace, there are four plans to help, including: • ICAO ASBU (Aviation System Block Upgrades) • Eurocontrol SESAR ATM (Air Traffic Management Master Plan) • FAA NextGen NSIP (NextGen Segmented Implementation Plan), and • FAA Drone Advisory Council (NASA-UTM & Centers of Excellence).

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A Different Perspective

Today, in Business and General Aviation fixed wing operations we think of flying point-to-point. We measure an aircraft’s overall performance based on limitations of payload, range and time taken along a specific 3D path.

Tomorrow, we will measure an aircraft’s overall performance, based on meeting assigned 4D predictability within payload, range and endurance limitations. All airspace operations will be interdependent and fully integrated. They will include point-topoint and out-and-back flights, using manned, remote pilot and fully-autonomous operations, including within assigned classes of airspace, personal and for hire aircars. What enables all of this is: • Safety assessed and satisfied • 4D predictability • Total situational awareness • Alternative enduring propulsion • On-board systems moved to iCloud • Connectivity

www.AVBUYER.com

Aircraft Index see Page 145

Avionics 1 Nov2017.qxp_Finance 25/10/2017 13:15 Page 2

Ken Elliott is a highly-respected 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

Figure A: Five Elements of Big Data for Aviation

Advanced Technologies

• • • •

Privacy and Security addressed All-weather operations Economical and user-adopted An ability to recover.

While a tall order, many of these areas are already being addressed at an exponential rate, in line with social and technological changes that are ongoing elsewhere in our lives. For Business and General Aviation, technology being developed for an improved flying experience should provide: • Access and Predictability • An ability to fly operations as planned • A favorable ROI for mandated upgrades • An atmosphere of ‘do no harm’.

Advertising Enquiries see Page 4

For this article and its Part 2 follow-up, we will cover groups of advanced technology. Much of the equipment required for a planned future airspace is already in design or even being built. We can, in fact, assume that the technology is somewhat mature for most requirements, out to 2025.

Although the technology may be available, equipage rates are currently low. Even the upcoming requirement of ADS-B Out has had a slow uptake. For example, various versions of Performance Based Navigation (PBN) approaches (such as ‘RNP AR with RF legs’) cannot be flown by several air carrier aircraft because they lack the necessary equipment even though the procedures themselves are enabled.

Most of the advanced technology to be covered—developments likely brewing in the ‘skunkworks’ department of product manufacturers today—apply to programs needed beyond 2025.

Big Data

As the title suggests, for big data think ‘Internet of Things’ (IoT) and iCloud computing. Figure A (above) depicts the five elements of ‘big data’ for aviation, which we will discuss more fully here.

01. Datalink: Controller Pilot Datalink Control (CPDLC) is the overall data link method, best articulated in ICAO’s Global Operational Datalink (GODL) manual. CPDLC applies to: • US digital departure clearances www.AVBUYER.com

• • •

Oceanic operations with FANS, including FANS Over Iridium Europe’s delayed VDL Mode 2-Link 2000+ Other specific regional air traffic services.

As time progresses, these will blend into a truly global digital Air Traffic Network (ATN). In the US this is being evolved as ATN-B2 Data Comm.

In the long term, Datalink will universally replace voice, an appropriate move, as we shift over to autonomy in aircraft platforms.

02. High Speed: Using 5G in our mobile networks, with an aircraft data transfer rate anticipated at 1G, aviation will slowly edge toward ground data transfer rates. Meanwhile in 2018 and for the US, SmartSky’s delayed 4G Air-to-Ground (ATG) network will provide up to 100Mbps speeds, above 10,000 ft. altitude.

Satellite services, with global coverage, are creeping closer to these ATG rates as new platforms are launched. Inmarsat’s Jet ConneX provides up to 50Mbps (typically 15Mbps).

A bigger concern, especially for satellites, because of their distance from earth, is latency. This is the delay in data transfer that can represent an issue for users. Another concern is that of bandwidth limitation, controlling the amount of data you can cram into the frequency space allocated. Simply put,  November 2017 – AVBUYER MAGAZINE

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Figure B: Six Elements of Surveillance for Aviation

greater speed, wider bandwidth, reduced latency and affordability will advance the uptake of high speed data systems.

03. Different Methods: Data can be transferred between aircraft, and to and from the ground by several different methods. Based on the bandwidth and speed required, various methods include: • HF Datalink (HDL) • VHF Datalink (VDL) • Air to Ground LTE • Iridium low-earth orbit satellites • Inmarsat, ViaSat, and other high-earth orbit satellites.

04. Aircraft Status: Monitoring and assessing the real-time status of aircraft is an exciting new field already established in Air Carrier aircraft and moving to Business Aviation. Flight departments are realizing the benefits and savings from the acquisition of virtual live streamed information from the aircraft.

Within the aircraft themselves, new devices are being developed to tap and send the information via Bluetooth nodes to a central server. The server streams the data to the ground via Satellite or ATG. Known as Wireless Avionics Intra Communications (WAIC), this technology is rapidly maturing as it is enabled by faster data transfer rates.

most of the processing will be conducted off the aircraft itself.

Surveillance

Best described as total situational awareness, surveillance addresses the need of the on-board crew, air traffic control and other aircraft to see and avoid. It includes tracking, recording and live display of aircraft position and trajectory, in relation to earth and other aircraft in its vicinity. Following, and illustrated in Figure B, we discuss six elements of surveillance for aviation…

01. ADS: Automatic Dependent Surveillance (ADS) comes in two versions, soon to be three, including: • Broadcast (ADS-B), both Out and In • Contract (ADS-C) with FANS • Satellite (ADS-B) global coverage on the way.

ADS is expanding into many more

uses, including as a candidate for the unmanned ID solution being currently explored by the FAA’s Drone Advisory Council.

Aircraft will be tracked and identified wherever they are, for safety and recovery reasons, eventually mothballing the need for ELTs and Recorder beacons. ADS is also being demonstrated as a viable backup for some RVSM requirements, especially for compliance monitoring. As ADS-B, it is being used for In-Trail procedures.

02. TCAS: Traffic Collision and Avoidance System (TCAS), has now evolved to level 7.1. It will continue to adapt further as aircraft operate simultaneously into parallel runways, and as more platforms enter the airspace.

Eventually, TCAS will be a fully integrated subset of the upcoming Integrated Surveillance Solution (ISS). 

05. Flying Cabin: Initially, future aircraft platforms may emerge without windshields and later without cockpits.

As virtual flying cabins, their data needs will be cabin centric for passenger flight.

For passenger, freight and mission platforms alike, commands and ‘control loop feedback’ will be directed via iCloud to on-board flight control sensors and actuators.

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Figure C: Five Elements of Time-Based Projection for Aviation

03. TAWS: Terrain Awareness Warning System (TAWS) includes approach, runway and ground awareness. Increasingly embedded (along with map-based programs) in avionics display suites, TAWS will also become an integral part of ISS. 04. Surface: Airborne systems using Personal Electronic Devices and moving map displays show the aircraft position on runways and taxi-ways for pilots.

Meanwhile, ground-based systems provide air traffic controllers with an airport’s full situational awareness, including the movement of ground vehicles.

In the future, both in-air and ground awareness will be totally integrated, allowing users to select and focus on specific data needed to safely traverse the airport or manage aircraft movement.

05. Single ISS: A single Integrated Surveillance System is on its way

combining and back-checking multiple sensor inputs, while providing a single composite view to the pilot. Data provided will be live, dynamic and trajectory-based, allowing for satisfactory see and avoid, at a level suitable for unmanned see and avoid capability.

ISS will grow to be concurrent with the integration of new aircraft platforms into the airspace.

06. See, Avoid & Recover: See and avoid becomes more critical as technology compliments and supports the pilot. Today, a pilot’s responsibility is to see and avoid. Tomorrow, tech will assume that function to the extent it will command the aircraft to avoid other aircraft, terrain and obstacles.

Pilots today recover aircraft from uncommanded movement, but future generation aircraft will automatically attempt to recover via sensing, actuation and feedback mechanisms.

Time-Based Projection

Providing for predictability, time-based projection ensures aircraft arrive at a fixed point in space (3D) at a specific time (4D).

The speed, route and flight attitude of the aircraft are adjusted to ensure this requirement is met. Also known as metering, it ensures spacing, prevents bunching and dramatically improves traffic flow management (TFM). Five elements of time-based projection (see Fig. C, above) are discussed here.

01. PBN: Performance Based Navigation (PBN) allows the operator to select sensors and seek their specific operational approval to meet a navigation performance requirement.

PBN routes are lateral deviation and no longer angular-based. Routes designed for PBN avoid noise sensitive areas and may allow a curved flight path as an aircraft approaches the airport. A

Diagram A: Metering Point as Time-Based Control

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Figure D: The Five Phases of Flight to be Satisfied for Flight Execution as Planned

Required Navigation Performance (RNP) limitation is specified to provide lateral tolerances, anywhere from 10nm down to 0.1nm of acceptable deviation off track.

Advanced PBN will continue to accommodate more of the 4D aspects of navigation during all phases of flight.

02. Optimizing Flight Path: A flight path can be optimized by the aircraft’s ability to seamlessly transition between each phase of flight using procedures such as optimal profile descent (OPD), curved PBN approaches and ‘Established on RNP’ (EoR). However, we are still segmenting optimization at runways, terminal areas and en route.

Eventually optimization will simultaneously accommodate multiple users between multiple airports, where despite some compromise everyone will benefit in some way.

03. Generating Trajectory: Generating a trajectory implies predictive flight and is a prerequisite for 4D navigation. There are many inputs to defining a trajectory as it integrates all airspace users within the immediate vicinity of each operator.

Eventually, predictive trajectory must be consistently reliable and always precise.

04. Time at Point: As depicted in Diagram A (left), reaching a point in space at a specific time, while accommodating multiple user platforms, can be a real challenge. It requires careful metering and almost demands total automation of air traffic control.

Deliberate human responses may simply be too slow.

Multiple mission types and a higher count of aircraft operating in the same airspace, equates to more control needed to maintain flexibility. This includes accommodating sudden, but necessary, changes of flight plans.

Advertising Enquiries see Page 4

05. Tactical Adjustment: Ultimately, operating the optimum aircraft trajectory within regulated airspace will require moment-by-moment fine tuning. Each aircraft will require an autonomous and continuous adjustment of speed, position and its trajectory to safely fly with reliable predictability. The future cloud, or whatever it becomes, will manage all of that…but it is a long way off.

Flight Execution

Put another way, flying the flight plan as filed is satisfactory flight execution.

However, several factors influence an ability to complete a flight as planned, including: • Weather • Routing • Clearance delays • SUAs, including TFRs • Not equipped or operating MEL’d items • Personal delays and change of circumstance.

These will be addressed by the introduction of advanced technologies, providing any solution is economical and readily embraced. Following we’ll discuss the five phases of flight execution, as represented by Figure D, above.

01. Taxi: A predictable execution of uninterrupted taxiing at major airports will require some finessing. Manually accomplished today, it will need to be automated tomorrow. There will always be construction, storms and icy surfaces to hamper ground operations, but airports are advancing rapidly regarding technology.

It should always be borne in mind that realizing a satisfactory flight begins and ends at the ramp—not at the runway end—especially at busy commercial airports. www.AVBUYER.com

02. Departure: With Datalink departure clearance at major US commercial airports, we are on the way to fully automated departures everywhere a clearance is required. Metered taxi and take-off on parallel runways is also in work.

03. Cruise: Predicting arrivals at designated points in space will ensure reliable en route traffic flow. Routes are becoming more direct and better able to accommodate requests to operate at fuel efficient flight levels.

04. Arrival: Arrival improvements, from a navigational perspective, have been huge for Business and General Aviation. Tod ay, this community is predominantly equipped for WAAS-LPV approaches, where satellites guide an aircraft down to relatively low minimum decision altitudes.

Now, with multiple choices for approaches into runways at ILS and non-ILS airports alike, there is a greater likelihood of flying as filed.

05. Land (and Taxi): If you can’t land, you may as well not take off! Complying with the last part of an approach to land where rules for visual cues apply can be a challenge in low visibility conditions.

Current and future solutions, using GPSBased Approach Systems (GBAS) and On-Board Enhanced Flight Vision Systems (EFVS) are expensive to employ.

Because of advancing technology, costs are now tumbling down, at least for EFVS where new rules are performance-based and equipage needs met using small, light HUDs and multi- spectral cameras.

The goal of the FAA’s new FAR Part 91176 rule is to provide an ability to operate as virtual VFR, using eye equivalent technology during zero RVR, and zero height above the runway, to land during low visibility conditions. This ultimate goal is several years away. Certified technology still needs to catch up to the rule.  November 2017 – AVBUYER MAGAZINE

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Figure E: Six Elements of Technology Redundancy in Aircraft

Redundancy

The introduction of new aviation technology will not advance if redundancy is not adequately built in and assured. This becomes increasingly relevant as remote pilot and autonomous operations emerge.

Following, we discuss the six elements of technology redundancy in aircraft, as represented in Figure E, above.

01. Duplication: A common practice for aviation equipage is duplication, where safety and reliability of flight is paramount. There are usually two communication transceivers, two navigation transceivers and so on. Even as we transition from on-board hardware to ‘processing in the cloud’, duplication will still be necessary and yet easier to accomplish.

02. Alternate: Instead of (or as well as) duplication there are alternates in equipment necessary to safely and reliably execute flights. An example is the ability to use DME-DME (Rho-Rho) for dedicated approaches that do not employ the aircraft’s navigation transceivers.

DME is a secure alternate to vulnerable GPS. Equally, HF communication may still be used in place

of Satcom for Oceanic communication.

As with duplication, the future will be no different in concept regarding alternate means of compliance.

03. Single Point of Failure: Regulators look closely at aircraft during certifications to check there is no single point of failure that can be considered catastrophic. Risk mitigation in the design of an aircraft and its systems is paramount to safety and will never be compromised as technology advances, including remote pilot and autonomous flight.

04. Loss of Lock: This is all about control. The specific term “lock” is currently applied to unmanned, remotely piloted operations, where the signal between the pilot on the ground and the drone in the sky must remain continuously locked on. However, if an on-board flight crew lose the ability to control a fixed or rotary wing aircraft, it can also be construed as a version of loss of lock.

Losing lock is also tied to recovery, where the aircraft must re-engage its intended attitude and flight track. The ability of future air vehicles to be allowed to operate in regulated airspace is fully dependent on reliably maintaining signal lock.

05. Virtual: A duplicate virtual aircraft is a future redundancy capability that performs like an aircraft in a simulator, functioning with realistic versions of the environment, including weather. It also implies that the aircraft equipage (as sensors, processors and transmitters) is existing and operating in a Cloud.

The Cloud, in turn, commands multiple actuators in the aircraft to alter the vehicle’s movement, as a redundancy back-up to a primary system failure. The same ‘cloud-aircraft’ also records historical performance and trajectory.

06. Ground & Air: Of course, improvements in technology apply equally to both air and ground functionality. Aircraft, space and ground technology should all advance in step.

An outdated air traffic system is not conducive to the future of aviation.

Equally, air traffic control needs to be user-agnostic and not operated by those with special interests.

The complexity of air traffic to come requires an independent, equitable and “best-equipped, best-served approach”, to match the rapid advances taking place in the aircraft themselves.

We will continue our discussion of Future and Advanced avionics technology in the December edition of AvBuyer. Stay tuned! T

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

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Aircraft Index see Page 145

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Maintenance 1 Nov17.qxp_Finance 24/10/2017 11:51 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

There is No Avoiding Aircraft Maintenance Make the Most of your Downtime…

From heavy maintenance to cabin refurbishing, there are many advantages to a one-stop shop maintenance solution for your business jet. Following, Robert Drover, Lufthansa Bombardier Aviation Services details some of those advantages…

W

hether you plan to have an interior or exterior modification made to your jet, or an upgrade to the avionics or engines, it is likely worth waiting until your next scheduled maintenance event.

However, to do so you will need to give careful consideration to which Maintenance, Refurbishment and Overhaul (MRO) facility you entrust your airplane with in the first place – not only for the more immediate maintenance needs, but throughout the term of your ownership.

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AVBUYER MAGAZINE – November 2017

Specialisms in Aircraft Maintenance

You may have a maintenance facility located just across the airfield from your flight department, but does it specialize in your aircraft type? Does it hold all of the necessary approvals, certificates and STCs for the work you plan to undertake – and more importantly, does it offer a sufficiently wide range of expertise to cover all of your anticipated maintenance needs?

Where work can’t be undertaken by this facility, does it have exclusive partnerships in place with other MROs that guarantee an equal standard of work, and if so, what experience and reputation do those partners have with your aircraft type and model?

From the consulting phase, through to the management and execution of your maintenance project, up to the return into service after the event, you will need

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Maintenance 1 Nov17.qxp_Finance 25/10/2017 14:58 Page 2

Robert Drover is Director Sales & Marketing at Lufthansa Bombardier Aviation Services (LBAS) in Berlin, with 25+ years of experience in Business Aviation. LBAS unifies the know-how of three industry leaders, Lufthansa Technik, Bombardier Aerospace and ExecuJet, and today offers more than 210 MRO specialists, all experts in their field. Visit www.lbas.de

assurances that you are placing your multi-million dollar asset into the most capable hands, and that the very best solutions are available to you.

You will need to assure equal quality can be guaranteed across all departments within your chosen maintenance shop and among its partners.

Monitoring Quality in Aircraft Maintenance

Robert Drover, Head of Sales & Marketing at Berlin-based Lufthansa Bombardier Aviation Services (LBAS), recommends that beforehand operators should agree on the methods used to monitor quality of services with any prospective maintenance provider.

“By applying constant monitoring of the comprehensive quality assurance processes, a maintenance provider should have detailed information readily available to share with

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prospective customers that can demonstrate its adherence to good quality services across all aspects of its business and within its partners.”

(Celebrating 20 years in business, Germany-based LBAS undertakes comprehensive line and base maintenance for Global, Challenger and Learjets, and is one of only two Bombardier business aircraft service centers in Europe. It offers full Line and Base Maintenance capability, engine services, upgrades and modifications and also offers the expertise of Berlin-based F/List Germany for cabin refurbishment and retrofit requirements.)

“You can also expect a maintenance provider to demonstrate they undertake regular in-house audits, and audits from external agents, by way of maintaining excellent quality throughout the organization,” Mr. Drover continues.

“A prospective maintenance shop should also welcome 

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FLIGHT DEPARTMENT T MAINTENANCE

potential customers to perform their own audit to gain a deeper understanding of the shop’s processes, and satisfy themselves that the shop meets all of their expectations where possible.”

Communication in Aircraft Maintenance

While asking all the right questions before choosing a maintenance shop will save maintenance-related complications and expense further down the line, true cost benefits will be realized over the longer-term. Operators that establish a sustained relationship with a quality shop will see long term financial and operational benefits over the lifetime of their ownership.

As a good working relationship with the facility is forged, both the shop and the customer will gain a deeper understanding of one another. The customer will be better assured that a consistent standard of work will be applied to their airplane while the facility staff will acquire a good understanding of the customer’s specific needs and requirements. Scope for misunderstandings (and subsequent delays/additional costs) will be minimized.

Savings in Aircraft Maintenance

Furthermore, package prices and discounts should be negotiated. As multiple projects are bundled into one shop 62

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visit, operators may find monetary savings become available.

At the very least, the aircraft’s downtime will be lessened (a grounded airplane only loses money for the owner).

“The logistics and benefits of a package price are the two most important advantages to an operator bundling projects into one downtime,” highlights Mr. Drover.

“Repositioning an aircraft to and from different facilities is very costly. What’s more, the combined downtime can be shortened significantly if different types of work can be completed at the same location in tandem. And, of course, an MRO will be in a better position to offer package discounts if it can secure the entire work package for an aircraft, including all disciplines offered by that maintenance shop.”

In Summary

Having the right maintenance provider, with the right partners available to take care of your business jet’s maintenance needs should be viewed as an extension of your operation. The right organization will be committed to getting your aircraft back in the air quickly, flying more safely, more efficiently and with more comfort – all with a predictable long-term level of quality and cost.

More information from www.lbas.de T

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Aircraft Index see Page 145

Maintenance 3Nov17.qxp_Finance 24/10/2017 11:46 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

The Evolution of the Pre-Purchase Inspection For a variety of reasons, today’s aircraft Pre-Purchase Inspection is a costly and drawn-out affair for both the buyer and seller, notes Duncan Aviation’s Dave Coleman. It hasn’t always been that way.

Why and how did it begin to change?

David Coleman has 28 years of aviation industry experience. Growing up in a business aviation oriented family, Dave has extensive experience in aircraft sales, technical oversight, and flight operations. Dave has a particular expertise and interest in complex crossborder, and distressed transactions.

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ith funds in escrow, we boarded our flight to Munich. The year was 1990 and our mark was a King Air C90A owned by an aviation enthusiast and rental car magnate.

The logbook review was quick. The flight check revealed a flawless aircraft with a set of perfectly matched engines. After a quick call to escrow to release the funds, away we went, pre-purchase complete and aircraft in hand.

Today, with exception, no one would recommend acquiring an aircraft in such a manner.

Yet 30 years ago, it was a common practice. Why did the pre-purchase inspection evolve to what it is today?

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AVBUYER MAGAZINE – November 2017

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A Costly Business

Among the easy explanations for the evolution of the pre-purchase inspection is an older fleet today, the increased cost of maintenance and other expenses.

As an example, engine and component overhaul costs are vastly more expensive now than they were 30 years ago. The total dollar value difference between a “zero timed” and “run-out” aircraft is also far greater today than 30 years ago.

This is only compounded by the current depressed market values of used airplanes.

Defects uncovered during a pre-buy represent a larger percentage of an aircraft’s overall market value than they did in the past. When a large portion of the aircraft’s value can be wiped out by a few expensive defects, the risk is simply too great for buyers not to insure themselves against overpaying for the asset.

The goal of the pre-purchase inspection has also changed. Thirty years ago, the process was intended to confirm the asset was not misrepresented by the seller and that the installed Aircraft Index see Page 145

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Maintenance 3Nov17.qxp_Finance 24/10/2017 11:47 Page 2

FLIGHT DEPARTMENT T MAINTENANCE

“The pre-buy inspection is not an attempt to penalize the seller, or complicate the sales process.

Rather, it is an insurance policy.”

equipment worked as it should. Today, the evaluation has evolved into a detailed examination of the aircraft internals, powerplants, components and records, and is typically combined with upcoming scheduled inspections. Furthermore, due to the globalization of our industry, an export/import to the next country of registry is often conducted simultaneously.

Aircraft sellers will often complain that these intrusive and detailed inspections are little more than ‘witch hunts’. That view is certainly not shared by aircraft transaction specialists.

They believe a detailed pre-purchase inspection is not only an insurance policy, it is also a benchmarking exercise designed to accurately validate the acquisition price.

Case in Point

A mid-life Challenger 604 was recently acquired for $5m. The desktop valuation confirmed that a fair price was being paid.

The aircraft had poor cosmetics, but the buyer intended to refurbish the jet to their taste.

After closing, the buyer’s charter/aircraft management company contracted with the service center for avionics, cosmetics and all necessary work in preparation for charter operations to begin. While performing the work-scope, the MRO uncovered missing service documentation, structural corrosion and other issues in the aircraft.

The total projected cost was nearly $3.5m for the repairs to be made, for the replacement of undocumented components and for the originally contracted upgrades to be undertaken.

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Did the buyer pay fair market value? If a standard pre-purchase inspection had been performed, the buyer would have had validation of the agreed purchase price. Fair market value represents what a similar aircraft in airworthy condition with typical equipment, mid-life components, good cosmetics and no damage history is worth. This buyer, in this case, ended up paying 70% above the market rate for the aircraft.

In conclusion, the pre-purchase inspection has evolved due to a number of factors. Although misrepresentation remains a risk to aircraft buyers, that risk is likely unchanged throughout the years.

The pre-buy inspection is not an attempt to penalize the seller, or complicate the sales process. Rather, it is an insurance policy and benchmarking exercise performed to validate the acquisition price against fair market value. Without such an exercise, the buyer runs the risk of paying considerably more for the aircraft than he/she should.

A Word to the Wise

As a matter of practical importance, a seller should always own and operate their aircraft in a ‘ready to sell’ condition. They should always know the condition of their aircraft and rectify defects as though a pre-purchase inspection were to begin tomorrow. If the owner maintains the aircraft in ready to sell condition, there will be few surprises and no ‘sticker shock’ when they are presented with the inspection findings.

More from www.duncanaviation.com T

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Maintenance 2 Nov17.qxp_Finance 24/10/2017 15:25 Page 1

FLIGHT DEPARTMENT T REFURBISHMENT

Does Your Jet Need a Re-Paint?

Tips For Painting Your Business Airplane Is your business jet in need of a new coat of paint this coming winter? Dave Higdon offers advice on helping protect and prolong the lifespan of your jet’s finish, as well as selcting the right shop…

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here comes a time when even the best practices evolve into acts of diminishing returns. Years of wear and tear, exposure to sunlight and atmospheric pollutants slowly break down an aircraft’s paint. The finish may begin to appear thin with irregularities showing as some form of corrosion.

Identifying the signs that point toward a need to repaint isn't difficult, so long as you know how to spot them.

First Line of Defense

The purpose of painted finishes on airplanes boils down a simple case of self-defense against Mother Nature and man-made threats. Moisture, elements 70

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and chemical compounds in the atmosphere like to attack exposed metal surfaces – particularly metal surfaces not visible to the naked eye.

Following is a brief rundown of some corrosion types found in aircraft. Each has its own characteristics and appearance, and each can be protected against with well-maintained paint.

Uniform Surface Corrosion Attack: Among aluminum airframes, this type of corrosion stands as the most common type, caused by merely exposing the metal to oxygen in the air or to certain atmospheric conditions. A uniform surface corrosion attack will produce a dull, ashy white residue on the aluminum surface.

Intergranular Corrosion: Known to be a rare form of corrosion, when it does occur it is generally worst on 7,000-series alloys (such as high-zinc alloys used in the manufacture of wing spars, stringers and other high-strength aircraft parts).

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

Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

A paint shop experienced in painting non-pressurized aircraft, even non-pressurized turbine aircraft, may not be the wisest choice for painting a pressurized propjet or jet.

This is a particularly nasty type of corrosion that eats into the metal. Because of its location, it can be difficult to detect, and once you see it, it’s too late: that piece of metal is beyond saving.

Stress Corrosion: Found most commonly in highly stressed parts – think engine crankshafts, the main shaft of turbine engines, landing gear, etc – stress corrosion may develop from a scratch or surface corrosion. Crankshaft failures are often due to undetected corrosion of this type.

Crevice or Deposit Corrosion: This type of corrosion happens in locations that allow the structure to trap moisture or other pollutants—places such as around rivet heads, between frames, bulkheads and skins, and lapped skin joints, appearing as pitted metal.

Filiform Corrosion: This is a common form of corrosion that appears as spider-web-like lines beneath paint, or as bubbles beneath a painted surface, usually where the aluminum skin received substandard preparation for polyurethane paints. As it gets worse the bubbling appearance eventually gives way to the flaking of paint and metal.

Meanwhile, the only cure for corrosion is to treat, repair or replace the effected part; then applying a good protective finish to seal the ba se metals against contact with the air, water and atmospheric pollutants.

There are, of course, other things that necessitate a new coat of paint, including normal wear and tear. The mere act of treating and painting the airframe corrects those problems.

Choosing a Painter

Planning a repaint should itself involve a few steps that yield a like-new livery capable of standing several more years of the rigors of flying. Among the considerations, however, is timing and the downtime required for a decent paint job.

Poorly performed, a paint job will serve as a daily reminder of someone's failure or incompetence. Performed to a factory-new level and then maintained with regular washing and polishing, the paint serves as a source of pride for owners, operators and passengers alike.

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Painting aircraft varies signi ficantly from painting a car. Each requires its own preparatory steps and attention to temperature and humidity.

Beyond the special preparation steps needed for aluminum structures, aircraft require expertise and the ability to disassemble and reassemble critical aircraft control surfaces and to work around special systems. Flaps, slats, ailerons, elevators and rudders all require special attention – par ticularly control surfaces designed to maintain a neutral balance when reinstalled. Then there are air intakes for heat exchangers in the pressurization system, in engine cowls and APU compartments – all of which must be kept clear of paint and primer.

Selecting a paint shop knowledgeable about a particular aircraft or line of aircraft can expedite the process.

But the paint facility, regardless of its familiarity with a given aircraft type, needs to be knowledgeable and experienced in painting aircraft.

A paint shop experienced in painting non-pressurized aircraft, even non-pressurized turbine aircraft, may not be the wisest choice for painting a pressurized propjet or jet. The differences in systems alone justifies seeking out the best expertise for the aircraft. Knowing how to balance ailerons is no t an everyday skill among run-of-the-mill painters.

What Will The Right Paint Shop Do?

A paint shop worth its salt will ensure windows and windshields get buffing, scratch removal or other polishing treatments before the painting process begins. Next, virtually every cover, hatch, door or inspection plate comes off the airframe, along with flaps, ailerons, slats and cuffs, elevators, the rudder and sundry trim tabs.

Pitot and static ports get masked-off, as do all the windows and window trim parts. Engine cowls also are removed, and the engine will be masked to facilitate painting the struts. Likewise, landing gear parts that shouldn't be painted are masked while wheels to be painted will be removed and the tires and tubes removed and checked.

Everything should be inspected for wear or damage, and the rem oved parts properly prepped for painting. Typically all exposed surfaces will undergo stripping and preparation for painting, including receiving a new coat of primer.

All of the paint work should be performed in a booth designed specifically for painting aircraft.

Any balance-critical parts – ailerons, for example – will need to be balanced anew after the paint cures. Checks should be made to ensure all masking is removed, and that the removed parts have been returned to their original locations (with fresh fasteners used).

The paint shop will also offer instructions on letting the paint cure and how long to wait before applying wax and polish, both necessary steps to help keep that new finish looking new for as long as possible. T

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Connectivity Nov17.qxp_Finance 24/10/2017 11:30 Page 1

FLIGHT DEPARTMENT T CONNECTIVITY

Tips on Managing Jet Connectivity Costs

A Review of SwiftBroadband and Ground-Based Connectivity Cabin connectivity isn’t a choice in today’s Business Aviation world – passengers

expect it. Aviation Director Andre Fodor shares his findings on jet connectivity types, and provides some tips on managing the costs to keep within budget…

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www.AVBUYER.com

Aircraft Index see Page 145

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

extends to the multi-million-dollar business aircraft. The reality is that fast data access often comes up short of those expectations in the arena of Business Aviation.

That limitation might be because of hardware constraints, technology advancements, or a decision by the user to seek less expensive (and less capable) solutions. Fast global connection in the form of Ku- and Ka-band access is available at correspondingly higher cost. For many Business Aviation users, however, two other options may be sufficient.

SwiftBroadband

hile recently configuring a new wireless network at home, part of the process required me to run a report that identified how many devices were connected to it. To my surprise there were no less than 17 pieces of hardware using data from that connection.

Mobile phones, TVs, computers, security cameras - even the lawn sprinkler system required a connection. The reality is that just about every device now requires connectivity in our homes, offices, social interactions – and of course airplanes.

On the ground we have learned to expect fast and seamless voice, text and data, and that expectation understandably

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For the last decade, the de-facto choice for worldwide data connectivity has been SwiftBroadband (SBB), typically configured on a duo system providing telephony and data connections.

Due to the bandwidth availability, compression and data transfer advancements - as well as restrictions on aircraft antenna size - many users would consider SBB to be ‘slow internet’, better suited for small data exchange (i.e. texting and e-mails with small file attachments). Load the system with large data block exchanges or multiple users and the connection slows to a trickle.

SBB will work most efficiently under the full beam shadow of the satellite’s coverage, and there are regions where orbital positioning will prevent connectivity altogether.

Hardware and software advances have improved data compression and exchange as well as error correction in an attempt to maximize data flow and speed of the system, but pricing is high. In addition to hardware installation, data rates average between USD$6-9 per megabyte, depending on your data package.

To put that cost into perspective, opening the splash page of either Yahoo or Google would potentially set you back $45 because of its size. Monthly bills hovering around $40k are not unheard-of when the system is the aircraft’s sole accessibility pathway to the internet.

With the per-megabyte prices detailed above, filtering and blocking becomes imperative. You will need to prevent devices from performing software updates, along with large data transfers while this satellite network is being used.

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FLIGHT DEPARTMENT T CONNECTIVITY

“Not uncommonly, larger business jets will have both SBB and Ground-Based Connectivity installed.”

Ground-Based Connectivity

In the US there is an alternative option known as Ground-Based Connectivity. Through a combination of hardware, software and multiple on-board antennas that connect the aircraft to upwards beaming antenna sites, Ground-Based Connectivity creates a pathway to the internet. Its coverage, however, is dependent of the existence of a large network of ground-based receivers.

The aircraft’s hardware is typically available through STCs for just about any business jet at a cost of approximately $120k, and installation downtime will typically last around three weeks.

Ground-Based Connectivity uses the backbone of the regular ground-based mobile phone network, and via tailored hardware creates data-beams for aircraft usage. The software tracks signal strengths and handshakes with the data transfer between different ground stations. Within my Flight Department, thanks to the advancement of compression software and upgraded routers, we have recently experienced truly reliable VoIP phone calls.

Ground-Based Connectivity does come with a caveat, however: Due to bandwidth constraints, this system will effectively ‘throttle back’ your connection speed after a certain amount of data has been used in an attempt to manage overall network efficiency. In addition, speed is dependent on the number of users connected aboard the aircraft, and how many aircraft are sharing the same air-to-ground connection at that time.

A good analogy might be the afternoon rush hour on the highway. The more cars, the slower the flow of traffic. With that being said, in the US, air-to-ground internet can provide a less 74

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costly internet experience that closely emulates ground-based speeds. Pricing ranges around $3k-$5k per month, depending on the data plan you choose. Service expansion is expected in Europe in the future.

Obviously, Ground-Based Connectivity does not, nor will it in the future, provide connectivity over oceans and over land masses where the ground infrastructure has not been developed.

Mix and Match

Not uncommonly, larger business jets will have both SBB and Ground-Based Connectivity installed. The service is then optimized to prioritize Ground-Based access whenever available, and automatically switch to SBB otherwise. My flight department manually manages this switching to help prevent the usage of SBB for trivial internet access (thereby skewing our annual connectivity budget).

In Summary…

Without question, fast airborne internet is conditional to the growth of our industry. Being connected has become an essential part of flying in a business aircraft, complementing and enhancing the time spent airborne. The modern office (or home) in the sky requires a strong and reliable internet connection to validate its case and strengthen the viability of our business model.

We will continue our discussion next month, as we explore what equates to the best system for your aircraft, the add-on options available, and how to plan for the installation process. Stay Connected! T

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Aircraft Index see Page 145

Safety 1 Nov17.qxp_Finance 24/10/2017 11:34 Page 1

FLIGHT DEPARTMENT T SAFETY

Risk Management in Flight Departments (Part 2)

Risk Management is one of the foundations for safety identified by NBAA. In his continued discussion of the topic, Mario Pierobon considers the implementation of risk assessment data as a way of continually improving a flight department’s risk management practice. fter safety risk assessments have been performed and their results made available, management should have reached a certain degree of awareness as to where its operational safety issues lie. Awareness, however, is not enough. The flight department needs to act upon the results of its findings. Actually doing something in relation to the

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identified operational safety issues is the most difficult and necessary function.

Implementing Risk Management

The implementation part will require significant effort from the Flight Department. Essentially, decisions must be made and actions taken as to whether some operations should be discontinued altogether, or whether they should be performed in a different way, following a safer standard.

Regardless of what the decisions taken are, it is of utmost importance that management ensures the buy-in of those team members and passengers who will be affected by any required changes.

It should be noted that oftentimes changes to

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Safety 1 Nov17.qxp_Finance 24/10/2017 11:35 Page 2

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

costly. Though a Flight Department should not be overly indulgent with expenditures, nor should it be too frugal.

Approving suitable expenses after their due consideration can reinforce to Flight Department staff that management believes in change and safety – which in turn can have a positive effect on the work performance of the operatives.

Continuous Improvement in Risk Management

operational practices are made because issues are raised from the line environment. Nevertheless, it is important that people impacted by change understand why those changes are taking place, and what the new requirements are.

It is also important that management itself fully believes in and understands why the changes are occurring. Management should lead by example, avoiding advocating change and then reverting back to old habits and actions.

Adequate Funding and Risk Management

The Flight Department Manager should also ensure that adequate funds are given to sustain change-management initiatives; change should not be delegated to line operatives who eventually have to increase their workload.

Change may require technological upgrades that can be Advertising Enquiries see Page 4

After the Flight Department has implemented any needed changes it should aim for continuous improvement, which is the last important task to accomplish as part of risk management.

Needless to say, it is also an ongoing task.

Continuous improvement has to do with the fact the Flight Department should never be fully satisfied with how it is performing from a safety perspective - it can always do better.

Key to continuous improvement is the ongoing collection of feedback, which can be accomplished in various ways.

One method is to enable the line environment to report on whether the solutions are working effectively or not. Alternatively, feedback can be collected through auditing the business – consider having a program in place whereby internal and/or external parties monitor whether the solutions engineered as part of risk assessment are accomplishing their goal of improving saf ety performance.

Continuous improvement is ultimately realised when the flight department has a genuine desire to become ever more professional. The practice is also sustained by looking beyond one’s own hangar and learning what the best-regarded Flight Departments are doing. Sharing experiences with other Business Aviation operators who might have similar issues and engaging in discussions by attending industry forums can also be enlightening.

In Summary

A variety of industry standards for running Flight Departments are very sophisticated and tend to require more than adherence to the bare minimum of applicable regulations. Such standards can be implemented in full (eventually leading to a certification or registration), but they can also be a source of inspiration to address a particular issue identified as part of risk assessment, or even one that had not been previously considered. T

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Values Intro.qxp_Finance 24/10/2017 15:29 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry-Level & Light Jets Are you Seeking Flexibility at a Lower Cost Level?

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

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

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

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

The time difference between Entry-Level & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the hea vyweight value of the Entry-Level & Light jet.

So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light 78

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segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Entry-Level & Light Jet Price Guide The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1998 through Fall 2017, and covers 33 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its correspondi ng calendar year. For example, the Cessna Citation Encore+ average value reported in the Fall 2017 edition of Bluebook shows $3.8 million for a 2009 model, $3.5 million for a 2008 model and so forth. www.AVBUYER.com

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Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Entry-Level & Light Jet models can be referred to, beginning on page 82 of this issue.

Aircraft Index see Page 145

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We are part of a banking institution that KDV EHHQ LQ EXVLQHVV IRU RYHU \HDUV

Contact: Greg Holst Aircraft Division President 574 235-2037 holst@1stsource.com

Retail Values.qxp_RPG 24/10/2017 14:09 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Entry Level & Light 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

2008 US$M

MODEL BEECHCRAFT PREMIER 1A

2.4

2.3

2.2

2.1

2.0

5.0

4.7

4.3

4.0

3.7

3.5

3.2

2.9

2.7

2.5

6.3

5.9

5.7

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 BOMBARDIER LEARJET 31A 5.5

5.3

CESSNA CITATION XLS 560

CESSNA CITATION XLS+560

12.750

9.0

8.5

7.5

6.8

4.8

4.6

CESSNA CITATION ENCORE+560

3.8

3.5

CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C

9.050

8.0

CESSNA CITATION CJ3+ 525C

8.050

7.0

7.0

6.9

6.6

6.3

5.8

5.5

6.5

6.4

CESSNA CITATION CJ3 525B

6.0

5.6

5.2

5.0

4.6

4.4

4.2

4.0

CESSNA CITATION CJ2+525A

5.1

4.8

4.5

4.2

4.0

3.8

3.6

3.4

3.6

3.4

3.2 3.1

2.9

2.7

2.5

1.6

1.5

1.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.5

4.0

CESSNA CITATION CJ1+ 525 CESSNA CITATION CJ1 525 CESSNA CITATIONJET 525 CESSNA CITATION MUSTANG 510

3.350

2.8

ECLIPSE 550

2.5

2.2

2.7

2.5

ECLIPSE 500 EMBRAER PHENOM 300

8.995

EMBRAER PHENOM 100EV

4.495

EMBRAER PHENOM 100E

4.162

8.2

7.4

6.8

3.7

3.3

3.1

EMBRAER PHENOM 100

1.9

1.8

1.7

2.4

1.9

1.8

6.5

6.2

5.9

5.8

5.5

2.8

2.6

2.4

2.2

2.0

1.8

2.250

2.050

1.850

HAWKER 400XP

--

--

1.1

HAWKER BEECHJET 400A NEXTANT 400XTi

4.2

3.8

3.3

2.9

2.7

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

80

AVBUYER MAGAZINE – November 2017

www.AVBUYER.com

Aircraft Index see Page 145

Retail Values.qxp_RPG 24/10/2017 14:09 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Fall 2017 2007 US$M

2006 US$M

1.9

1.8

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

1.6

1.5

1.4

3.5

3.1

2.8

2.7

2.5

2.9

2.6

2.3

2.1

1.9

2.3

2.0

1.5

1.8

1.6

1.4

1.3

1.2

1.7

1.6

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR 1.5

1.4

1.3

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.3

BOMBARDIER LEARJET 40 1.250

1.2

1.150

1.1

1.050

1.0

BOMBARDIER LEARJET 31A CESSNA CITATION XLS+560

4.2

4.0

3.8

3.6

2.9

2.7

2.5

CESSNA CITATION XLS 560

3.2

CESSNA CITATION ENCORE+560

2.0

1.8

2.2

2.1

2.0

1.8

2.7

2.5

2.4

2.3

2.1

1.7

1.6

1.5

1.4

1.3

CESSNA CITATION V ENCORE 560 1.9

1.7

1.4

1.3

1.2

1.1

CESSNA CITATION EXCEL 560-XL CESSNA CITATION V ULTRA 560 CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+ 525C

3.8

3.5

3.4

3.2

3.0

2.9

2.8

2.7

3.3

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+ 525A

2.6

2.5

2.4

2.3

2.2

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.3

2.2

2.1 1.9

CESSNA CITATION CJ1+ 525 1.8

1.7

1.6

1.5

1.4

CESSNA CITATION CJ1 525 1.3

1.250

CESSNA CITATIONJET 525

1.3

1.2

CESSNA CITATION MUSTANG 510

0.9

0.7

ECLIPSE 500

ECLIPSE 550

EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E EMBRAER 100 1.750

1.550

1.350

1.150

1.1 1.1

HAWKER 400XP 1.050

1.0

0.950

0.900

0.850

HAWKER BEECHJET 400A NEXTANT 400XTi

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

www.AVBUYER.com

November 2017 – AVBUYER MAGAZINE

81

ACSpecs Intro.qxp_AC Specs Intronov06 24/10/2017 12:00 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Entry Level & Light 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 - Entry Level & Light Jets – appears opposite, to be followed

by Turboprops 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

82

AVBUYER MAGAZINE – November 2017

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

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

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

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

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

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

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

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

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

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

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

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

•

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

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

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

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

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

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

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

Aircraft Index see Page 145

LEA RJET 40X R

BOM BAR DIER

LEA RJET 40

LEA RJET 31A /ER BOM BAR DIER

BEE CHC RAF T PR EMI ER I A

BEE CHC RAF T HA WKE R 40 0XP R BEE CHC RAF T PR EMI ER I

BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 24/10/2017 13:57 Page 1

VARIABLE COST PER HOUR $

$1,724.64

$1,692.67

$1,346.45

$1,334.09

$1,320.59

$1,953.56

$1,870.96

$1,836.31

4.8

4.75

4.75

5.4

5.4

4.35

4.92

4.92

CABIN HEIGHT FT.

4.9

4.92

4.92

5.5

5.5

4.95

5.12

5.12

CABIN WIDTH FT.

15.6

15.5

15.5

13.6

13.6

12.9

17.67

17.67

CABIN LENGTH FT.

305

305

305

285

285

281

369

369

CABIN VOLUME CU.FT.

4.16

4.2

4.2

4.16

4.167

3.75

4.8

4.8

DOOR HEIGHT FT.

2.41

2.4

2.4

2.125

2.125

3

2.5

2.5

DOOR WIDTH FT.

30

31

31

23

23

30

15

15

BAGGAGE VOL. INT. CU.FT.

26

25

25

55

55

-

50

50

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

7

8

8

6

6

6

6

6

SEATS - EXECUTIVE #

16100

16300

16300

12500

12500

17700

20350

21000

MTOW LBS

15700

15700

15700

11600

11600

16000

19200

19200

MLW LBS

10915

10985

10900

8565

8600

11247

13718

13949

B.O.W. W/CREW LBS

4912

4912

4912

3611

3670

4653

5375

6062

USEABLE FUEL LBS

473

603

688

414

320

2000

1507

1239

PAYLOAD WITH FULL FUEL LBS

2085

2015

2100

1435

1400

2253

2282

2051

MAX. PAYLOAD LBS

1180

1180

1351

850

850

1480

1573

1778

RANGE - SEATS FULL N.M.

1519

1519

1974

1340

1340

1600

1707

1960

MAX. RANGE N.M. (4 PAX)

4700

4700

4030

4600

4600

4120

4000

4250

BALANCED FIELD LENGTH FT.

5083

5025

5237

5208

5208

4200

4033

4060

LANDING DIST. (FACTORED) FT.

4020

4020

5000

4000

4000

4890

2820

2820

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

560

560

620

948

948

1515

710

394

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

458

450

450

461

454

462

465

465

MAX. CRUISE SPEED KTAS

449

450

450

426

426

441

436

436

NORMAL CRUISE SPEED KTAS

410

410

425

370

370

417

428

432

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

JT15D-5

JT15D-5R

FJ44-4A-32

FJ44-2A

FJ44-2A

TFE 731-2

TFE 731-20AR

TFE 731-20BR

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

www.AvBuyer.com

November 2017 – AVBUYER MAGAZINE

83

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 24/10/2017 12:03 Page 2

CES SNA CITA TION CJ2+ CES SNA CITA TION CJ3

CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2

CES SNA CITA TION CJ1

CES SNA CITA TION BRA VO CES SNA CITA TION JET

BOM BAR DIER

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,921.14

$1,903.80

$1,423.11

$1,283.97

$1,184.06

$1,190.79

$1,255.77

$1,299.91

$1,373.72

CABIN HEIGHT FT.

4.92

4.92

4.7

4.8

4.75

4.75

4.75

4.75

4.75

CABIN WIDTH FT.

5.12

5.12

4.8

4.83

4.83

4.83

4.83

4.83

4.83

CABIN LENGTH FT.

19.75

19.75

15.75

11

11

11

13.58

13.58

15.67

CABIN VOLUME CU.FT.

415

415

292

205

201

201

248

248

286

DOOR HEIGHT FT.

4.8

4.8

4.25

4.25

4.25

4.25

4.25

4.25

4.25

DOOR WIDTH FT.

2.5

2.5

2

2

2

2

2

2

2

BAGGAGE VOL. INT. CU.FT.

15

15

28

4

8

-

4

-

-

BAGGAGE VOL. EXT. CU.FT.

50

50

46

51

51

45

70

65

65

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

5

5

5

6

6

6

MTOW LBS

20500

21500

14800

10400

10600

10700

12375

12500

13870

MLW LBS

19200

19200

13500

9700

9800

9900

11500

11525

12750

B.O.W. W/CREW LBS

13890

14125

9375

6950

7050

7035

7900

7980

8585

USEABLE FUEL LBS

6062

6062

4824

3220

3220

3220

3932

3930

4710

PAYLOAD WITH FULL FUEL LBS

798

1563

801

330

430

545

668

715

775

MAX. PAYLOAD LBS

2110

1875

1925

1450

1350

1365

1400

1720

1925

RANGE - SEATS FULL N.M.

1423

1685

1290

750

775

895

1075

1194

1374

MAX. RANGE N.M.

1968

1937

1720

1130

1161

1245

1530

1626

1891

BALANCED FIELD LENGTH FT.

4400

4550

4200

4000

4220

3990

3810

3810

3440

LANDING DIST. (FACTORED) FT.

4063

4105

4295

4333

4407

4135

4628

4645

4203

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

2800

2630

3190

3311

3230

3290

3870

4120

4478

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

590

589

845

868

850

906

1160

1004

1090

MAX. CRUISE SPEED KTAS

465

465

405

377

381

389

413

413

417

NORMAL CRUISE SPEED KTAS

436

436

405

364

381

389

413

413

417

L/RANGE CRUISE SPEED KTAS

416

432

335

302

307

307

344

351

348

2

2

2

2

2

2

2

2

2

PW530A

FJ44-1A

FJ44-1A

FJ44-1AP

FJ44-2C

FJ44-3A-24

FJ44-3A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20AR TFE 731-20BR

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.

84

AVBUYER MAGAZINE – November 2017

www.AVBUYER.com

Aircraft Index see Page 145



SCA November.qxp_Layout 1 25/10/2017 14:29 Page 1

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 24/10/2017 12:04 Page 3

EMB RAE R PH ENO M1 00

CIRR US V ISIO N SF 50

CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION ULTR A

CES SNA CITA TION MUS TAN G CES SNA CITA TION M2

CES SNA CITA TION CJ4

CES SNA CITA TION CJ3+

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,352.69

$1,569.20

$851.95

$1,142.89

$1,683.74

$1,638.16

$1,794.04

$605.88

$941.38

CABIN HEIGHT FT.

4.75

4.75

4.5

4.75

4.75

4.75

4.8

4.07

4.92

CABIN WIDTH FT.

4.83

4.83

4.58

4.83

4.83

4.83

4.83

5.08

5.08

CABIN LENGTH FT.

15.67

17.3

9.8

11

17.33

17.33

17.33

11.48

11

CABIN VOLUME CU.FT.

286

293

163

201

314

314

310

170

212

DOOR HEIGHT FT.

4.25

4

3.8

4.25

4.25

4.25

4.25

4.12

4.86

DOOR WIDTH FT.

2

2

2

2

2

2

2

2.05

2.04

BAGGAGE VOL. INT. CU.FT.

-

6

6

-

28

28

26

-

10

BAGGAGE VOL. EXT. CU.FT.

65

71

57

43.1

43

43

41

23.5

60

CREW #

2

2

1

2

2

2

2

1

1

SEATS - EXECUTIVE #

6

7

4

6

7

7

7

4

5

MTOW LBS

13870

17110

8645

10700

16630

16830

16300

6000

10472

MLW LBS

12750

15660

8000

9900

15200

15200

15200

5550

9766

B.O.W. W/CREW LBS

8585

10350

5550

7000

10525

10460

9950

3700

7132

USEABLE FUEL LBS

4710

5828

2580

3296

5400

5400

5771

2000

2804

PAYLOAD WITH FULL FUEL LBS

775

1052

600

504

905

1170

779

340

580

MAX. PAYLOAD LBS

1925

2150

1200

1400

2075

2390

2250

1200

1312

RANGE - SEATS FULL N.M.

1374

1667

718

694

1410

1494

1259

796

915

MAX. RANGE N.M.

1891

1991

1070

1380

1736

1792

1651

1176

1242

BALANCED FIELD LENGTH FT.

3440

3350

3380

3250

3900

3874

3500

-

4376

LANDING DIST. (FACTORED) FT.

4203

3978

3683

4125

4195

4182

3833

5024

4068

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

4478

3858

3010

3698

4740

4620

4230

2099

3061

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

1090

1248

870

1075

1440

1400

728

-

702

MAX. CRUISE SPEED KTAS

417

454

340

404

430

430

430

300

390

NORMAL CRUISE SPEED KTAS

417

454

340

379

430

430

430

295

371

L/RANGE CRUISE SPEED KTAS

348

380

319

331

372

372

372

240

333

2

2

2

2

2

2

2

1

2

FJ44-3A

FJ44-4A

PW615F

FJ44-1AP

PW535A

PW535B

JT15D-5D

FJ33-5A

PW617F-E

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.

86

AVBUYER MAGAZINE – November 2017

www.AVBUYER.com

Aircraft Index see Page 145



Registry of Aruba October.qxp_Layout 1 18/09/2017 16:02 Page 1

EMB RAE R PH ENO M1 00E V EMB RAE R PH ENO M3 00

EMB RAE R PH ENO M1 00E

FLIGHT DEPARTMENT T SPECIFICATIONS

HON DA A IRCR AFT HA420 HON DAJ NEX ET TAN T AE ROS PAC E 40 0XT NEX TAN T AE ROS PAC E 40 0XT I ONE AVIA TION ECL IPSE 500 ONE AVIA TION ECL IPSE 550 ONE AVIA TION TOTA L EC LIPS E 50 0

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 24/10/2017 12:04 Page 4

$941.52

$941.52

$1,389.20

$917.98

$1,377.60

$1,340.01

$788.30

$752.11

$793.39

CABIN HEIGHT FT.

4.94

4.94

4.92

4.8

4.75

4.75

4.16

4.16

4.16

CABIN WIDTH FT.

5.08

5.08

5.08

5

4.92

4.92

4.66

4.66

4.66

CABIN LENGTH FT.

11

11

17.17

12.1

15.5

15.5

7.6

7.6

7.6

CABIN VOLUME CU.FT.

212

212

324

-

305

305

109

109

109

DOOR HEIGHT FT.

4.86

-

4.86

4.8

4.2

4.2

3.9

3.9

3.9

DOOR WIDTH FT.

2.04

-

2.42

5

2.4

2.4

1.96

1.96

1.96

BAGGAGE VOL. INT. CU.FT.

10

10

19

-

31

31

16

16

16

BAGGAGE VOL. EXT. CU.FT.

60

60

66

66

25

25

-

-

-

CREW #

1

1

2

1

2

2

1

1

1

SEATS - EXECUTIVE #

5

5

7

5

7

7

3

3

3

MTOW LBS

10582

10582

17968

10600

16300

16300

6000

6000

6000

MLW LBS

9877

9877

16865

9860

15700

15700

5600

5600

5600

B.O.W. W/CREW LBS

7220

7220

11783

7279

10531

10950

3834

3834

3834

USEABLE FUEL LBS

2804

2804

5353

2845

4912

4912

1698

1698

1698

PAYLOAD WITH FULL FUEL LBS

602

238

942

556

1057

638

502

502

502

MAX. PAYLOAD LBS

1334

1334

2216

1521

2469

2050

1088

1088

1088

RANGE - SEATS FULL N.M.

917

1178

1811

1035

1852

1527

574

574

574

MAX. RANGE N.M.

1233

1210

2077

1304

2108

1945

964

964

964

BALANCED FIELD LENGTH FT.

4466

4466

3643

-

4600

4030

2898

2898

2898

LANDING DIST. (FACTORED) FT.

4110

4110

3700

-

4045

5237

5173

5173

5173

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

3061

-

3335

3990

5000

5000

2575

2575

2575

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

702

-

1044

-

995

845

780

780

780

MAX. CRUISE SPEED KTAS

390

406

444

420

471

460

371

371

371

NORMAL CRUISE SPEED KTAS

371

333

430

420

460

447

369

369

369

L/RANGE CRUISE SPEED KTAS

333

-

383

-

405

406

330

330

330

2

2

2

2

2

2

2

2

2

PW617F-E

PW617F1-E

PW535E

HF120

FJ44-3AP

FJ44-3AP

PW610F-A

PW610F-A

PW610F-A

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.

88

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Aircraft Index see Page 145

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AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 14:30 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis

Cessna Citation CJ3/CJ3+ vs Hawker 400XP vs Bombardier Learjet 31A In this month’s Aircraft Comparative Analysis, Mike Chase provides information on several popular business jets for the purpose of valuing Textron’s Cessna Citation CJ3/CJ3+.

H

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

90

ow do the Citation CJ3 and CJ3+ compare in the business aircraft market today? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed and cabin size) and cover current market values.

The field in this study includes the Hawker 400XP and the Bombardier Learjet 31A. The CitationJet family comprises a series of lowwing, T-tail aircraft with pressurized cabins. They are powered by two turbofan engines pylon mounted on the rear fuselage. The Model 525 CitationJet family encompasses the CitationJet; CJ1 and CJ1+; CJ2 and CJ2+; CJ3 and CJ3+ and the CJ4 models. Today, the CJ2+, CJ3+ and CJ4 remain in production.

Classified within the Light Jet category, and offering eight seats and an enclosed lavatory, the CJ3 and CJ3+ are powered by a pair of Williams International FJ44-3 A turbofans that offer a remarkable power-to-weight ratio, delivering up to 3,000 lbst each.

The CJ3 is permitted to operate with a single pilot under US registry only, and received full FAA type certification in October 2004. The CJ3 ended production in 2014 and the CJ3+ replaced it on the production line, offering more range and incorporating

AVBUYER MAGAZINE – November 2017

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an all-new LED lighting suite allowing for reduced power consu mption and reduced weight.

Currently, there are 412 CJ3s in operation worldwide. Of those, 395 are wholly-owned, 15 are in shared ownership and two are in fractional ownership.

Interestingly, 23 CJ3s are leased. According to JETNET, 6.1% of the fleet is ‘For Sale’, with 86% of those aircraft under an exclusive broker agreement. The average days on the market for a CJ3 is 310 days.

Meanwhile, there are 75 CJ3+ aircraft in operation worldwide, 72 of which are wholly-owned, 2 are shared and one is in fractional ownership. Six (or 8.1% of the fleet is leased). Although this aircraft is proving popular in 2017 on the new market, only 2.8% of the used fleet is currently ‘For Sale’, half of which are under an exclusive broker agreement. Used CJ3+ Jets ‘For Sale’ are selling quickly, and according to JETNET the a verage time on the market is just 62 days. This may account for the low number available ‘For Sale’.

By continent, North America has the largest CJ3 and CJ3+ fleet percentage (82%), followed by Europe (11%). The largest CJ3 fleet owner is US-based JetSuite, Inc. (eight aircraft), while the largest CJ3+ fleet owner is US-based VMI Enterprises, LLC (four aircraft).

Aircraft Index see Page 145

AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 14:31 Page 2

HOW MANY

EXECUTIVE

vs. vs. vs.

SEATS

Cessna

$6 Million

6

Cessna

$6.5 Million

6

Hawker

$2.25 Million

Bombardier

$1.25 Million

Citation CJ3

(2015 Model)

Citation CJ3+

(2015 Model)

400XP

8

(2010 Model)

Learjet 31A

6

(2003 Model)

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

RUNWAY DO I NEED?

Cessna Citation CJ3

3440

Cessna Citation CJ3+

3440

(Balanced field length, ft)

Bombardier Learjet 31A 0

(Nautical Miles. 4 Pax)

Hawker 400XP

2000

PAYLOAD

CAN WE GO?

Cessna Citation CJ3+

1000

4120

1891 3980 1891

1519

Bombardier Learjet 1600

CAN WE TAKE?

CRUISING SPEED?

1925

Cessna Citation CJ3

348 425

Cessna Citation CJ3+

1925

Cessna Citation CJ3+

348

2015

Hawker 400XP

NEW/USED SOLD 2.3 (15.3%)

223 74 Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, B&CA.

2.3 (18.7%)

Hawker 400XP

2253

Bombardier Learjet 31A

EACH MONTH?

412

(Knots)

Cessna Citation CJ3

OPERATION? 203

5000

LONG RANGE

(Lbs)

HOW MANY

UNITS IN

4000

WHAT’S THE

HOW MANY

Advertising Enquiries see Page 4

3000

HOW MUCH

HOW FAR

Cessna Citation CJ3

4700

Hawker 400XP

5.3 (6.1%)

2.5 (2.8%)

12-Month Average Figure

410 417

Bombardier Learjet 31A

WHAT’S THE

COST PER HOUR?

Cessna Citation CJ3 Cessna Citation CJ3+ Hawker 400XP Bombardier Learjet 31A

$1,374 $1,353 $1,693 $1,954

(% = Global Fleet For Sale)

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November 2017 – AVBUYER MAGAZINE

 91

AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 14:36 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

Status of ADS-B Out Equipage

Cessna CJ3/3+ Hawker 400XP Bombardier Learjet 31A

13,870 16,300 17,700

4,710

MTOW (lb)

4,912

Max Fuel (lb)

4,653

1,925

2,015

2,253

775

603

2,000

Avail Payload w/Max Fuel (lb)

Max Payload (lb)

1,172

750

900

Max P/L w/Avail Fuel Range (nm)

Source: Conklin & de Decker, B&CA May 2017 Purchase Planning Handbook and Aug. 2016 Operations Planning Guide.

Chart A - Cabin Cross-Sections Hawker 400XP

4.83 ft / 1.47 m

Learjet 31A

4.92 ft / 1.50 m

Chart B - Range Comparison

Payload & Range

As mentioned in past articles, a potential operator should focus on payload capability as a key factor. As represented in Table A (above, left), the Citation CJ3/3+ ‘Available Payload with Maximum Fuel’ at 775 lbs is greater than that offered by the Hawker 400XP (603 lbs) but significantly less than the Learjet 31A (2,000 lbs).

Cabin Cross-Sections

4.36 ft / 1.33 m

4.75 ft / 1.45 m

4.75 ft / 1.45 m

Cessna Citation CJ3/CJ3+

Of the 412 CJ3 business jets based worldwide, 111 (27% of the fleet) have ADS-B Out installed currently, leaving 73% of the fleet yet to comply. This is an important point for prospective buyers to consider when looking to purchase a CJ3 on the market. All 74 CJ3+ aircraft are compliant.

4.95 ft / 1.51 m

Citation CJ3+ Citation CJ3 Beechcraft Hawker 400XP

1,825 Nm 1,702 Nm 1,333 Nm

Chart A (middle, left) offers a cabin cross-section comparison.

The CJ3 and CJ3+ offer the same cabin volume. While they offer less width (4.83 ft.) than the Hawker 400XP and Learjet 31A (4.92 ft. and 4.95 ft. respectively), the CJ3/CJ3+ and Hawker 400XP offer the same height (4.75 ft.). The Learjet 31A has the lowest cabin height (4.36 ft.).

Meanwhile, the CJ3/CJ3+ has a greater cabin length compared to the Hawker 400XP (15.57 ft. vs 15.5 ft.). The Hawker 400XP offers the larger cabin volume (305 cu. ft.) over the CJ3/CJ3+ (286 cu. ft.), owing to its gr eater width. The Learjet 31A has the smallest cabin volume (281 cu. ft.) of this field.

Range Comparison

As depicted by Chart B (bottom, left), using Wichita, Kansas as the origin point the CJ3+ (1,825nm) shows more range coverage than the CJ3 (1,702nm) and the Hawker 400XP (1,333nm). While not depicted on this map, the Learjet 31A offers the shortest range at 1,251nm.

Each depicted business jet’s range offers ca pability to cover

92

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Aircraft Index see Page 145

AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 16:22 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart C – Variable Cost

most of North America, including Canada, 48 States of the US, and Mexico.

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

US $ per hour

Hawker 400XP

$1,693

Bombardier Learjet 31A

$1,954

Cessna CJ3

$1,374

Cessna CJ3+

$1,353 $0

Powerplant Details

$1,000

$2,000

Source: Conklin & de Decker

As mentioned, the CJ3 and CJ3+ are powered by two Williams International FJ44-3A turbofans, each with 3,000 lbst.

The Hawker 400XP, meanwhile, is powered by two Pratt & Whitney JT15D-5R turbofan engines each offering more thrust at 3,045 lbst. The Learjet 31A is powered by two Honeywell TFE 731-2 engines that offer the greatest thrust of the field at 3,500 lbst.

Table B - Aircraft Comparison Cessna CJ3

Textron Cessna CJ3+

Hawker 400XP

Bombardier Learjet 31A

348

348

410

Long Range Cruise Speed

Total Variable Cost

The ‘Total Variable Cost’ (sourced from Conklin & de Decker) illustrated in Chart C (top, 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 CJ3 computes at $1,374 per hour, which is slightly more than the CJ3+ at $1,353 per hour. The variable costs for the Hawker 400XP and the Learjet 31A are significantly higher than eithe r of the CJ3 models.

417

1,702

1,825

1,333

4 PAX Range w/Avail Fuel nm

1,251

$6.0m $8.05m $2.38m $1.50m 2002 2014 2017 2010

Vref New/Used Price $USm

412

74

223

In Operation Fleet

203

6.1%

2.8%

15.3%

% For Sale

18.7%

5.3

2.5

2.3

2.3

Average 12 Months Number Sold*

Citation CJ3+ Flight Deck

Aircraft Comparison Table

Table B, (above, right) contains the new and used prices from Vref Pricing Guide for each aircraft. The average speed and four passenger ranges are from Bombardier and Textron Aviation, while the number of aircraft in-operation and percentage ‘For Sale’ and average sold are as reported by JETNET. As we mentioned, the CJ3 has 6.1% of its fleet currently ‘For Sale’ on the used jet market, while the CJ3+ has 2.8% Advertising Enquiries see Page 4

 www.AVBUYER.com

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93

AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 16:21 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule

of the fleet ‘For Sale’. The CJ3 demonstrates healthy buyer interest with an average 5.3 aircraft sold per month. The other candidate business jets show between 2.3 and 2.5 transactions per month in the used market.

MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

6

-

-

11.52 %

5.76 %

-

-

5

20.00 %

32.00 %

19.20 %

11.52 %

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

Depreciation Schedule

Source: NBAA

Table D - MACRS Depreciation Schedule 2017 Citation CJ3+ - PRIVATE (PART 91) Full Retail Price - Million Year

$8.050 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$1.610

2.576

1.546

0.927

0.927

0.464

Depreciation Value ($M)

$6.440

3.864

2.318

1.391

0.464

0.000

Cum. Depreciation ($M)

$1.610

4.186

5.732

6.659

7.586

8.050

Full Retail Price - Million

$8.050

Rate (%)

2017 Citation CJ3+ - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

Rate (%)

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$1.150

1.971

1.408

1.005

0.719

0.718

0.719

0.359

Depreciation Value ($M)

$6.900

4.928

3.520

2.515

1.796

1.078

0.359

0.000

Cum. Depreciation ($M)

$1.150

3.122

4.530

5.535

6.254

6.972

7.691

8.050

Source: Vref

Citation CJ3+ Cabin

94

AVBUYER MAGAZINE – November 2017

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

Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, top, left).

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

In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a sevenyear 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 six-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on  Aircraft Index see Page 145

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2003 Gulfstream G550 s/n 5012 16 pax RR CorpCare, APU on MSP, Planeview Cert. H-II, Syn.Vision., FANS-1/A, ADS-B Out, BBML, Currently Undergoing Paint & Interior

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1995 Citation V Ultra s/n 560-0286 7 pax UNS-1Esp FMS, ATG-1000 Wi-fi, Full Aft Baggage, Freon Air, Recognition Lights, Thrust Reversers, Phase I-IV May 2017 Phase V 10/2016

1995 Gulfstream GIVSP s/n 1268 13 pax Engines 100% JSSI, On HAPP, APU-150 Upgrade on MSP, MCS 6000 Satcom, 2012 Paint, Excellent Interior, Airshow 4000, Has Operated Part 135

AirCompAnalysis Nov17.qxp_ACAn 24/10/2017 16:21 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Asking Prices & Quantity

The current used CJ3 market shows a total of 29 aircraft ‘For Sale’ with 12 displaying asking prices ranging from $3.3m to $6.15m. We also reviewed the used Hawker 400XP market (34 jets for sale) with asking prices ranging from $1.395m to $2.75m, and the used Learjet 31A market (39 jets for sale) with asking prices ranging from $475k to $1.495m.

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 D (above) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four Passenger Range (nm) with available fuel; 2. The long range cruise speed flown to achieve that range; 3. The gross 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.

96

AVBUYER MAGAZINE – November 2017

Chart D - Productivity Comparison $10.0

Price (Millions)

the allowable depreciation deduction available in a given year.

Table D (previous page) depicts an example of using the MACRS schedule for a 2017-model CJ3+ business aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a new 2017 list price for a CJ3+ at $8.05m, per Vref Pricing guide.

Cessna CJ3+

$8.0

Cessna CJ3

$6.0 $4.0

Hawker 400XP

$2.0 $0.0 0.000

Learjet 31A 0.050

0.100

0.150

0.200

0.250

0.300

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

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the CJ3 and CJ3+ display a high level of productivity.

The CJ3+ offers greater range than the other candidate aircraft but is priced higher and offers less ‘Available Payload with Maximum Fuel’ than the Lear 31A and has a marginally smaller cabin compared to the Hawker 400XP business jet.

Nevertheless, it has significantly lower hourly variable costs than the Hawker 400XP and Lear 31A. Operators should weigh

their mission requirements precisely when picking which option is the best for them.

Summary

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

The CJ3/CJ3+ continue to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are

that the CJ3 will continue to do well in the used market for the foreseeable future, and we anticipate a strengthening CJ3+ used market as the aircraft matures and current owners seek to upgrade or replace their current models.

Of course, if the CJ3 is not outfitted with ADS-B Out it cannot be placed in operation after December 31, 2019 as mandated by the FAA. Buyers should be aware of this, along with the cost of an upgrade solution if they are considering a model that is not yet equipped to meet the mandate. T

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Aircraft Index see Page 145

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Buying & Selling 1 November.qxp_Layout 1 24/10/2017 10:38 Page 1

BOARDROOM T BUYING & SELLING

When Should You Buy an Aircraft?

Timing isn’t Everything…

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

98

If you are considering the acquisition of a business aircraft and have some flexibility, when is a good time to buy? David Wyndham addresses this classic question as the used aircraft community emerges from its decade of decline.

W

hile aircraft are not real estate or stocks, they are valuable assets and their pricing may be affected by significant changes in market dynamics. When the overall economy is strong and growing, can the general movement in asset prices

AVBUYER MAGAZINE – November 2017

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put upward pressure on aircraft values?

Also, what impact does the introduction of a new model with performance superior to the current model have on prices? Let’s look at each scenario in turn. For examples of turbine aircraft, we reference the selling history of three popular business aircraft using data published in Vref, an industry standard.

These include: • 1992 model Beech King Air B200 turboprop; • 1993 model Cessna Citation Jet 525 light jet; • 1992 model Dassault Falcon 900B large cabin jet.

Aircraft Index see Page 145



In nature, the falcon is a fierce fighter. In business, the Falcon 8X is just as powerful and agile. Every inch reflects its military DNA, with lean and mean aerodynamics and advanced Digital Flight Controls to get you to places others can’t. Nothing flies like a Falcon because no other jet is built like one. Fierce. Fast. Agile. Falcon 8X.

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BOARDROOM T BUYING & SELLING

Chart A

Annual New Manufactured General Aviation Airplanes Units and Billings (1994-2006) Worldwide

These reference aircraft remained popular in spite of two significant economic corrections, and each was superseded during that period by new models. So we are able to observe trends over a quarter century.

National Bureau of Economic Research Data

Chart B

1992 Falcon 900B - Retail Price History

Officially, the last two US recessions were from March 2001 to November 2001 and of course from December 2007 through June 2009. The 2001 recession is termed the “Dot-Com bubble” while our most recent “Great Recession” although over in terms of the definition of a recession, still has lasting effects on our economy.

Charts B through D show the prices of the 1992 King Air B200, the 1993 Citation Jet and the 1992 Falcon 900B. Although in different market segments, each aircraft followed a similar trajectory. The strong economic growth of the late 1990s fueled price increases for the models by almost 20%. The 2001 recession started in Q1, and by Q2 2001 prices were falling, and continued to fall into late 2003.

As the US economy strengthened in the mid-2000s, business aircraft sales took off dramatically. According to the General Aviation Manufacturer’s Association (GAMA), deliveries of new aircraft through 2006 were the highest in total dollars ever recorded, driven mostly by the business jet segment (Chart A, top, left).

After falling during the latter half of 2001, used aircraft selling prices rose as the lead time for new aircraft deliveries grew to as long at 18-24 months for popular models prior to 2008. Rather than wait, buyers looked for good quality used aircraft, and many of them saw selling prices close to - or possibly above - what their target used aircraft sold for new.

The average selling price of a 1992 Falcon 900B (represented in Chart B, left), which sold new for $22.75m, rose from $15.2m in 2003 to $21.3m at the end of 2007. The The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet.

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Aircraft Index see Page 145

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used market for nearly all quality used aircraft models behaved similarly (as supported by Charts C and D, (right), representing the value trends of the King Air B200 and Cessna CitationJet, respectively).

The Great Recession brought with it a significant decrease in demand for business aircraft, and used prices dropped. Part of the drop was attributed to normal aging - used physical assets like aircraft should decline in value as they age. But significantly greater declines continued in response to general economic conditions. Today these early 1990s aircraft sell for 20% to 30% of their original prices.

Chart C

1992 Beechcraft B200 - Retail Price History

Is Another Recession Coming?

Trees do not grow to the stratosphere. Economists know that eventually there will be another correction, but predicting when such an event will happen or the character of the correction is difficult, if not impossible.

In 2015, some forecasters predicted a better than 50% chance of a US recession in 2017. So far that has not happened. But betting your bottom dollar that one is not coming in the next few years is risky.

For buyers of business aircraft, the issue should not be timing the next recession. Rather, the focus needs to be how to react now.

When there is another recession, it is likely that demand for new and used aircraft will decline. As part of that decline, it is also likely that prices for used aircraft will fall. However, timing the market is often referred to as a fool’s errand: If you try to time the bottom of a used aircraft’s selling price, you will need a lot of information and a modicum of good luck, two qualities that are often in short supply.

Business aircraft are productivity tools, not investment stocks or even real estate. My recommendation is to buy when you need efficient and effective transportation, deal with short-term market trends tactically and ignore the less predictable longterm trends. T

Chart D

1993 Cessna 525 - Retail Price History

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Tips for a Straightforward Jet Transaction The Roadmap to Acquiring a Business Aircraft Mapping the often complex path toward aircraft purchase, Attorney Keith Swirsky provides a map for understanding and successfully completing an ownership transaction. he decision to purchase a business aircraft can take many forms. It may be one that evolves over time for a first time buyer, or the decision may be made rather quickly for those familiar with Business Aviation and trading up from an existing aircraft. Either way, once the determination to purchase an aircraft is made, the most common next step is to contact an aircraft broker.

The aircraft broker then works to identify the most suitable aircraft and put into place a Letter of Intent, and an aviation attorney is hired to prepare the purchase agreement. Either

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concurrent with the negotiations of the purchase agreement or after execution thereof, additional parties are contacted, such as prospective lenders and management companies.

While the foregoing approach will work, it is not ideal. The following paragraphs will detail a ‘best practices’ A to Z approach to acquiring a business aircraft.

Aircraft Financing

Financing is generally the longest lead-time item if used in the acquisition of a business aircraft. In the typical transaction, working with the lender becomes a fire drill because the process often begins late in the game.

Ideally, contact with prospective lenders should be initiated as soon as the decision is made to finance the purchase. Commonly, several lenders will submit financing proposals—a process that typically takes two to four weeks in

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Keith Swirsky is president of GKG Law, P.C., and Chairman of the firm’s corporate aircraft and tax groups. A founding member of NBAA’s Tax Committee, he is a regular speaker at tax conferences. Contact him via kswirsky@gkglaw.com

and commercial issues, allowing for completion of all State and Federal tax planning and formation of a special purpose entity to take title, if appropriate.

With the planning completed early on in the process, the transaction will proceed more smoothly from the perspective of having a coordinated Letter of Intent and purchase agreement, having the acquiring entity formed, identifying state(s) where the aircraft can be delivered, and other important matters.

Tax-Free Exchange

order to select the lender and refine the proposal. While some lenders require specific make, model and serial number in order to submit a proposal, it is possible to provide the lender with a close approximation of the desired aircraft type and cost and then proceed on a non-binding basis.

Once a lender is selected, it can take a week or longer for the borrower to submit complete financial and other data, thereby allowing the lender to obtain credit committee approval and commit to finance the transaction. Thereafter, it can take a week or two to obtain draft loan documentation.

Clearly, the entire process is lengthy, so getting an early start is essential.

Tax Attorney

Concurrent with initiating contact with a lender, it is generally preferable to contact an aviation tax attorney. If the attorney is contacted prior to the lender, the attorney can provide referrals to lenders that will fit the client’s profile. If the attorney is contacted later on, he/she can still provide referrals to aircraft brokers, management companies, escrow companies and any other participants to the purchase transaction.

In addition, many aviation attorneys are skilled at both FAA and tax matters, as well as the mainstream transactional Advertising Enquiries see Page 4

In addition, if the aircraft purchase is tied to the sale of an existing aircraft, the tax planning will include the benefits of conducting a tax-free exchange and if warranted, implementation of all related structuring. Certain aviation tax attorneys are adept at planning and structuring tax-free exchanges, or if not, can make a referral to a company specializing in conducting tax-free exchanges.

The timing associated with the tax-free exchange depends on whether the transaction will be structured as a forward or reverse tax-free exchange: • In a forward exchange the existing aircraft is sold first and the replacement aircraft is acquired second. In such cases, documentation is relatively simple, and it is possible to fully document the tax-free exchange within two or three business days prior to the closing of the sale of the existing aircraft.

• Conversely, in the event of a reverse exchange, the replacement aircraft is acquired prior to the sale of the existing aircraft, and because of the complexity of structuring a reverse exchange, a minimum of one week or preferably longer is desired.

Once ownership structuring has been conducted and the loan process initiated, it is timely to contact an aircraft broker.

Commonly an aircraft broker will expeditiously select an aircraft make and model that meets the client’s mission and other requirements, and recommend available aircraft in the marketplace. 

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Letter of Intent

Most aircraft brokers will also have a template Letter of Intent pieced together from prior transactions. While using the broker’s template is tempting from the perspective of timeliness and cost, a good aviation tax attorney should be able to prepare the letter of intent on the day needed and for minimal cost.

Without a doubt, a Letter of Intent prepared by an aviation tax attorney will be comprehensive, unambiguous, and will dovetail with the definitive purchase agreement.

On average, negotiations of the Letter of Intent should take one week, factoring in reaching an agreement on the purchase price. Once executed, the attorney will prepare and negotiate the purchase agreement over a period of roughly two weeks. Of course, the timeline may move slower or quicker depending on specifics.

Pre-Purchase Inspection

Concurrently with completing the purchase agreement, negotiations regarding all financial and other due diligence matters should be completed with the lender. After contract execution, it is normal for the aircraft to immediately undergo the Pre-Purchase Inspection, which, depending on the size of the aircraft, can take anywhere from one to three weeks.

During the pre-purchase inspection, the lender should be preparing loan documents and circulating them for review and negotiation, which should take at least one week and possibly longer.

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Aircraft Management Provider?

In the event external aircraft management is desirable, the selection of an aircraft management company should commence while the purchase agreement is being negotiated.

Once selected, it is customary to allow one or two weeks for the preparation and negotiation of management documentation.

In some transactions, it is necessary to execute such documentation prior to closing. For example, in some states the sales tax planning will rely on a common carrier exemption, which requires the aircraft to be leased to a common carrier (a.k.a. a charter company) at the time of title transfer.

And Finally…

While it is not always part of an aircraft transaction, time permitting, it is advisable to have one or two pre-closing conference calls to ensure that all items on the closing checklist are completed in a timely manner.

Implicit in the above roadmap is the requirement for several phone calls to complete all acquisition structuring and tax planning, to work through pre-closing requirements including registration of the acquiring entity as a sales tax vendor (if appropriate), to complete sales tax exemption and other relevant forms, to obtain board approval, and to complete various other items identified on the closing checklist. T

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Aradian November.qxp 25/10/2017 11:51 Page 1

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For America’s aviation pioneers, the skies were a dangerous place. But Alfred Anderson sought to change all that. He became one of our country’s first African American pilots and flight instructors––training the famed Tuskegee Airman. Anderson took flying seriously. A trait we share at NBAA. We’ve been promoting flight safety and security for thousands of our members for decades. Making the skies a safer place to be. Because business aviation enables greater opportunities. And at NBAA, we enable business aviation.

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Buying & Selling 3 November.qxp_Finance 24/10/2017 10:25 Page 1

BOARDROOM T BUYING & SELLING

Buying a Jet? Make an Offer that Sticks How to Send the Right Signals to the Seller…

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If you have found the jet that’s exactly right for your requirements, the last thing

you want to do is lose it because of miscommunication or disorganization. Jet Tolbert

of American Aircraft Sales advises on how to make your offer stick… et’s suppose that you’ve done your due diligence and you’re ready to make an offer for a business jet. You haven’t merely skimmed the advertisements and decided to buy the jet for sale with the most attractive paint job. Instead you have identified the features you want, the amount you’re willing to spend in advance, and your annual budget for operations (with maintenance reserves).

Consulting your acquisition team (consisting of an aircraft broker, chief pilot and director of maintenance) you have determined the best aircraft for your budget and flight profile, and accounted for your projected ownership period. Financing has been secured, and an aviation attorney and escrow agent are on standby. You have a plan for your purchase, ownership and exit.

L

Gaining Seller Cooperation

From a seller’s perspective this is all very pertinent information. Although we live in a buyer’s market, sellers can still be more, or less cooperative depending on how they perceive the transaction will likely proceed with a particular buyer.

Understandably, the seller will want to know that they are dealing with an educated buyer who is experienced in aircraft ownership, or, if they’re a first-time buyer will at least have everything together to enable the efficient conclusion of the transaction.

Oftentimes the seller’s representative can get a feel for the buyer, assessing what they will be like in a business deal, and ultimately how likely it is that they will follow through to a successful closing. When you consider that an aircraft transaction can take anywhere from several days to months, it is understandable that the seller will be careful when it comes to committing time and resources to a potential transaction and removing the aircraft from the market.

Giving Sellers ‘Wrong Signals’

There are plenty of situations in which a seller can receive a ‘wrong signal’. A buyer needs to

Advertising Enquiries see Page 4

be aware of this, avoiding raising any red flags whether real or perceived.

One of the fastest ways for a buyer to downgrade the rating of their offer is to include no deposit or a fully-refundable deposit when they make their offer, subject to a demonstration flight. The seller will almost certainly pigeonhole that buyer as a ‘nonbuyer’ who’s only interest is in getting a free charter.

Other ‘wrong signals’ might be communicated during early conversations with the seller’s representative. This stage of discussions can be something of a minefield for the buyer, and can result in the seller being less likely to make concessions. The wrong answers to some of the seller’s early questions can deal a fatal blow to the prospective transaction.

Buyers must remember that sellers who are not careful can get stuck with the associated costs of removing their aircraft from the market. Thus sellers want assurances that the buyer is serious, and that they have the means to get the transaction done.

Buyers needs to be careful regarding advice. Input from the wrong source can lead to a lost deal, whether at an early stage or deep into a transaction that gets delayed or cancelled while the buyer scrambles to get the ducks in a row, at the expense of the seller – all because of unpreparedness and poor advice.

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.

“Other ‘wrong signals’ might be communicated during early conversations with the seller’s representative.”

Closing Thought…

Remember that even in a down market the seller is likely to be in contact with multiple prospects, all of whom will be expressing different levels of interest. Sometimes competing offers will be in play at the same time.

In essence, the seller will want to know that they are placing their expectations on the pragmatic buyer who has a reasonable sense of urgency. As that buyer, you don’t want to waste time negotiating back and forth on items that are industry standards. T

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COMMUNITY NEWS T REVIEW

NBAA-BACE2017 Round-Up NBAA's annual convention, held last month in Las Vegas, “was an all-around success, highlighting the strength of the industry, the host community and the association, on its 70th anniversary,” said the organizers. Here’s a summary…

H

ighlighting why the show was special in so many ways, NBAA president and CEO Ed Bolen remarked, “We celebrated NBAA’s 70th anniversary, and how our industry is stronger when we work together.

“We gathered in the company of aviation leaders and legends, like Capt. ‘Sully’ Sullenberger and Capt. Jim Lovell. We saw the launch of exciting new products, and we brought a city-wide convention to Las Vegas, which the city welcomed with open arms.”

The event featured about 1,100 exhibitors, including more than 100 new exhibitors. Attendance was estimated to be around 27,000, according to NBAA. Approximately 100 aircraft were on static display, both at Henderson Executive Airport and inside the convention center itself and this year brought NBAA convention debuts from Bombardier’s Global 7000, Gulfstream’s G600 and Pilatus’ PC-24.

Reflection of The Times

However, the AvBuyer view concurs with many seasoned Bizav commentators, in that it is difficult to look back at without any new aircraft launches or major announcements. Perhaps this is a reflection of the difficulty the OEMs face in selling new aircraft and the glut of young used aircraft on the market.

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deliveries are down. OEM press conferences at NBAA this year have been dominated by talk of interiors, upgrades and MRO activities.

Meanwhile, the crystal ball gazers have revised their forecasts, Honeywell cutting its 10-year forecast to 8,300 aircraft worth $249bn (down 3% in units from last year). No new aircraft announcements and the sluggish state of sales activity would suggest to some that BizAv for the foreseeable future is in a state of stagnation.

Finding the Bright Spots

Some brighter prospects for the OEMs going forward are revealed in Jetcraft’s Third Annual Business Aviation Market Forecast. Jetcraft’s ten-year projection points to a new business cycle, improved absorption rates of used aircraft, and the prediction that the trend for wide-body aircraft will continue.

The global Business Aviation installed base of just more than 21,000 aircraft will surpass the 28,000 unit mark (net retirements) in 2026, growing 33% during the forecast period.

Jetcraft’s 2017 forecast calls for 8,349 unit deliveries representing $252bn in revenues (based on 2017 pricing) to be realized by 2026. North America will again lead the way with 62% (5,176 units) market-share of unit deliveries, followed by Europe with 17% and Asia with 12% (1,420 units and 1,002 units, respectively). To read the full forecast, visit www.jetcraft.com

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Aircraft Index see Page 145

Community News Nov17.qxp_Layout 1 24/10/2017 15:49 Page 2

OEM Bites

AERION

Aerion Corporation forecasts demand for about 600 SSBJs (Supersonic Business Jets). However, aircraft certification standards, which are primarily based on aircraft weight, and other regulations in the US and abroad, will need to adapt to allow supersonic flight. ICAO Standards and Recommended Practices will also need to be revisited. www.aerionsupersonic.com

Phenom 300E Unveiled Enhanced Model Will Maintain Embraer Phenom Demand

The Phenom 300E light jet was announced as Embraer’s newest

business aircraft. The new aircraft is designated ‘E’ for Enhanced…

T

he Enhanced element of the Phenom 300E primarily references its entirely redesigned cabin and the addition of nice HD Cabin Management System/In-Flight Entertainment by Lufthansa Technik.

Originally launched in 2005, the Phenom 300 first entered the market in 2009. Leading the light jet segment since 2012, the Phenom 300 has been the most delivered business jet since 2013 with over

400 aircraft operating in close to 40 countries today. Deliveries of the Phenom 300E will commence in Q1 2018 and the aircraft inherits the Embraer DNA Design, first introduced in its larger siblings, the Legacy 450 and Legacy 500 Mid-Size jets.

The application of this design in the Phenom 300E rendered a more spacious cabin with more customization options and ease of maintainability.

More from www.embraerexecutivejets.com

Airbus Helicopters’ third H160 prototype (PT3) performed its maiden flight. PT3, with its cabin interior configuration similar to that of a serial aircraft, will contribute to certification activities and flight-testing to ensure the aircraft’s level of maturity ahead of entry into service in 2019. www.airbus.com/helicopters Boeing Business Jets announced it booked 14 new orders in the last year.

The orders include one 737, four BBJs, three BBJ MAXs, one BBJ 787-8, two BBJ 777-300ERs and three BBJ 7478s. Boeing Business Jets also unveiled a new interior design concept for the BBJ MAX 7. Created by renowned Paris-based design firm, Alberto Pinto, it features a design customized to the BBJ MAX 7’s spacious interior. www.boeing.com/bbj

BOMBARDIER

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.

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Bombardier Business Aircraft unveiled ‘The Architect’, its fourth Global 7000 flight test vehicle (FTV4).

FTV4 is the first Global 7000 aircraft to be showcased at a public event and is the first flight test vehicle equipped with a cabin interior. The aircraft will be used to validate the overall passenger experience.  www.businessaircraft.bombardier.com November 2017 – AVBUYER MAGAZINE

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Sparfell & Partners Sparfell & Partners is pleased to announce three new associates joining the team: Javier Alonso, Ulf Gedamke and Giovanni Piccione

Javier Alonso Madrid, Spain

Ulf Gedamke Berlin, Germany

Giovanni Piccione Rome, Italy

After six years working at Burroughs, S.A. (now UNYSIS) within the Marketing Department, Javier Alonso joined H & O Wilmer, S.A. in 1981 as Manager of the Aeronautical Department, becoming WIRESA Technical Director in 2000 and WIRESA President in August 2015. Alonso worked on several projects (MBB, Bell Helicopter Textron, Raytheon, Kongsberg and Diehl BGT Defence among them) with the Spanish Ministry of Defence, Ministry of Interior, and the principal Helicopter Operators and Aerotaxi Companies in Spain.

Ulf Gedamke started his aviation career at the airberlin group in 2009. He has successfully managed several restructuring programs, including disparate fleet rollover towards all Airbus aircraft. From the end of 2015 until mid-2017, he was responsible at Etihad Airways for the asset & finance management of the Etihad Airways Partners. With 20 years of experience in the aviation and finance industries, Ulf has developed a wide and global professional network, and successfully completed over 250 aircraft transactions.

Giovanni Piccione has held multiple positions within the aviation industry over the past 30 years, including working on complex transactions, as representative or advisor of airlines, business aviation clients, manufacturers, lessors and investors. He is now the MD & CEO of G&G Aviation, a representation and consulting company offering products and services to airlines, executive and helicopter operators, training centres as well as lessor and finance companies.

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Advertorial page RH November.qxp_Layout 1 25/10/2017 12:06 Page 1

Sparfell & Partners ACJ380

During EBACE 2017, the company announced its cooperation with the specialist aircraft interior designer Winch Design. Sparfell & Partners and Winch Design disclosed models and renderings of the first ACJ380 with Head of State design. The revolution is the ACJ380 Hybrid-VIP Concept, which consists in making a VIP cabin interior on the upper-deck, entirely

tailor-made. The main-deck keeps the current First-Class seats in the forward section of the aircraft, adding as many Business Class seats as desired (available from the upper-deck), in the middle section of the aircraft, and using any remaining space in the aft section for Economy-Class seats.

Sparfell & Partners is a global organisation with local expertise With over 18 associates around the world and across all sectors of aviation industry, you can always be sure to find the right expert with tailored solutions to your specific requirements and needs, wherever you are on the planet.

Based on the same principle of lawyers’ practice, every associate brings to the company his extensive experience, competence and knowledge in aviation, his network of clients and worldwide contacts.

Whether you are speaking directly to one of the partners, an associate or with one of our colleagues, you will always be in contact with accomplished professionals with a full understanding of the industry and all sharing the same level of requirements: Swiss Quality Service. We will provide you the highest excellence at every point along the timeline from first call to final delivery.

Born in Switzerland, fly all over the world

New Website Visit our new website and follow the latest news. www.sparfell-partners.com You can also find our aircraft listing in AvBuyer pages 6 & 7 Advertising Enquiries see Page 4

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COMMUNITY NEWS T REVIEW

OEM Bites Daher announced the roll-out of its 200th TBM 900 Series aircraft since the introduction of this upgraded family in March 2014. The milestone airplane, a TBM 910 version, delivered to Cutter Aviation in San Antonio, Texas. www.tbm.aero DASSAULT

G500 & G600 Exceed Expectations

The Long-Range G500 and G600 aircraft exceeded planned

Dassault Falcon Jet says that with recent deliveries to China and Russia, the new Falcon 8X ultra-long range trijet is now in service in all major markets around the world. Since its service introduction one year ago, the Falcon 8X has been delivered to customers throughout the United States, as well as in Europe, Russia, South America, the Middle East and Asia. www.dassaultfalcon.com

performance criteria, noted Gulfstream. During flight testing, the all-new aircraft have exceeded expectations, regularly

demonstrating capabilities beyond the company’s initial projections… pon entry into service, the G600 will deliver 6,500nm of range at Mach 0.85 - some 300nm farther than initially promised. At its high-speed cruise of Mach 0.90, the aircraft will fly 5,100nm, an increase of 300nm over original projections.

The G500, meanwhile, can fly 5,200nm at its long-range cruise speed of Mach 0.85. At its high-speed cruise of Mach 0.90, the G500 will offer 4,400nm.

Deliveries for both aircraft are expected to start during 2018.

U

In additional Gulfstream news, the G650ER embarked on its latest worldrecord run out of Newark Liberty International Airport on October 1, taking off for Tokyo’s Haneda Airport and landing 12 hours and 40 minutes later.

The aircraft flew on Gulfstream’s supply of renewable fuels and covered the 5,940nm trip at an average speed of Mach 0.89. Two days later, the jet returned from Haneda to Newark in 10 hours and 54 minutes at Mach 0.90.

More from www.gulfstream.com

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HONDA

Honda Aircraft Company has expanded sales of the HondaJet in Greater China with the appointment of Honsan General Aviation Co. Ltd., based in Guangzhou, as a HondaJet dealer, providing sales, service and aircraft support throughout China, Hong Kong and Macau. www.hondajet.com Leonardo Helicopters revealed that Travis County, Texas has signed a contract for three AgustaWestland AW169s for its STAR Flight program as the county-based EMS provider upgrades its helicopter fleet to more modern and capable aircraft. Travis County will be the launch customer of the EMS-configured AW169 in the US. www.leonardocompany.com  Aircraft Index see Page 145

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COMMUNITY NEWS T REVIEW

OEM Bites Nextant Aerospace introduced Part 2 of its Bombardier Challenger 604 improvement program. The newly introduced upgrade includes performance enhancements, as well as a cabin redesign. Nextant will improve the range of the aircraft by 500nm through a wing extension program. www.nextantaerospace.com PILATUS

Spike Demonstrator Takes Flight Unmanned Prototype Confirms Aerodynamic Design

An unmanned scale demonstrator flight of Spike Aerospace’s

18-passenger S-512 Quiet Supersonic Jet took place October 7, 2017 and validated the aerodynamic design of the aircraft…

part from validating the aerodynamic design of the aircraft the SX-1.2 test flights provided a tremendous amount of data regarding the flight characteristics of the aircraft.

In total, seven short flights were performed to test the design and flight

A

Pilatus Aircraft’s PC-24 was on display in Las Vegas. The PC-24 development project has now entered its final phase, and the most challenging tests have all been successfully completed.

Function reliability tests are currently underway, which corresponds to the production standard. Pilatus expects EASA and FAA certification in December. www.pilatus-aircraft.com

controls of the jet. Between each test flight, adjustments were made to the aircraft’s center of mass, balance and control surfaces.

Additional performance data was observed and collected.

More from www.spikeaerospace.com

XTI

XTI Aircraft says “the TriFan 600 is a major breakthrough in aviation and air travel”. The six-seat aircraft will have the speed, range and comfort of a business jet and the ability to take off and land vertically, like a helicopter. So far deposits have been registered for the first three production units of the TriFan. www.xtiaircraft.com 

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Community News Nov17.qxp_Layout 1 25/10/2017 09:55 Page 5

COMMUNITY NEWS T PEOPLE

Jeff Beaudette has joined the modifications and completions sales team at Duncan Aviation in Lincoln, Nebraska.

Jeffrey Beaudette

Steve Ell has joined Blackhawk Composites as manager of engineering and production. Ell has more than 16 years of managerial experience in composite manufacturing, having previously served with Cirrus Aircraft and Nordam.

announced its new 2018 Board of Directors and the Products & Services Member Advisory Council, at the recent fall membership meeting.

Eric K. Fanning becomes president and chief executive officer at The Aerospace Industries Association, effective January 1, 2018.

NARA 2018 Board of Directors

Donovan Frew formerly CTO of Secret Escapes, joins Stratajet to continue the development of its industryleading technology.

Blake Hogge has been hired by Constant Aviation to serve as director of completions and modifications sales.

Donovan Frew

Martin Lutz has moved from being demand manager at Lufthansa Technik AG in Munich, to Moscow to become CEO of Lufthansa Technik Vostok Services.

Lynn Nichols, Yingling Aviation CEO, was selected by The Wichita Aero Club as the recipient of the eighth annual Wichita Aero Club Trophy, to be presented in January.

Nel Stubbs

Kevin O’Leary Jet Advisors founder has been honored with the Aerospace Human Factors Association's Stanley N. Roscoe Award.

Jonathan Payne has been appointed senior vice president, sales and marketing at Quest Aircraft.

Markus Schmitzer is appointed Sales Director for Germany at Colibri Aircraft. Schmitzer, a fully qualified pilot, has held a number of positions in aviation sales and consulting, and previously worked as an independent aviation consultant and aircraft broker.

Nicole Wang

Nel Stubbs Conklin & de Decker vice president and co-owner has been Honored with The National Association of State Aviation Officials (NASAO) President’s Award.

Nicole Wang joins Hong Kong Business Aviation consulting firm Asian Sky Group (ASG) as Sales Manager.

Wang joins ASG following four and a half years working with Dassault Falcon.

Lorrie White

Lorrie White has joined Universal Avionics as its new regional sales manager for northeast US. Peter Zeeb becomes the new managing director of technical services at VanAllen, a leading Business Aviation consultancy.

Peter Zeeb

118

The National Aircraft Resale Association (NARA)

Jim Ziegler CEO of Greenwich AeroGroup is taking on the new role of vice chairman. Ziegler, a former Jet Aviation and Bombardier executive, will continue to steer business strategy, industry relations and acquisition activity. T

AVBUYER MAGAZINE – November 2017

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Chairman,

Brian Proctor, Mente Group Secretary, Doc Dwyer, Guardian Jet Treasurer, Chad Anderson, Jetcraft Corporation Todd Jackson, Elliott Jets Paul Kirby, Cerretani Aviation Mitch McCune, Corporate Fleet Services Chris Meisner, Meisner Aircraft

NARA 2018 Products & Services Member Advisory Council Chairman,

Jonathan Levy, Advocate Consulting Legal Group 1st Vice Chairman, Stephan Asper, AIC Title Service 2nd Vice Chairman, John Prock, Bank of America Leasing Secretary, Keith Hayes, PNC Aviation Finance

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Products & Services LH November.qxp_Layout 1 26/10/2017 10:26 Page 1

PRODUCTS & SERVICES FDManager Pte Ltd

Has appointed Freestream Aircraft Limited as its Channel Partner for sales, marketing and product support in North America. Over the past 24 months, FDManager has focused on the soft launch of its Flight Department Integration and Automation App in its Asian home region, securing a significant number of corporate flight departments and aircraft management entities.

The FDManager App fully integrates the cockpit to the back-office, automating the distribution of airframe and operations data to flight crews and integrating submitted flight records in a cloud based Management Portal, for analysis, reporting and long term archiving.

The iPad App provides real time flight crew and airframe status, electronic flight logs and replacement of all other paper forms, Document Control and flight plan handling, FDManager ensures a single point of data entry and real time situational awareness throughout the whole flight department. The iPad App is available for download from iTunes. FDManager provides an Acceptable Means of Compliance for Electronic Flight Logs and Paperless Cockpit Solutions under OTAR, FAA and EASA regimes. www.fdmanager.aero

Blackhawk Modifications’

Blackhawk Modifications’ subsidiary government and military sales division, Vector-Hawk Aerospace (VHA), the companies have teamed with Sierra Nevada Corporation (SNC) to offer the Blackhawk XP67A Engine+ Upgrade STC Kit for the King Air 350ER at 16,500 and 17,500 pounds maximum allowable takeoff weight (MTOW).

Specifically developed for military and government operations, the offering will include two factory-new Pratt & Whitney Canada (P&WC) PT6A-67A engines, new MT 5-bladed composite propeller assemblies and spinners, and a True Blue Power lithium-ion battery. Training, support, and a five year/2,500 hour enhanced new-engine warranty are also included. www.blackhawk.aero

Textron Delivers ProMaintenance

Textron Aviation is further simplifying ownership and maintenance for Cessna Citation, Beechcraft King Air and Cessna Caravan customers with its new turn-key, factory-direct maintenance solution: ProMaintenance. Customers enrolled in ProMaintenance will benefit from Textron Aviation facilitating the complete management of scheduled, unscheduled and aircraft on ground (AOG) maintenance events.

Designed to alleviate any additional complexity that comes with managing aircraft maintenance, the company says “ ProMaintenance is an ideal solution for an owneroperator or a larger operation that may not have a full flight department,” said Kriya Shortt, senior vice president, Customer Service. “ProMaintenance is just the latest example of how we are delivering on our commitment to ensure aircraft ownership is as simple as possible for our customers.” www.txtav.com 120

AVBUYER MAGAZINE – November 2017

Gulfstream Adds Customer Support

Gulfstream announced it will increase services to customers with the construction of a new maintenance facility at Van Nuys Airport near Los Angeles and the establishment of a Field and Airborne Support Teams (FAST) unit in the Boston area.

Gulfstream’s facility will complement an adjacent fixed-based operation run by sister company Jet Aviation. Operations are expected to begin in 2019.

Gulfstream Van Nuys will initially focus on line maintenance and serve as the new base of operations for the FAST unit in place at Van Nuys Airport since late 2013. Operators whose aircraft require heavier maintenance can continue to use Gulfstream Long Beach, the company-owned service center approximately 45 miles away.

Gulfstream FAST provides 24/7 customer support and includes specially equipped vehicles in the U.S. and Europe, more than 125 dedicated technicians worldwide and two dedicated aircraft based in the U.S. www.gulfstream.com

GlobalParts takes Learjet Legacy Support to Next Level

GlobalParts continues to build on the service level to Learjet owners as the delegated Learjet 20, 30 and 50 series supplier by introducing Learjet Legacy support. Two years ago, GlobalParts.aero was deemed by Bombardier, as the sole provider of aircraft parts planning, stocking and distribution for the more than 1200 legacy Learjet models in operation today. www.GlobalParts.aero

WFS Introduces myWorld iPad app

World Fuel Services (WFS) announced and demonstrated their new myWorld iPad app at the recent NBAA show. Designed for business aviation, myWorld merges Online Flight Planning (OFP), FuelFinder, location finder, and Trip View into one mobile application. The app features advanced information and technologies from leading companies including IBM, Seattle Avionics, Aircraft Performance Group, NavBlue, Mapbox, and SkyVector.

The myWorld iPad app is the first release in a broad strategy to combine separate WFS applications into one easy-to-use environment.

“Users no longer want to jump between several apps to plan their trips,” said Jeff Briand, senior vice. www.wfscorp.com

www.AVBUYER.com

Aircraft Index see Page 145

Products & Services RH November.qxp_Layout 1 26/10/2017 10:27 Page 1

PRODUCTS & SERVICES COMLUX IS FIRST TO COMPLETE A BBJ MAX 8 CABIN

Comlux Completion has been awarded the cabin outfitting contract of the first BBJ MAX 8 aircraft, for an undisclosed customer. The aircraft will input into Comlux Indianapolis facilities in 4th quarter 2018, for redelivery by fall 2019.

“Since 2008, Comlux has continuously performed the most customized, engineered and luxurious cabin completions. Almost 10 years later, we are honored to be selected by the first customer of the BBJ MAX 8 program to complete their future aircraft” stated Scott Meyer, CEO Comlux Completion. “The first MAX 8 signature together with the neo cabin contract signed in August are paving the way for establishing Comlux as a leader in the VIP completion market and for building a bright future for our company and its employees.”

Comlux is one of the leaders in business aviation, operating worldwide with the highest standards of safety and quality. In addition to its dedicated VIP flight service program OneAbove by comlux, Comlux offers a comprehensive set of services to VIP customers who wish to have their own aircraft managed personally and professionally. This includes exclusive aircraft management, sales and acquisitions, VIP cabin design and completions as well as aircraft maintenance and upgrade services.

For further details contact: marketing@comluxaviation.com completion@comluxaviation.us www.comlux.com

bathroom at the rear. With its brand-new paint, a partial refurbishment and updated maintenance, the Lineage 1000 is in a great position to launch into the European charter market.

“We’re delighted to position this aircraft in Europe with a quality operator like Comlux a leader in private aviation. This Lineage 1000 is a unique asset with a combination of cabin and range that’s very well suited to the European market. Positioning this aircraft, which is available for sale or lease, with a quality operator like Comlux will ensure maximum exposure to a well-established private aviation clientele” said Ben Murray, Senior Managing Director Asset Management, Global Jet Capital.

Andrea Zanetto CEO Fly Comlux said “I am very pleased that Comlux was selected by Global Jet Capital to manage their Lineage 1000. With its large size, the aircraft fits perfectly into our Comlux fleet. We have accumulated a wide experience in managing ultra large cabin VIP aircraft and our knowledge of this market is an asset for Global Jet Capital. This is just the beginning of our relationship with Global Jet Capital as the goal is to continue this partnership in the future with other aircraft that are in their portfolio.”

Global Jet Capital With $2.5 billion in assets under management, Global Jet Capital provides financing solutions for the private aircraft market. The company is capitalized by world-class private investors with expertise in the global aviation industry: GSO Capital Partners, a Blackstone company, in partnership with FS Investments, The Carlyle Group and AE Industrial Partners. The Global Jet Capital management team has served the private aircraft industry for a combined 200-plus years and has completed over 3,500 aircraft transactions. The company has the expertise, financial strength, industry relationships and infrastructure necessary to offer a variety of flexible financing solutions at the speed the market requires. www.globaljetcapital.com Comlux is one of the leaders in business aviation, operating worldwide with the highest standards of safety and quality. In addition to its dedicated VIP flight service program OneAbove by comlux, Comlux offers a comprehensive set of services to VIP customers who wish to have their own aircraft managed personally and professionally. This includes exclusive aircraft management, sales and acquisitions, VIP cabin design and completions as well as aircraft maintenance and engineering services. www.comlux.com

COMLUX TO OPERATE GLOBAL JET CAPITALS LINEAGE 1000

Comlux also announce that its Aviation division, Fly Comlux, has been selected by Global Jet Capital, a leading provider of corporate aircraft financing solutions, as the management company for their Lineage 1000. The aircraft, showcased on the static display at NBAA 2017, will be based in London Stansted Airport and will be available exclusively for ad-hoc charter, long term charter or wet lease by OneAbovebycomlux Global Jet Capital’ Lineage 1000 is certified for 19 TT&L seats and sleeps 11 people comfortably. It features a very spacious welcome lounge with a forward galley and separate seating zones for groups, and it offers a separated master bedroom and master Advertising Enquiries see Page 4

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Amstat November.qxp_Layout 1 25/10/2017 16:13 Page 1

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2018 NBAA REGIONAL FORUMS West Palm Beach, FL Wednesday, Jan. 24

White Plains, NY Thursday, June 21

San Jose, CA Thursday, Sept. 6

NBAA’s Regional Forums bring together local business aircraft owners, operators, manufacturers and other aviation professionals for a one-day event at some of the most accessible business aviation airports in the nation. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day. Visit the website to learn more and register.

REGISTER TODAY: www.nbaa.org/forums

Jetsense Aviation Citation Encore November.qxp_Empyrean 25/10/2017 09:44 Page 1

S H O W C A S E

Priced at $2,450,000 USD 2002 Cessna Citation Encore Serial Number: Registration: Airframe TT: Landings:

0622 N743DB 2224.5 1149

 2225 TTSN  Universal UNS-1EW FMS  Single WAAS/LPV  Phase 5 Complied with May 2017  Part 91 Operated & Always Hangar Airframe Maintenance Tracking Enrolled on CAMP Engines Left Right Description: PW535B PW535B S/N: PCE-DC0171 PCE-DC0170 THSN: 2224.5 Hours 2224.5 Hours TCSO: 1145 Hours 1145 Hours Inspections INSPECTION FREQUENCY REMAINS | DUE PHASE 1 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 2 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 3 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 4 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 5 36 Mths/1200Hrs1169.2Hrs/May2020 PHASE B 150 Hours 27.3Hrs/2251.8 Hrs PHASE 11 6 Months 2Mths/Nov2017 PHASE 18 12 Months 1Mths/Oct2017 Avionics EFIS (Electronic Flight Instrument System) 3Tube Honeywell Primus 1000 / Primus II FMS (Flight Management System) 1 Universal UNS 1K

TCAS (Traffic Collision Avoidance System) 1 TCAS II ADC (Air Data Computer) Honeywell AZ-840 NAV (Navigation Radio) 2 Honeywell RNZ-850 VHF COM (Very High Frequency Communication) 2 Honeywell RCZ-833E HF RADIO SYSTEM 1 Bendix/King KHF-950 WEATHER RADAR 1 Honeywell P880 RADIO ALTIMETER 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Honeywell CVR 1 Solid State IFCS (Integrated Flight Control System) 1 Honeywell Primus 1000 General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 43/28 Cabin Height (Ft) 4’9” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 397.94 Seats Full Range (NM) 1,374 Balance Field Length (Ft) 3,822 Landing Distance (Ft) 3,204 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 363 Interior Number of Passengers Seven (7) + Belted Lav (8 Total) Galley Location Fwd Galley Lavatory Location Aft Belted Lav Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Green and Beige

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com November 2017 – AVBUYER MAGAZINE

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Jet Sense Aviation Falcon 100 October.qxp_Empyrean 25/10/2017 09:46 Page 1

S H O W C A S E

Priced at $749,000 USD 1988 Dassault Falcon 100 Serial Number: Registration: Airframe TT: Landings:

0213 N711HF 5624 4543

 2015 Paint and Interior  Engines on Honeywell MSP Gold  5600 Hours Total Time  Enrolled on CAMP  RVSM Equipped

Airframe Maintenance Tracking Enrolled on CAMP Engines Left Right Description: TFE731-2-1C TFE731-2-1C S/N: P73574 P-73567 THSN: 5385 Hours 5558 Hours TCSO: 4350 Hours 45021 Hours Program: MSP Gold MSP Gold Inspections INSPECTION FREQUENCY REMAINS | DUE A Inspection 6Mths|300Hrs 293.8|Oct.2017 A2(+) Insp 12Mths|600Hrs 593.8|April2018 A4(+) Insp 24Mths|1200Hrs 1193.8|April2019 B Inspection 1200 Hours 1040|Jan2026 B2 Inspection 2400 Hours 1536.7|Feb2030 B3 Inspection 3600 Hours 1546.7|Mar2030 C Inspection 6Yrs|4200Landings4056Landings Feb 2019 C2 Inspection 12Yrs|8400Landings 8256 Landings Feb 2025 C3 Inspection 18Yrs|12,600Landings12,155 Landings Jan. 2024

Avionics EFIS (Electronic Flight Instrument System) 5Tube Collins EFIS-85C FMS (Flight Management System) 1 Universal UNS 1K TCAS (Traffic Collision Avoidance System) 1 TCAS I ADC (Air Data Computer) 2 Collins ADS 87 NAV (Navigation Radio) 2 Collins VIR-32 VHF COM (Very High Frequency Communication) 2 Collins VHF-22B HF COM 2 Bendix/King KHF-950 WEATHER RADAR 1 Collins WXT-350B RADIO ALTIMETER 2 Collins ALT-55B Transponder 2 Collins TDR-90 AUTOPILOT 1 Collins APS 80 CVR 1 Fairchild A100 Interior Refurbished in 2015 Number of Passengers Seven (7) Galley Location Fwd Galley w/Microwave Lavatory Location Fwd Lav Other Notable Features Aux Cabin Heat, Mahogany Burlwood Cabinets, Aft Baggage Compart-ment, Baker Cabin PA/Chime, Baker Cockpit Audio System Exterior Refurbished in 2015 Base Paint Color(s) Matterhorn White Stripe Color(s) Forest Green and Gold

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 145

Jet Sense Aviation Citation X November.qxp_Empyrean 25/10/2017 09:46 Page 1

S H O W C A S E

Priced at $2,395,000 USD 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 Description: S/N: THSN: TCSO: Program:

Left Right Rolls Royce Rolls Royce CAE330175 PCE-DB0238 12828 Hours 12588 Hours 8711 Hours 8511 Hours 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

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

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

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com November 2017 – AVBUYER MAGAZINE

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Mente November.qxp 26/10/2017 10:56 Page 1

S H O W C A S E

2011 Challenger 300

Delray Dobbins, Tel: +1 (214) 351-9595 Cell: +1 (214) 551-5151 E-mail: ddobbins@mentegroup.com

Serial Number: Airframe TT: Landings:

C406-N w NAV Interface Interior & Entertainment Entertainment / Connectivity: ▪ Aircell ATG-4000 ▪ Datalink (C23-406) ▪ DVD/CD Player ▪ Airshow 4000 with two 20” Monitors ▪ Lufthansa Technik CL-300 NICE System CMS Interior (2010/2017): ▪ 9 Pax, Eight place with double club configuration with executive fold out tables and a Belted Lav ▪ New Carpet (2017) ▪ Aft Lav ▪ Pocket Door between Galley and Cabin ▪ Forward Galley with Microwave and with Two Hot Liquid Dispensers Exterior (2010): ▪ White with Black, Red, and Grey Stripes

20298 3503 2915

• ENGINES, APU AND AIRFRAME ON PROGRAMS • AIRCELL ATG-4000 • NEW CARPET • ONE OWNER • ALL MAJOR MAINTENANCE PERFORMED BY BOMBARDIER APU Honeywell GTCP36-150(BD)▪ Serial Number P-410 Total Time 2,982 Engines ▪ Engines: Honeywell MSP ▪ HTF7000 Left Right ▪ Serial Numbers P118734 P118730

▪ Hours 3,503 3,503 ▪ Cycles 2,915 2,915 ▪ Next Shop Visit (MPI) On-Condition On-Condition ▪ Core Zone Insp (CZI) On-Condition On-Condition ▪ Improved Combustion Liner SB 72-9044 Rev. 3 Avionics ▪ ADC (Air Data Computer) Dual ADC-3000 ▪ CVR (Cockpit Voice Recorder) Single L3 Technologies FA2100 CVR ▪ Data Loader Single Collins DBU-5000 ▪ DME (Distance Measuring Equipment) Dual Collins DME-4000 ▪ EFIS (Electronic Flight Instrument System) 4 LCD Collins Pro-Line 21 w Dual IFIS ▪ EGPWS (Enhanced Ground Proximity Warning System) w Windshear and Terrain Display Single Honeywell TAS-5000, Mark V w/ RAAS ▪ ELT (Emergency Locator Transmitter) Single Artex

2016 Pilatus PC-12NG

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

Serial Number: Airframe TT: Landings:

Satellite Graphical Weather TAWS Class B & TCAS I (KMH 980) Honeywell Dual Chartlink RVSM Equipment Coupled VNAV Iridium Antenna and Port mounted at seat #2 Wireless Connected Flight deck Interior & Entertainment Interior: “New Century” BMW Executive Seating 6+2 “Volaero Marseille” with quilted inserts. Chocolate pudding leather inserts on tables and drink rail. Cabinets are Smoked Eucalyptus wood with a gloss finish. Three 110V outlets in cabin and two in the cockpit. Cockpit has Dual USB Charging Dock Exterior Polished Exhaust Stacks and Intake Lip. Paint is Titanium base color with Radiance Premium Custom paint scheme

1589 325 170

• LOW TIME – 325 HOURS • ONE OWNER • FORMER DEMONSTRATOR • SIX PLUS TWO SEATING • “NEW CENTURY” INTERIOR • WAAS/LPV • ADS-B OUT Airframe Certification Date: January 4, 2016 Certification: Part 91 Base: Seattle, WA

Engines PT6A-67P 325 Hrs 170 Lndgs SN SA17 Propeller: Hartzell 5 Blade Composite 325 Hrs170 Lndgs PNHC-E5A-3A/NC10245B SN SA17 Avionics & Connectivity Honeywell “Premium” Primus Apex Avionics Package with the following options: Copilot PFD with Copilot Audio/Marker Panel SmartView™ Synthetic Vision System GPS WAAS/LPV Functionality Second GPS Second Mode S Transponder Stormscope(WX 500)

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

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

Aircraft Index see Page 145

JetPro Texas Beechcraft King Air B200 November.qxp_Heeren Cit Ultra sep 24/10/2017 17:11 Page 1

S H O W C A S E

2003 Beechcraft King Air B200 Serial Number: Registration: Airframe TT: Landings:

BB-1833 N375JP 5,907 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 November 2017 – AVBUYER MAGAZINE 129

Empyrean Aircraft Hawker 850XP September.qxp_Empyrean 24/10/2017 17:12 Page 1

S H O W C A S E

Asking price reduced to US$2,850,000

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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www.AVBUYER.com

Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com Aircraft Index see Page 145

Flight Force Challenger 300 November.qxp 25/10/2017 11:27 Page 1

S H O W C A S E

2010 Bombardier Challenger 300 Serial Number: Airframe TT: Landings:

20252 3685 1893

The dependable Challenger 300 offers true transcontinental range and superior longrange cruise speed, with eight to ten passengers. Its 3,065NM (5,646km) range connects Toronto and Bogotá non-stop, and its superior airfield performance allows the aircraft to operate out of 5,000ft.

(1,524m) runways. The Challenger 300 has exceeded customer expectations since its entry into service in 2004.

Certification EU OPS, EASA Programs JSSI Plus Maintenance tracking program CAMP Avionics and Equipment Triple Rockwell Collins VHF-4000 with 8.33 MHz communication radios (one with voice and data) Dual Rockwell Collins NAV-4000 (VOR/ILS/MKR/ADF) Automatic Direction Finder (ADF) Dual Rockwell Collins HF-9031A radio with SELCAL Dual Rockwell Collins DME-4000 Distance Measuring Equiment (DME) Dual Rockwell Collins RIU-4100 Radio Interface Unit (RIU) with SELCAL Dual Rockwell Collins TDR-94D Transponder Rockwell Collins TTR-4000 TCAS II

EICAS V6.0: Dual Rockwell Collins FGC-3002 Flight Guidance Computer (FGC) Rockwell Collins Weather Radar RTA-854 Honeywell MK VIII Enhanced Ground Proximity Warning System (EGPWS) Rockwell Collins ALT-4000 radio altimeter Artex C406-N Emergency Locator Transmitter (ELT) with nav interface L-3 (120 minutes) Cockpit Voice Recorder (CVR) L-3 FA-2100 Flight Data Recorder (FDR) Dual Rockwell Collins FMC-5000 Flight Management System (FMS) Dual Rockwell Collins GPS-4000A GPS Dual Rockwell Collins AHC-3000 Attitude Heading and Reference System (AHRS) Dual Rockwell Collins ADC-3000 Air Data Computer (ADC) Rockwell Collins DCU-5000 data concentrator unit Crew Accessories Lighted control-wheel chart holders Additional Equipment Emergency DC power system with hydraulic C24 motor-driven generator Extended over-water kit with extended oxygen bottle Machining Programming Manufacturing Inc. folding step ladder for tailcone equipment compartment access Service panel system lights Interior 8-passenger executive configuration Custom light colored interior Club seating, observer seat (model 409-0001)

Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

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IJM Lineage 1000 October.qxp_Empyrean 24/10/2017 17:14 Page 1

S H O W C A S E

2013 Embraer Lineage 1000 Serial Number: Registration: Airframe TT: Landings:

19000571 OE-LUV 1138 352

Discover the maximum convenience in travel experience. Get on-board this fantastic Wide-Body aircraft and feel at home.

• Fresh from 48 month inspection • Spacious cabin for up to 19 passengers configured in 5 zones • Stunning aft bedroom with Queen Size bed • Spacious aft lavatory and stand up shower • Cabin WI-FI and high speed internet access • Airframe enrolled on Embraer Enhanced Care • Engines enrolled on GE On-Point • Operated under EU OPS 1 Basic Data AFTT: 1138 hrs, AFTC: 352 ldgs, ENGTT: 1138 hrs, ENGTC: 352 cyc

Cabin and Equipment The cabin is split into five distinctive zones separated by privacy doors, crew area and crew lavatory, a galley offering all the functions of a state of the art kitchen. Full berthing reclining capabilities as well as an open and spacious mid-section coming with two single club seats, a wardrobe and passenger lavatory a curved two passenger divan to the right and a credenza including a 32 inch LCD display to the left.

A double club seat- opposite to a single club seat configuration leads to the luxurious aft bedroom.

The aft baggage compartment is accessible during flight via a swinging door.

Avionics Honeywell Primus EPIC containing: CPDLC – ATN B1 capability, Selcal capability, Standard avionics meet all requirements for global operations, Category II approach cert., Dual Cursor Control Devices, RNP AR 0.3, EGPWS, Windshear detect. sys., RAAS, Dual FMS, incl.

Worldwide database capability, Vertical Glide Path Mode, Coupled LNAV / VNAV, LPV capability, Com. Mgmt Funct., ACARS with 3rd VHF Modes, Class 2 EFB, 2nd Radio Alt., Dual MCDU, Smart Probes, Dual HF & VHF systems.

MAKE OFFER FOR SALE OR LEASE International Jet Management Gerald Zenger, Aircraft Sales Manager International Jet Management GmbH Concorde Business Park 2/F14 A-2320 Schwechat, Austria

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www.AVBUYER.com

Tel: +43 664 839 49 84 or Office: +43 1 707 82 500 Email: aircraft@ijm.at www.ijm.at Aircraft Index see Page 145

European Aircraft Sales October.qxp_Heeren Cit Ultra sep 25/10/2017 10:56 Page 1

S H O W C A S E

2004 Cessna Citation CJ2 Serial Number: Registration: Airframe TT: Landings:

C525A-0209 OY-UCA 4,085 3,545

This beautiful Cessna Citation CJ2 can be described with three words: Simplicity, economy and Performance. The CJ2’s operating costs are just as low as the original Citation Jet, but it offers a lot more range and a faster cruise speed.

The aircraft currently operates on an AOC and if sold within Europe, it can remain on this AOC for charter revenue. Furthermore this aircraft is approved and certified for single pilot operations.

Ready for delivery with fresh Doc. 10 and two new main landing gears.

Engines Williams Int. FJ44-2C (PN 60500) enrolled under JSSI Premium Maintenance CAMP controlled Maintenance programme Avionics • Collins Proline 21 Avionics System • Third Display (Copilot’s PFD) • Hecto-Pascal/ Inch Switch for Baro Units • FMS Universal UNS-1L interfaced with the ProLine21 system • Portable Data Transfer Unit • Dual Garmin GNS-530A Radio Package with 8,33 KHz comms

• HF Honeywell KHF-950 • SELCAL Collins CSD-10 • XPDR Dual GTX-330D Mode S Diversity • EGPWS Honeywell Mark V • Marker Beacon Bendix/ King KR-67 (Single) • DME Honeywell KN-63 (Single) • ADF Honeywell KR-87 (Single) • ELT Artex C406-2 • TCAS I Goodrich Skywatch HP interfaced with the ProLine21 display system • RADAR TWR-850 Turbulence Radar • RADIO ALT Collins ALT-55B • Safe Flight N1 Computer • CVR L-3 Comms FA-2100 • Voice Annunciator • Devore Tail logo • Precise Flight Pulse light system Other Equipment RVSM EU OPS EASA Steep Approach STC P-RNAV Approval for single UNS-1L EASA 10046793 Aircell ST3100 Satellite Phone System with two handsets (One Flush mounted in cockpit overhead and one flush mounted in LH cabin sidewall) 50 Cu. Ft Oxygen Bottle Marathon Large Nickel Battery 1200W/ 220 VAC Outlet in cockpit and in cabin Optional PSU indirect lightning

Exterior Overall Snow White, with two stripes along the fuselage in Ameri Blue and Bright Poppy ASKING PRICE: USD 2,575,000 (ex.VAT)

European Aircraft Sales Gl Skolevej 26 - DK-6462 Morud Denmark

Advertising Enquiries see Page 4

Interior Aft view of the interior with Pacific Tailoring Seats and in light kahki colors. In the back you see the aft lavatory with fully closable door and belted seat

www.AvBuyer.com

Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com November 2017 – AVBUYER MAGAZINE 133

C-Air Transport Services Ltd June.qxp_Empyrean 25/10/2017 10:59 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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www.AVBUYER.com

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

Aircraft Index see Page 145

CAI November.qxp 24/10/2017 17:15 Page 1

S H O W C A S E

2002 TBM 700B Serial Number: Registration: Airframe TT: Landings:

220 N708CG 2,201 1,607

Engine PRATT & WHITNEY PT6A-64 (3500 HOUR TBO) 2,201 HOURS SNEW 361 SHS Propeller 2,801 TSN – 138 SPOH Avionics HONEYWELL/GARMIN Garmin 600 EFIS dual 6.5” LCD Garmin GMA-340 Audio Panel Dual Garmin 530 GPS/COMM/NAV/WAAS Dual Garmin GTX-327 transponder Bendix/King KMD-850 MFD Bendix/King KFC 325 IFCS 3 axis Autopilot Bendix/King KGP-500 TAWS Bendix/King RDR-2000 VP Color Radar Bendix/King KRA-405B RadAlt Bendix/King KR-87 ADF BF Goodrich WX 500 Stormscope BF Goodrich Skywatch TCAS I ELT 96A

Features NO DAMAGE HISTORY KEITH FREON AIR CONDITIONING GASEOUS OXYGEN SYSTEM AIRBORNE HOURMETER PULSE LIGHTS ANTI-COLLISION SYSTEM GARMIN GAD-43 ENG. CONDITION TREND MONITORING (ECTM) STAND-BY VACUUM ARTIFICIAL HORIZONFULL KNOWN ICING – LH & RH HEATED WINDSHIELDS FULL CO-PILOT INSTRUMENTS LARGE “CARGO STYLE” ACCESS DOOR Interior SIX SEATS COMPLETED IN BEIGE LEATHER; BEIGE ULTRALEATHER HEADLINER; THE OVERHEAD CONSOLE AND EXECUTIVE WRITING TABLE ARE COMPLETED IN LIGHT BURLWOOD; REFRESHMENT CABINET, EXECUTIVE WRITING TABLE, AND PILOT SIDE RELIEF TUBE Maintenance ANNUAL “A+” INSPECTION COMPLIED WITH MARCH 2017 BY DAHER-SOCATA POMPANO BEACH, FL

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

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

November 2017 – AVBUYER MAGAZINE

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Arcos Jet November.qxp_Empyrean 25/10/2017 11:31 Page 1

S H O W C A S E

Offered exclusively by ArcosJet 2012 Bombardier Challenger 300 Serial Number: Registation: Airframe TT: Landings:

20357 OE-HDI 1350 917

The Bombardier Challenger 300 is a sophisticated high-performance private jet and one of the best-selling super-midsize aircraft in the world. This Challenger 300 was delivered in June 2012 and has since been in the possession of one very careful owner, who used it sparingly accumulating just over 1300 hours. This aircraft is one of the hottest deals on today’s market and exceeds expectations in quality, interior amenities, and performance.

The interior has a classic 10-passenger layout with 6 seats and a 3-seat divan in the back, plus a lavatory seat (when necessary). The immaculate cabin shows like new and has a contemporary feel. The overall light interior with luxurious beige leather chairs and a contrasting walnut burl veneer with brushed gold colored plating is lavish and inviting.

The aircraft is equipped with a number of connectivity and entertainment options, including wi-fi, sat phones, and Airshow, making it possible to stay in touch with the world or indulge in your favourite pastimes in flight.

• ENGINES AND APU ON 100% JSSI • 10-PASSENGER INTERIOR • ONE OWNER SINCE NEW • LIKE NEW CONDITION • ABUNDANT EQUIPMENT AND INFOTAINMENT OPTIONS

Avionics Dual Collins Adaptive Flight Display AFD-5220 E Dual Collins Adaptive Flight Display with EICAS AFD-5220 Dual Collins FMS Control Display with EICAS CDU-5200 Dual Collins NAV-4000 Dual Collins ADF-4000 Dual Collins DME-4000 Dual Collins Mode S Transponder - TDR 94D Dual Collins FMS - FMC-5000 Dual Collins GPS-4000S Dual Collins HF-9031A Dual Collins RIU-4100 with Selcal Triple VHF-4000 COMM’S w/8.33 KHz Collins RTA-854 WX Radar Collins TCAS II w/ Chg. 7.1 TTR-4000 Satcom ICS-200 L3 COM CVR L3 COM FDR Equipment Dual Collins FSU-5010 IFIS WLAN access point Honeywell MK-VIII EGPWS DBU-5000 Data Loader CD Player DVD Player Two screens in Cabin Airshow 4000 Exterior Overall Matterhorn White With Gold, Silver And Black Accent Striping Location Austria, Vienna Price: Make Offer

Arcosjet Sergei Lukin

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www.AVBUYER.com

Tel: +7 915 030 8980 Email: sergei.lukin@arcosjet.com

Aircraft Index see Page 145

Altus Aviation October.qxp_Layout 1 24/10/2017 17:16 Page 1

ඍඁൾ ൻൾඌඍ Cඁൺඅඅൾඇ඀ൾඋ 604 ංඌ ൺඍ ඐඐඐ.CL604FඈඋSൺඅൾ.ർඈආ

2005 Cඁൺඅඅൾඇ඀ൾඋ 604 | S/N 5594 | 3,680 Hඈඎඋඌ AFTT | GE Oඇ Pඈංඇඍ, Sආൺඋඍඉൺඋඍඌ & MSP | ADS-B Oඎඍ

Eඅංඍൾ Sൾඋඏංർൾ Fඈඋ Eඅංඍൾ Cඅංൾඇඍඌ

Fංඇൽ ඈඎඍ ආඈඋൾ ൺൻඈඎඍ ඍඁංඌ ൺංඋർඋൺൿඍ: ඐඐඐ.CL604FඈඋSൺඅൾ.ർඈආ | CL604@AඅඍඎඌAඏංൺඍංඈඇ.ർඈආ | US: +1 888 337 3439 | EU: +49 1766 255 5634

MEBAA November.qxp_Layout 1 25/10/2017 15:52 Page 1

Singapore Airshow September.qxp_Layout 1 18/09/2017 16:21 Page 1

EXHIBIT AT ASIA’S LARGEST BUSINESS AVIATION EVENT The Asian Business Aviation Conference & Exhibition (ABACE2018) will feature thousands of attendees, over 180 exhibitors, a full spectrum of aircraft on static display and representation from 50+ countries. Don’t miss this important opportunity to gain brand recognition and be seen as an industry leader at Asia’s premier business aviation event. Learn more and submit your exhibit application today.

LEARN MORE | www.abace.aero/2018

P141-144.qxp 26/10/2017 10:30 Page 1

Marketplace Citation X

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

Capital Jet Group, Inc Price:

$6,395,000 USD

Year:

2008

S/N:

287

Reg:

XA-RSA

TTAF:

3181

Winglets for better DOC’s, range, speed, & climb performance.

Primus Elite five LCD Cockpit upgrade, featuring dual WAAS/LPV FMS 6.1, RAAS, TCAS 2000, XM-WX, dual Laseref IV, dual HF, & FDR. Fresh inspection package Citation Service Center-ICT, RR CorporateCare, APU MSP, Pro Parts, MSG-3.

Late S/N delivered with split bus mod, aileron regearing, 5% higher TO thrust, higher gross weight, and updated crew and cabin seats. Top corporate operator. No damage history

Location: USA

Bombardier Challenger 350

Tel: +1 (540) 428 4388 E-mail: wromaine@aciaviation.com

ACI Consulting Price:

$16,500,000 USD

Year:

2014

S/N:

20501

Reg:

N501BZ

TTAF:

2,331

Available Immediately. Fresh 12 and 36 Month Inspections Completed Late-June 2017. Fresh 600/1,200/2,400 Hour Inspections Completed early-September 2017. 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: United States - CT

Embraer Lineage 1000

Tel: +971 504 962 978 E-mail: mohidxb@icloud.com

Mohammed Mohiuddin Price:

$32,000,000 Excl. VAT Flew less than 400hrs and warranty still valid until another

Year:

2013

2years

S/N:

NA

GE Engines

Reg:

NA

Full checked up done September 2017

TTAF:

400

Please contact for more details.

Location: Germany

Bombardier Challenger 604 Galileo Aviation Flight Support Ltd Price:

Please Call

Year:

1998

S/N:

5373

Reg:

T7-BRE

TTAF:

8100

Tel: +33 (0) 775 104 807

APU on MSP Gear Overhaul c/w August 2006 Satcom Communications System Dual Collins FMS-6000 w/Dual GPS-4000 Triple Litton LTN-101 Inertial Reference System Part 135 Compliant.

5050 Landings, General Electric Engine CF34-3B

Location: France, Europe

E-mail: Vincent.schweitzer@barentsrm.com

Hawker Beechcraft 800A

Galileo Aviation Flight Support Ltd Price:

Please Call

Year:

1998

S/N:

258115

Reg:

N666JC

TTAF:

6893

Location: France, Europe

Tel: +33 (0) 775 104 807

Engines: Honeywell Garret TFE731-5R-1H. Avionics: Five Tube EFIS 85. Dual Collins ADS 82 w RVSM Dual Collins DME-42. Dual Collins AHRS 85. Dual Global GNS XLS w GPS. Dual Collins VIR32A Nav. Dual Collins VHF 22C Com. Int: 10 Pax Configuration. Crew Jump-seat. Blue Leather Seat / Blue Carpet.

Gold platted fittings. Ext: Overall Matterhorn. Dark Blue Tail.

Wings repainted January 2011. ELT Artex 406. VCR / Airshow / Cabin-phone. Emergency Ground Proximity Warning.

System Aircraft Collision Avoidance System. Steep Approach Mode. Digital Electronic Engine Computers Mode S Transponder

E-mail: Vincent.schweitzer@barentsrm.com Advertising Enquiries see Page 4

www.AVBUYER.com

November 2017 – AVBUYER MAGAZINE

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P141-144.qxp 25/10/2017 13:37 Page 2

Marketplace Hawker Siddeley 125

Paul Crowther Price:

$32,000,000 Excl. VAT 25% OR 50% sharehodling available to a UK/London based user. A

Year:

2013

S/N:

NA

Reg:

NA

TTAF:

400

Location: Germany

Cessna 414

Filip Leven Price:

$349,000 Excl. VAT

Year:

1973

S/N:

414-0382

Reg:

SE-FZL

TTAF:

5566

Location: Sweden

Cessna P210N Silver Eagle

Vienna Jets Price:

$709,000 VAT Paid

Year:

1978

S/N:

P21000099

Reg:

N4422N

TTAF:

4078

Location: Austria

Beech King C90B XP

Tel: +44 (0)778 522 8484 E-mail: paul@atlanticmarine.co.uk

Augsburg Air Service Price:

Call for Price

Year:

1992

low cost into a stunning mid size jet alongside two other long term and experienced owners. The aircraft is based at Biggin Hill, London and is operated on an AOC. The part owner will have the benefit of subsidised crewing and flight costs within a share package. This is a low hours and very well maintained airfcraft. Always hangered and in A1 condition. Said by many to be one of the best examples in the world today. Present Hours 6033 with 4942 landings. The aircraft is compliant with EASA Ops. All Structural Inspection (X-Rays) carried out in Jan '17.along with 12.24.48 month inspections

Tel: +46 739 462 312 E-mail: filipleven@yahoo.com Pilots dream Cessna 414. RAM VI engines 185/185 SMOH, 6/6 SPOH. Dual G600, GNS530/430 WAAS, KMD540 MFD, S-tec Auto pilot, Alt-preselect, Dual GTX330, DME KN64, Dual ADF KR87, COM#3 KY196B, KMA24H, WX-Radar, Storm Scope, Traffic, Shadin Fuel Comp. EDM760 (monitoring on all cylinders). GAMInjectors, Analogue Standby instruments, Radar altimeter, Prop-sync, Propeller unfeather accumulators, Variable Rate Pressurization, Same owner, maintenance & CAMO since 1989. Fresch annual. EASA reg. All SIDs & ADs done. No known damage history. Always hangared.

Tel: +43 (0) 676 721 7335 E-mail: thomas.wieser@viennajets.com PRICE REDUCED !!! Excellent Opportunity ! TTAF: 4078 / 740 since overhaul! his beautiful P210 was converted by O & N in 2008. One owner flown and operated since then, always hangared. Fully loaded with options. Fresh Annual and 100hr inspection in 04.2017. Engine/Prop Total Time: only 740.

More than 1000hrs to Hot Section Inspection. Avionics: Chelton Avionic Package: Pilot Centered PFD and ND, Synthetic Vision incl. Highway in the Sky, Flight Path Vector, Terrain, etc.

Options: Turbine Enhancement. Pulldown Generator. Flint Tip Tanks - total 147 USG capacity. 6 Bose Headset jacks

Tel: +49 171 210 20 37 Email: sales@aas-augsburg.de EASA-Reg, Engine TT 1000hrs, APS-65/EFIS-84, Avidyne EX-500 MFD, GPS-400, NAV (Annex 10), 2 x Mode-S, WX-950 & more, fully refurbised, Blackhawk Mod (PT6A-135A Engines) - Top deal!

S/N: Reg: TTAF:

3.450

Location: Germany

Beech King C90B GTi

Augsburg Air Service Price:

Call for Price

Year:

2008

Tel: +49 171 210 20 37 Email: sales@aas-augsburg.de EASA-Reg, Pro Line 21 Avionics, TCAS 1, 2x COM 8.33 kHz, 2x TDR94D Mode-S XPDR, FMS/BRNAV-FMC-3000 & more, Oxygen 66 cu.ft, ECH-5000 Electronic Charts - good condition !

S/N: Reg: TTAF:

2.230

Location: Germany

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Aircraft Index see Page 145

P141-144.qxp 25/10/2017 13:38 Page 3

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

Leonard Hudson Drilling

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

Location: TX, USA

Exceptional 1995 Hawker 800A, N337WR, full true world 2600 nm range. Will consider trades for Citation CJ1, CJ2 or Bell 212, 412 or 407. Cycles: 4676. Engines: TFE 731-5R-1H Dee Howard Thrust Reversers enrolled on MSP Gold. APU: Sundstrand T-62T40C8D1 Hours: 3807 Cycles: 5902. Avionics: Honeywell Primus II. Autopilot: Honeywell DFZ 800. Flight Management System: Dual NZ-2000 w/5.2 software. Air Data System: Dual Honeywell ADZ-810. Int/Ext: Eight place fire blocked interior finished in beige leather last done 4/2002. Forward galley and aft closet.

Lavatory vanity has LED Lights installed.

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

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SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 4

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November 2017 – AVBUYER MAGAZINE

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P141-144.qxp 25/10/2017 13:40 Page 4

Marketplace

SIKORSKY S-76A++ Price:

Price: 798,000Euro

Year:

1985

S/N:

760282

Reg:

D-HULK

TTAF:

11320

Location: Germany

Beech King C90

Tel: +49 (0)231 610 6213 Email: mirko.meyer@helijet-charter.de

Helijet

Engine(s): Turbomeca Arriel 1S1, SN: 15061 with 10368 Hours, SN: 15132 with 8831Hours.

Avionics/Radios: Dual TRIG92 VHF COM 8.33 kHz , ELT Techtest CPI system, Weather Radar RT4001, GPS Trimble 2000 Approach+, Dual NAV (VOR, ILS, DME), Transponder Becker BXP6403-2 , TCAS Ryan 9900, Radio Altimeter System (RAD ALT) ALT55, CVR, AFCS Phase II, Sperry ZC-301 Flight Director, Moving Terrain MT Visionair, Interior: 12 seat configuration Price: Euro 798,000 Excl. VAT

Tel: +49 171 210 20 37 Email: sales@aas-augsburg.de

Augsburg Air Service Price:

Call for Price

Year:

1981

EASA-Reg, KFC-250 Autopilot, TCAS, WX-500, Garmin 530 + 430 GPS, GTX 330 Mode-S XPDR, refurb./repaint 2008, Raisbeck DABS + props, VIP + MedEvac equipped - good condition !

S/N: Reg: TTAF:

6.606

Location: Germany

Copy date for the December Issue - Wednesday 15 November Advertiser’s Index JSSI .........................................................................63

1st Source Bank...................................................79

Eagle Aviation........................................................23

21st Century Jet Corporation .........................146

Engine Assurance Program ...............................89

LBAS .......................................................................97

ABACE.................................................................140

Elliott Jets .....................................................26 - 27

Leading Edge ........................................................95

Absolute Zero .....................................................124

Empire Aviation .....................................................67

Lektro....................................................................119

Aircraft Finance Corporation................................5

Empyrean.............................................................130

Mente Group ......................................................128

Altus Aviation ......................................................137

European Aircraft Sales ...................................133

MEBAA Show ....................................................138

AMJET Aviation.....................................................13

FlightForce...........................................................131

NBAA Corporate ...............................................106

Amstat ..................................................................122

Freestream .............................................................35

NBAA Regional..................................................123

Aradian Aviation .................................................105

General Aviation Services ..................................31

OGARAJETS................................................32 - 33

Arcos Jet..............................................................136

Global Jet Capital ...................................................9

Par Avion..............................................................117

Asian Sky Group ..................................................25

Global Jet Monaco ..................................... 14 - 16

Rolls-Royce............................................................65

Avjet Global ..................................................40 - 41

Hatt & Associates.................................................17

San Marino Aircraft Registry..............................75

Avpro ..............................................................10 - 12

IAG ..........................................................................49

Singapore Airshow............................................139

Boutsen Aviation ..................................................59

International Jet Management .........................132

Southern Cross Aviation.....................................85

CAI ........................................................................135

JetBed...................................................................107

Sparfell & Partners ..................1, 6 - 7, 112 - 113

C-Air Transport Services..................................134

JetBrokers .....................................................50 - 51

Survival Products...............................................119

Central Business Jets .......................................147

Jetcraft Corporation ..........................44 - 45, 148

The Jet Business..........................................38 - 39

Conklin & de Decker .........................................117

Jeteffect .........................................................68 - 69

The Registry of Aruba..........................................87

Corporate Concepts ...........................................29

JETNET ................................................................115

VREF.....................................................................117

Dassault Falcon Jet ..................................2 - 3, 99

JetPro Texas ........................................................129

Wright Brothers Aircraft Title.............................55

Duncan Aviation ...........................................20 - 21

Jet Sense Aviation ..................................125 - 127

AvBuyer (USPS 014-911), November 2017, Vol 21 Issue No 11 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

144

AVBUYER MAGAZINE – November 2017

www.AVBUYER.com

Aircraft Index see Page 145

P145.qxp 26/10/2017 13:22 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS A318-112 . . . . . 35, ACJ319 . . . . . . . . 134, ACJ380-800 . . . . 6,

BAE AVRO RJ70. . . . . 50,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 25, 29, 40, 44, 59, 727-200 VIP . . . . 29, 737 . . . . . . . . . . . 41, 737-700 . . . . . . . 6, 747-8 . . . . . . . . . . 6, 787-9. . . . . . . . . . 44, 787-900 . . . . . . . 148, DC8 VIP . . . . . . . 29,

BOMBARDIER Global 5000 . . . . 10, 25, 117, 148, Global 6000 . . . . 1, 6, 14, 41, 45, Global Express . 10, 45, 85, 148, Global Express XRS.13, 25, 32, 35, . . . . . . . . . . . . . . . 45, 148,

AIRCRAFT

PAGE

AIRCRAFT

V. . . . . . . . . . . . . . 50, 59, V Ultra. . . . . . . . . 95, VI . . . . . . . . . . . . . 51, VII . . . . . . . . . . . . 147, X . . . . . . . . . . . . . 9, 12, 68, 69, 127, . . . . . . . . . . . . . . . 141, XLS . . . . . . . . . . . 9, 29, 69, 105, XLS+ . . . . . . . . . . 9, 12, 148, CJ1. . . . . . . . . . . . . 23, CJ2. . . . . . . . . . . . . 7, 51, 59, 133, CJ3. . . . . . . . . . . . 23, 117, Bravo . . . . . . . . . 69, Grand Caravan . 17, 50, 51, Excel . . . . . . . . . . 21, 105, Encore . . . . . . . . 12, 23, 69, 125, 172. . . . . . . . . . . . . 23, 172S . . . . . . . . . . . 23, 414 . . . . . . . . . . . . 142, P210 . . . . . . . . . . 51, P210N. . . . . . . . . 142, M2 . . . . . . . . . . . . 69, 148, Sovereign. . . . . . 12, 27, 38, 45, 69, . . . . . . . . . . . . . . . 95, 105, 148,

PAGE

PIPER

Legacy 500 . . . . 29,

Cheyenne II . . . . 59, Cheyenne IIIA . . 50, Meridian . . . . . . . 23,

Legacy 600 . . . . 6, Legacy 650 . . . . 38, 45, Lineage 1000 . . 9, 15, 132, 141, Phenom 100 . . . 20,

SABRELINER

Phenom 300 . . . 7,

65 . . . . . . . . . . . . 51,

GULFSTREAM IV . . . . . . . . . . . . . 45, IVSP . . . . . . . . . . 10, 17, 21, 41, 49, . . . . . . . . . . . . . . . 59, 105, V. . . . . . . . . . . . . . 9, 10, 29, 32, 35, 41, 150 . . . . . . . . . . . 45, 50, 105, 148, 200 . . . . . . . . . . . 10, 32, 105, 300 . . . . . . . . . . . 59, 450 . . . . . . . . . . . 20, 25, 39, 45, 49, . . . . . . . . . . . . . . . 95, 105, 148, 500 . . . . . . . . . . . 39, 105,

Learjet 31A . . . . . . . . . . . 50, 51, 68, 143, 35A . . . . . . . . . . . 50, 40XR . . . . . . . . . . 50, 68, 45 . . . . . . . . . . . . 7, 12, 95, 117, 45BR. . . . . . . . . . 29, 45XR . . . . . . . . . . 11, 85, 55 . . . . . . . . . . . . 50, 60 . . . . . . . . . . . . 11, 85, 60XR . . . . . . . . . . 11, 75. . . . . . . . . . . . . 45,

CESSNA Citation I . . . . . . . . . . . . . . 7, II . . . . . . . . . . . . . 21, 45, 148, III . . . . . . . . . . . . . 32, 51,

Advertising Enquiries see Page 4

AGUSTAWESTLAND AW139 . . . . . . . . 7, Koala. . . . . . . . . . 105,

BELL 206B3 . . . . . . . . . 7, 212 . . . . . . . . . . . 143, 412 SP . . . . . . . . 25, 412 EMS . . . . . . 143, 430 . . . . . . . . . . . 41,

550 . . . . . . . . . . . 95, 105, 148, 650 . . . . . . . . . . . 13, 39, 59, 68, 95,

CIRRUS

Astra SP . . . . . . . 50,

SR22T. . . . . . . . . 50,

Astra 1125 SPX. 12,

DAHER SOCATA

HAWKER BEECHCRAFT

TBM700B . . . . . . 135, TBM930 . . . . . . . 27,

King Air 200 . . . . . . . . . . . 50, 350 . . . . . . . . . . . 27, 50, 105, B200 . . . . . . . . . . 31, 59, 105, 129,

7X . . . . . . . . . . . . 3, 11, 45, 59, 85, . . . . . . . . . . . . . . . 146, 147, 148, 20C-5 . . . . . . . . . 50, 50 . . . . . . . . . . . . 50, 146, 50EX . . . . . . . . . . 31, 146, 200 . . . . . . . . . . . 7, 126, 900 . . . . . . . . . . . 146, 900B . . . . . . . . . . 29, 50, 146, 900C . . . . . . . . . . 146, 147, 900DX. . . . . . . . . 11, 148, 900EX . . . . . . . . . 7, 38, 45, 146, 900EX EASy . . . 11, 146, 147, 900LX . . . . . . . . . 3, 11, 146, 148, 2000 . . . . . . . . . . 21, 31, 2000DX. . . . . . . . 147, 2000EX EASy . . 3, 21, 2000LX . . . . . . . . 45, 117, 2000LXS. . . . . . . 147, 2000S . . . . . . . . . 10,

HELICOPTERS

100 . . . . . . . . . . . 105,

650ER. . . . . . . . . 32, 39, 41,

DASSAULT FALCON

PAGE

EMBRAER

Challenger 300 . . . . . . . . . . . 38, 44, 128, 131, . . . . . . . . . . . . . . . 136, 147, 148, 350 . . . . . . . . . . . 141, 601-1A . . . . . . . . 11, 601-3R . . . . . . . . 44, 148, 604 . . . . . . . . . . . 17, 20, 44, 45, 59, . . . . . . . . . . . . . . . 68, 137, 141, 147, 605 . . . . . . . . . . . 11, 16, 44, 45, 105, . . . . . . . . . . . . . . . 148, 850 . . . . . . . . . . . 45, 148,

AIRCRAFT

C90 . . . . . . . . . . . 50, 105, 144, C90B. . . . . . . . . . 142, F90 . . . . . . . . . . . 23,

Beechcraft Premier IA . . . . . 21,

Hawker 125 . . . . . . . . . . . 142, 400A . . . . . . . . . . 27, 400XP . . . . . . . . . 9, 17, 27, 68, 105, 800A . . . . . . . . . . 31, 141, 143,

EUROCOPTER/AIRBUS AS350 B3E . . . . 59, 105, EC 120 B . . . . . . 29, 85, EC 130 T2 . . . . . 105, EC 135 T2 . . . . . 12, EC 135 P2 . . . . . 25, EC 135 P2+ . . . . 12, EC 155 B1 . . . . . 12, H255 . . . . . . . . . . 25,

MD Douglas 902 . . . 85,

ROBINSON R44 . . . . . . . . . . . 29,

SIKORSKY S-76A++. . . . . . . 144, S-76C+ . . . . . . . . 25, 45, 148, S-92A . . . . . . . . . 12,

800SP. . . . . . . . . 50, 800XP . . . . . . . . . 31, 68, 85, 105, 850XP. . . . . . . . . 21, 27, 105, 130, 900XP . . . . . . . . . 31, 105, 1000A . . . . . . . . . 85,

PIAGGIO

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2002 FALCON 900C SN 194

2008 FALCON 2000DX SN 603

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3,000 Hours since new, Pratt and Whitney ESP Gold; Honeywell HAPP and MSP, Falcon Service Center “C” check in 2014, 10 Pax Interior with Wifi

D L SO 2010 CITATION SOVEREIGN SN 296

1997 CITATION VII SN 7064

Single Owner, Doc 8 and Doc 10 Completed July 2016

By Citation Milwaukee, WiFi/LED Lights/Airshow 4000 etc…

3 Corporate Owners Since New, Cessna Citation Pro-Parts, Honeywell MSP Gold, Preferred 8 Place interior

OFF MARKET 2008 CHALLENGER 300 Recent Paint/Interior/96 Month Inspection, Preferred 9 Place Interior with Galley/Cabin Divider Door

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