AvBuyer Magazine September 2017 by AvBuyer Ltd.

2 Aruba FC August 2017.qxp_FC December 06 23/08/2017 12:58 Page 1

September 2017

™

B U S I N E S S

THIS MONTH www.AVBUYER.com

A V I A T I O N

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

Aircraft Comparative Analysis: Citation Mustang

Plane Sense on Cockpit Avionics

GAMA Q2 2017 Shipment Analysis

Aircraft Registries – Home or Away?

Project1_Layout 1 24/08/2017 13:42 Page 1

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Project1_Layout 1 24/08/2017 13:48 Page 1

Falcon 7X 2012 • s/n 164 • 1,489 hrs. total time • 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (SBAS, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC FANS 1A) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, 1 EFB • Engines on ESP Gold, APU on MSP Gold • 1C due September 2020

Falcon 7X 2012 • s/n 143 • 3,255 hrs. total time • 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom MCS-7120 • Engines on ESP Platinum and APU on MSP • 1C due February 2020

Falcon 7X 2009 • s/n 021 • 4,451 hrs. total time • 14 pax 15 seats with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (SBAS, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A) • T&T Satcom, Sat TV with US and EU decoders • 3 FMS, 3 IRS, 3 VHF, HUD, Cabin Humidifier • Engines on ESP Gold, APU on MSP Gold • 1C due September 2024

Falcon F900LX 2011 • s/n 250 • 1,572 hrs. total time • 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A+) • 2 FMS, 2 IRS, 3 VHF, Satcom Iridium Axxess II w/ DIU, 1 EFB • Engines and APU on MSP Gold • 1C due September 2017

Falcon 2000EX EASy 2007 • s/n 113 • 2,462 hrs. total time • 9 passengers (Aft R/H 3 places sofa) • Low time very low cycles (894 cycles) • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A) • HUD, 3 FMS, 3 IRS, 3 VHF, 2 Rad Alt • Iridium Satcom with DIU • Engines on ESP Gold, APU on MSP Gold • 1C due August 2019, last paint May 2014

Falcon 50EX 2006 • s/n 347 • 5,412 hrs. total time • 10 passengers • EASA / EU-OPS1 compliant • 2 FMS, 2 VHF, Iridium Satcom Aircell RT3100 • Engines and APU on MSP Gold • 2C due October 2018 • 1 Corporate owner since new

09:51

Editor Welcome Sept17.qxp_JMesingerNov06 23/08/2017 15:03 Page 1

Editor’s Welcome Business Aviation: A Business Essential

istory provides impressive examples of the importance of transportation, including the movement of goods from their source of manufacture to their point of sale. Over a century ago, oil magnate and entrepreneur John D. Rockefeller amassed one of the world’s largest fortunes by controlling the movement of oil from wells to market. Although he concentrated on refining rather than drilling for oil, a key to his success was his ownership of railroads over which the oil travelled, thereby controlling the price that his competitors had to pay to move crude to refineries and then to the end user. With his ability to dominate a fundamental link within the distribution chain of oil, he squeezed out competitors and eventually controlled 90% of the oil market in the US. This man of humble beginnings formed Standard Oil, one of the first great business trusts in the US. Although strongly influenced by his religious mother and in his later years known for his philanthropy, Rockefeller led a company that was the subject of many attacks by the press as it was dominating the oil industry. A leading newspaper of the era, the New York World, called Standard Oil “the most cruel, impudent, pitiless, and grasping monopoly that ever fastened upon a country”. In the first decade of the 20th century, the US Supreme Court ruled that Standard Oil was a monopoly and in violation of the nation’s antitrust laws. By then, however, Rockefeller’s fortune had been secured and he seemed content to see his creation broken into many parts, some which still exist today.

Enter Aviation

For more than 150 years, railroads were the backbone of commerce in the US, hence Rockefeller’s ability to amass his fortune. Since the advent of jet transports, however, aviation has become the principle form of transportation for many industries. Not only do business men and women depend upon aviation in all its forms to

deal with customers and work with associates, many goods travel to market via air. The US Congress has seen fit to oversee the monopolistic powers of the system through which aircraft fly in the US, and the resulting US ATC services more aircraft and moves more people than any other ATC system worldwide. Access is unencumbered for all users, and costs are low. Scheduled Airlines, as important as they are, focus their service on locations where travel demand is well established. Nearly 3/4 of their passenger enplanements are between less than 50 city pairs, and their routes only connect with about 500 locations. US industry, however, needs to travel throughout the country. Thus Business Aviation is a necessary component of air transportation, facilitating the ebb and flow of commerce by utilizing the nearly 5,000 US airports capable of serving business aircraft. Without unencumbered access to all US airspace, Business Aviation would be inhibited in meeting its essential role in serving the needs of industry. Worldwide, commerce needs air transportation. And air transportation has two vital segments— Scheduled Airlines and Business Aviation. Privatization of the US Air Traffic Control system would be a structural change fraught with risk. While increasingly legislators as well business leaders are moving away from supporting ATC Privatization, the specter of placing control of US airspace in the hands of a Board dominated by the Scheduled Airlines, which as a group is dominated by four or five mega air carriers, is chilling. Air Traffic Control must be a monopoly managed and controled by representatives of all citizens, not merely the leaders of mega carriers. The lesson of Rockefeller’s Standard Oil is clear. Placing a key element of commerce in the hands of a vested interest violates the principles that have enabled US commerce to grow and serve all citizens. Jack Olcott - Editorial Director, AvBuyer

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

Mechanicsburg, PA 17055 4 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Aircraft Finance Corp August.qxp_Layout 1 18/07/2017 16:51 Page 1

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

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2012 EMBRAER PHENOM 300 S/N 87 965 TT, EASA, JSSI & EEC Programs, 7 Passengers

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2007 CHALLENGER 850 S/N 8072

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Deal Pending 1996 BOMBARDIER LEARJET 60 S/N 048 9’800 TT, ESP Gold Program, Wi-Fi, 8 Passengers

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

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2000 BOMBARDIER LEARJET 45 S/N 112 8’611 TT, EASA, MSP Program, 8 + 1 Passengers

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1983 DASSAULT FALCON 200 S/N 482 4’814 TT, RVSM, 7 Passengers

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2008 AGUSTA WESTLAND AW139 S/N 31116

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4’900 TT, VIP Configuration, Pop-Out Floats

Contents Layout SEPT17.qxp 23/08/2017 14:11 Page 1

Contents Volume 21, Issue 9

September2017

T BizAv Intelligence

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent GAMA Q2 2017 Shipment Analysis & Report: The new airplane shipment numbers are in for the first half of the year. Mike Potts assesses the highlights and lowlights…

T Flight Department

ADS-B – The Clock’s Ticking: FAA is adamant - the deadline for ADS-B will not change. What are the MROs advising about upgrading at this time?

Booking an ADS-B Upgrade: Conrad Theisen outlines seven mistakes to avoid as you understand your options and come to an informed ADS-B decision

8 AVBUYER MAGAZINE – September 2017

BizAv Avionics – NextGen & Beyond: Brian Wilson discusses the advantages to broadening your cockpit outlook beyond 2020… Managing NextGen Implementations: Ken Elliott provides a basic outline on how to complete the upgrade successfully Aircraft Registries – Home or Away: It’s more than just a tail number. How do you choose the right registry with the best advantages to you?

Safety Leadership in the Flight Department: Who is responsible for driving your safety standards forward? Mario Pierobon reflects…

Keys to Flight Department Communication: Aviation Director Andre Fodor reflects on getting C-Level executives on board with the Flight Department www.AVBUYER.com

Retail Price Guide: 20-year UltraLong-Range & Large Jet price guide from The Aircraft Bluebook

Specifications: Ultra-Long-Range & Large Jet performance and specifications comparisons

Aircraft Comparative Analysis – Citation Mustang: How much higher has Textron raised the bar to new Citation jet ownership by retiring the Mustang? Find out here…

T Boardroom

High Flyers’ Interview: Operating across hot and high regions of the western U.S., Kellerstrass Enterprises couldn’t be as effective without its Phenom 100 EV. Here’s why…

102 Opportunities for Aircraft Owners & Buyers: Is now the time to sell your aircraft? David Wyndham assesses the opportunities in today’s marketplace

106 Buying a Jet? Enjoy a Smooth Trade: American Aircraft Sales’ Jet Tolbert highlights the principles behind a fluid used jet transaction.

110 Bizliner Appraisal Concepts: How do you value an airline-type aircraft used as a Bizliner? Senior Certified Appraiser Jeremy Cox discusses…

T Community News

137 BizAv Review: OEM News, Industry Appointments and Aviation Events from around the BizAv Community

Next Month • • •

Aircraft Comparative Analysis Dealer Broker Market Update North American Fleet Update Aircraft Index see Page 145

Registry of Aruba September.qxp_Layout 1 22/08/2017 14:51 Page 1

Avpro September.qxp_Layout 1 22/08/2017 09:38 Page 1

Avpro September.qxp_Layout 1 22/08/2017 09:38 Page 2

Avpro September.qxp_Layout 1 22/08/2017 09:38 Page 3

Elliott September.qxp_Layout 1 23/08/2017 12:53 Page 1

Elliott September.qxp_Layout 1 23/08/2017 12:53 Page 2

Hatt & Associates September.qxp_Layout 1 22/08/2017 14:12 Page 1

2006 Hawker 850XP S/N: 258764. Reg: N522EE

1,822.3 Hours Since New Engine and APU on MSP Gold Program

AirCell ST-3100 SATCOM Airshow 410

Unique in Experience, Global in Scope. 1998 Bombardier Challenger 604 S/N: 5377. Reg: N610TM 12,168 Hours Since New Engines Enrolled on GE OnPoint Airframe enrolled on Bombardier Smart Parts ATG 5000 WiFi

1982 Dassault Falcon 50 S/N:108. Reg: N399GG 10,997.8 Hours Since New Engines and APU Enrolled on MSP Gold Collins ProLine 21 Avionics Suite Fresh Gear Overhaul Last Paint Touch Up in 2015 2 Owners Since New

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Hatt & Associates: Global Aviation Sales Acquisitions

Brokerages

Consulting

Pre-Buy Management

Contract/Legal Services

MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:40 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary

Solid Base for Used Jet Buyers & Sellers to Finish the Year On… After a well-deserved break, business aircraft sales professionals and buyers are getting back to the business of aircraft transactions, notes Rollie Vincent, Editor, Market Indicators. Going by JETNET’s latest numbers, there’s a solid base to build on in the latter parts of this year… ased on the latest JETNET market intelligence, whole retail transactions of used business jets were up an encouraging 6.2% YoY (January through July 2017), with 1,140 transactions recorded so far this year. Relatively brisk sales of used jets are clear signs of a return to more healthy and balanced markets, reflected in a tightening of business jet ‘For Sale’ inventory, slipping to 10.8% of the fleet as of the end of July. The most fundamental driver of these higher volumes is arguably the remarkable value for the dollar that can be found in used aircraft.

16 AVBUYER MAGAZINE – September 2017

The story of the year (if not the past two to three years) continues to be sharply lower prices and residual values, which we believe has fundamentally altered the purchase behaviour of buyers who would typically have replaced their existing aircraft with a shiny new one – at least for the time being... The smart money seems to be in used aircraft, especially later-model, only-flown-on-Sundays-and-kept-indoors-all-thetime airplanes that offer most of the bells and whistles, and even the welcoming aroma of new leather and sparkling paint schemes, of their factory-fresh brethren. As luck would have it, very young aircraft inventory (less than

www.AVBUYER.com

Aircraft Index see Page 145

MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:40 Page 2

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

Manager, who is keen to demonstrate that s/he is a good custodian of his/her organization’s assets, the capital costs associated with a rapidly depreciating, recently delivered aircraft can easily outstrip its operating costs. In this environment, is it any wonder that many organizations and wellto-do buyers have found – and continue to find - very good value in used aircraft?

Optimism Rising…

five years since initial delivery) is as hard to find these days as the proverbial four-leaf clover. For example, there were just 29 Gulfstream G550 aircraft on the market as we were going to press, representing 5.4% of the in-service fleet – but only two of these aircraft were delivered new in the last 5.5 years. The Falcon 2000 used market provides another illustration of a very tight market: Just five aircraft delivered new since the beginning of 2012 were available ‘For Sale’ worldwide at press time. Who would have thought as recently as 2013/2014 that a five-year-old large cabin, long-range business jet would have a retail value of (in some cases) just 50% of the new price? Simply said, it is hard to argue that a factory-new long-range aircraft has twice the value of a five-year-old used model. This reality has been driving a very active used market in younger inventory.

What’s the Good News for OEMs?

For OEMs, the good news is that there’s less and less of this young inventory available to prospective buyers to muddy the waters in a new aircraft transaction consideration. The bad news is that existing owners and prospective buyers are now wary of aircraft value diminution like they have never been in recent memory. When viewed through the lens of a Flight Department Advertising Enquiries see Page 4

Despite the challenging residual value situation, indications are that optimism is on the rise in the aircraft owner/operator community, after a tough downturn in 2016, at least based on the ongoing quarterly JETNET iQ surveys of business aircraft owners and operators. Net optimism scores, measuring the percentage of respondents who believe that Business Aviation market conditions are improving, less those who feel that they are getting worse, have rebounded in the last three quarters. Regionally, optimism is highest amongst business aircraft owners/operators in Europe, followed closely by North America, which combine to account for more than 76% of the world business jet fleet and more than 66% of the world business turboprop fleet at this time. Optimism outside these regions appears to be tepid, at least based on the indicators JETNET watches closely, and are held back by flat commodity prices, weakened currencies, and diminished economic growth prospects in the short- to medium-term.

On the Horizon

Ten or more new and improved business jets will be entering service in the next five years. New turbine aero-engines are in development to encourage new business jet and turboprop sales. Despite high barriers to entry, competition amongst the OEMs is fierce, and this ultimately benefits the buyer. Global wealth creation and concentration continues at high rates. Despite more than 50 years of aircraft production and operation, 58% of the world’s business aircraft fleet is still based in just one country. Asia Pacific is the world’s largest and fastestgrowing regional economy, but is still home to fewer than 1,200 business jets. Are there opportunities to be seized in this market? Yes indeed! Stayed tuned… MI www.rollandvincent.com 

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 17

MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:42 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity North America

July 2017 flight activity in North America posted a modest increase, up 1.4%, over July 2016 thanks in part to a healthy increase in the Part 135 market, reports ARGUS TRAQPak. This number was offset by a 9.0% drop in overall flight activity during the 4th of July holiday week, however... Year-over-Year (YoY) results by operational category were mixed, with Part 135 activity continuing to show the strongest growth. Fractional activity recorded a smaller rise, and Part 91 activity decreased. Large Jets and Turboprops posted the largest gains in activity. Mid-size jets also saw an increase, while Small Jets showed a YoY decline.

BizAv Activity Europe

Month-Over-Month

Business Aviation flight activity in July posted an unexpected Month-overMonth (MoM) decrease to finish down from June 2017. Results by operational category were mixed for the month, with Part 135 and Fractional activity posting slight increases, but Part 91 flight activity posted a significant decline from June. Aircraft categories were all down, with Large Jets posting the largest monthly drop.

Next Month’s Forecast

Looking ahead, TRAQPak analysts estimate there will be a 3.3% increase in overall flight activity YoY in August 2017. MI www.argus.aero

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

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-1.6%

7.8%

1.1%

2.3%

SMALL CABIN JET

-2.6%

-2.1%

6.0%

-1.4%

MID-SIZE JET

-3.8%

11.0%

-1.3%

1.7%

LARGE CABIN JET

-0.2%

12.5%

3.6%

4.1%

ALL

-2.1%

6.7%

1.3%

1.4%

July was the peak month so far in 2017 within Europe, reports WingX Advance. There were 87,826 departures, up 2.5% YoY, taking the YTD trend to 3.0%. Activity in July 2017 was down just 1% from pre-recession July 2008… With no European Football Championship to bolster flight operations in 2017, activity was well down in France, and in Benelux and Switzerland YoY. However, Germany enjoyed a strong month with flights up by 5% YoY. Most of the increase came in AOC flights, up by 14%. The UK also maintained some growth, with flights up 2%. Both the UK and Germany had YTD growth trends approaching 4% over 2016 results. The strongest growth in July flight activity came from the Mediterranean regions, with Business Aviation activity in Spain up by 7% and double-digit growth recorded in Turkey and Greece. Europe’s business jet connections with Russia were up 6%, and transatlantic arrivals from North America gained 2%. Inbound traffic from Middle East and North Africa, however, fell by 5%. Flights from Europe to Asia-Pacific fell 15% but have trended up by 9% YTD. “Summer 2017 is all about the Charter market, especially in the Mediterranean region, with leisure resorts seeing double-digit growth,” summarized Richard Koe, Managing Director, WingX. MI www.wingx-advance.com 

TABLE B - JULY 2017 vs JUNE 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-4.2%

-1.2%

16.0%

-2.2%

SMALL CABIN JET

-2.9%

-0.3%

-3.5%

-2.1%

MID-SIZE JET

-10.9%

5.2%

-0.8%

-3.2%

LARGE CABIN JET

-9.0%

-3.1%

4.9%

-5.5%

ALL

-6.2%

0.4%

1.0%

-2.9%

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 18 AVBUYER MAGAZINE – September 2017

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MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:43 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET H1 2017 Used Aircraft Sales Summary

JETNET released its June 2017 and H1 2017 used business jet, turboprop, helicopter and commercial airliner market data and once again, generally inventories were down across the board… Business jets are showing a good start in the first six months of 2017, with a 5.6% increase in used sale transactions, but aircraft are taking more time to sell (delta of 12 days) than last year. Business turboprops, meanwhile, decreased by 11.1% in sale transactions, while taking less time to sell (delta of six days). Turbine helicopters saw a slight increase in YTD sale transactions, while piston helicopters showed

double digit decline in sale transactions (comparing June 2017 to June 2016). For the first six months of 2017 there were a total of 4,206 aircraft and helicopters sold, with business jets (1,299) and commercial jets (1,001) leading all types and accounting for 55% of the total. The number of sale transactions across all market sectors increased by 2.6% compared to the first six months of 2016. Only business jets and turbine helicopters showed increases in sale transactions compared to the other market sectors. MI www.jetnet.com

WORLDWIDE TRENDS JUNE 2017

BUSINESS AIRCRAFT

HELICOPTERS

COMMERCIAL AIRLINERS

TOTAL

JET

TURBO

TURBINE

PISTON

JET

TURBO

ALL

IN-OPERATION FLEET

21,354

15,125

21,759

9,959

27,144

7,045

102,386

FOR SALE

2,301

1,155

1,450

561

398

395

6,260

% FLEET FOR SALE 2017

10.8%

7.6%

6.7%

5.6%

1.5%

5.6%

6.1%

% FLEET FOR SALE 2016

11.7%

8.3%

7.0%

5.7%

1.6%

5.8%

6.5%

CHANGE - % FOR SALE

-0.9%

-0.7%

-0.3%

-0.1%

-0.2%

-0.4%

JANUARY - JUNE 2017 FULL SALE TRANSACTIONS

1,299

603

664

412

1,001

227

4,206

AVERAGE DAYS ON MARKET

321

289

454

347

522

375

385

YTD, JANUARY - JUNE 2017 vs 2016 % CHANGE - SALE TRANSACTIONS

5.6%

-11.1%

0.3%

-17.3%

-3.3%

-31.2%

2.6%

CHANGE- AVG DAYS ON MARKET

-6

-52

-93

-18

Source: JETNET

20 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Steady South American BizAv Fleet Amidst economic and political upheaval in Latin and South America, the region’s combined fleet of private business jets, turboprops and turbine helicopters has remained relatively unscathed over the past year, notes aviation analyst Brian Foley… “While one would expect a commensurate loss in fleet size and sales transactions, that is not currently the case,” observes Foley. “Pockets of weakness in specific countries were generally offset by stability and even improvements in others.” Comparing June 2017 with June 2016, AMSTAT data indicate that the total fleet of private aircraft eked out a slight gain in 2017. Foley notes, however, that this annual rate of growth of just 1% pales in comparison to the double-digit percentage gains seen earlier in the decade. In fact, Brazil’s fleet has contracted for two years in a row but was counterbalanced by slight increases in other countries. Brazil’s decrease has been primarily due to a reduction in the number of business jets based there. Perhaps contrary to popular belief, the number of new aircraft deliveries and used aircraft transactions are not indicative of the current upheaval in the area. Amidst the regional chaos, the number of used aircraft transactions has barely budged and is within 5% of last year - with new aircraft deliveries actually increased 10% from 29 to 32 units. (It should be noted that these figures could improve even more since there’s a time lag in reporting these events.) Brazil has been the antithesis to the rest of the region. Even though the fleet contracted 2% in the most recent YoY, used transactions climbed 23% while new deliveries rose a whopping 128% from seven units to 16. Foley tempers this spike by reminding that a large percentage increase of a small number is still a small number. According to Foley, another standout is Mexico. Despite uncertainty with NAFTA and its trading status with the US the fleet total increased, led by jet and turboprop growth with a slight falloff in helicopters. “It appears that despite drama in the region, the private aircraft market in Latin and South America may have already seen the worst,” summarizes Foley. “While it could easily take upwards of a decade for activity to return to previous levels, some of the downside risk has already been absorbed. It’s my supposition that the market may have already bottomed out.” MI www.brifo.com  Aircraft Index see Page 145

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Contact Scott Rogers or Caroline Gould

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MarketIndicators Sept17.qxp_Layout 1 22/08/2017 17:33 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Used Aircraft Sales Growth & Inventory Contraction

AMSTAT’s latest Business Aircraft Resale Market Update shows transaction growth and inventory contraction in most market segments during H1 2017… There have been further encouraging signs coming from the business aircraft resale market. Overall, Business Jet Resale Retail Transactions were up 8.4% during H1 2017 (versus H1 2016). Of note were the Medium Jets, where transaction activity during this period was up 16.7% over 2016. Heavy Jet transactions were up 3.8% and Light Jets rose 4.4%. Turboprops, however, saw transaction activity in H1 2017 fall -0.5% versus 2016. In many market segments, inventory levels are at (or close to)

22 AVBUYER MAGAZINE – September 2017

their lowest points in some time, as a percentage of active fleet. 10.7% of active Business Jets are for sale - the lowest percentage in this group since January 2008. Specifically, 9.3% of Heavy Jets and 10.6% of Medium Jets are currently ‘For Sale’. The Turboprop inventory is at 8.3% ( below a year ago) while Light Jets inventory is currently at 11.7%, down from April, but up from 11.5% a year ago. Despite better transaction results and contracting inventories, Average Asking Prices in most market segments continue to see downward pressure. All segments saw YoY declines in Average Asking Prices and most have experienced the same year to date. MI www.amstat.aero

www.AVBUYER.com

Relatively Flat Market Continues… UBS Global Research’s latest business jet market index is now down 10% from its post-US election high, settling in at 48 on a scale of one to 100. This denotes a “relatively flat market,” according to UBS aerospace analysts David Strauss and Darryl Genovesi… By aircraft category, the Midsize jet segment has the highest index at 51, up 3% from last month. Both the Light jet and Large-Cabin jet categories came in with an index of 46, marking a 13% improvement for the former and slight erosion in the latter. The overall index was driven lower by weaker customer interest, down 13% from last month; softer pricing, which fell 10%; and muted 12-month outlook, which declined 2%. This was partially offset by a 25% improvement in views regarding the used business jet inventory. UBS said that its customer interest score has dropped 20% from its post-financial crisis peak following the US election. North America customer interest declined 13% from last month, though it remains strongest with an index score of 63. Europe is the next most robust region, with a score of 56, followed by Asia (50), Latin America (44) and the Middle East (41). (Words courtesy of AIN) MI www.ubs.com 

Avionics Q2 2017 Sales Report

The Aircraft Electronics Association’s Q2 2017 Avionics Market Report revealed that in the first six months of the year, total worldwide Business and General Aviation avionics sales amounted to ~$1.145bn, a 2.7% YoY increase over 2016. Sales during April, May and June 2017 were ~$579m, a 5.4% increase compared to the Q2 2016 (~$549m). Of the ~$1.145bn in sales during H1 2017, 56.2% came from the retrofit market while forward-fit sales amounted to 43.8% of sales. According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 70.6% of sales in H1 2017 occurred in North America and 29.4% in other international markets. MI www.aea.net  Aircraft Index see Page 145

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MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:46 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on July 31, 2017 covering 92 fixed-wing models, and 1,859 aircraft listed ‘For Sale’ evidenced all but Large Jet models actively trading… Ask Prices for tracked models experienced a nominal 0.1% increase in July, following June’s 2.2% decline. Over the past twelve months, however, there has been a total decrease of 17.5%. Large Jet values were down by only 0.1% in July, but that represented the group’s eighth consecutive monthly decrease, along with a new record low figure. Medium Jet values saw a 2.3% value decrease, Small Jets gained 0.3%, while Turboprop values improved by 0.9%.

Inventory Fleet Maintenance Condition

The Quality Rating Trendline continued to point downward, but overall Asset Quality remained in the ‘Excellent’ range. Specifically: • Quality Rating: Remained steady at 5.278, on Asset Insight’s scale of -2.5 to 10. • Maintenance Exposure: Aircraft’s accumulated/embedded maintenance expense posted an 8.4% improvement/ reduction to $1.33m from last month’s $1.452m (Table A).

Maintenance Exposure to Ask Price (ETP) Ratio

Our tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) decreased to 52.5% from June’s 54.8%. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s average has been above 40% since March 2014. At 40.8%, Large Jets posted the lowest/best figure, followed by Turboprops at 46.5% (the group’s worst figure over the past twelve months). Small Jets came in at 57.3%, while Medium Jets trailed all groups at 60.7%.

Large Jets: The inventory fleet’s Quality Rating remained in the ‘Excellent’ range, with relatively few tracked aircraft trading during the past month. Interestingly, more traded aircraft were of a lower asset quality, and that pushed the group’s Maintenance Exposure to a 12-month low/best figure. Sales also focused on lower value aircraft, thereby keeping Ask Prices relatively stable with a decrease of only 0.1%, but that figure also represented a new record low and the group’s seventh consecutive monthly Ask Price drop. (Translation: exceptional bargains continue to be available for buyers, but the pickings are beginning to dwindle, and sellers for certain models may soon be, if they are not already, in the driver’s seat.)

Small Jets: Quality Rating improved slightly during the past month, helping maintain Small Jets’ rating of ‘Excellent’. Maintenance Exposure also improved slightly to achieve the best 12-month figure and collaborated with a 0.3% increase in Ask Price to improve the group’s ETP Ratio from 57.7% to 57.3%. Keeping in mind that in August 2016 the group’s ETP Ratio stood at 69.7%, the marketability of Small Jets has improved substantially, as has the value they offer buyers.

Turboprops: Sales maintained their active pace during the first month of Q3 and, with buyers acquiring higher quality assets, the Increased sales activity, coupled with group’s Quality Rating dropped from ‘Very Maintenance Exposure improvement and Good’ to ‘Good’, while the weighted the decreased inventory for tracked average ETP Ratio worsened from 45.8% to models, indicates many buyers acquired 46.5%. assets carrying greater embedded Average Ask Price during the past maintenance. twelve months has remained within a $50k That is not necessarily bad, assuming they did their homework and accounted for band, while Maintenance Exposure has posted only a $41K differential between the cost of accrued maintenance in their offer price. If not, sellers should be pleased minimum and maximum figures. With little room to maneuver, buyers and sellers are with the transaction value they achieved – advised to run detailed analytics if they even if it was lower than they thought it would be when they originally acquired the hope to optimize their asset’s value. MI www.assetinsight.com T aircraft. www.AVBUYER.com

$1.5

5.40 5.35 5.30

5.278 $1.33

5.25 5.20

$1.4

$1.3 A

O N

Quality Ra ng

F M A M

Maintenance Exposure

Quality Ra ng Trendline

Table B M

Medium Jets: The group maintained its ‘Very Good’ Quality Rating, with fifteen G fewer tracked inventory assets following a fairly active sales month. It appears that buyers favored lower quality assets whose Ask Price was at the higher end of the available aircraft spectrum, as evidenced by a 2.4% improvement in the remaining inventory fleet’s Maintenance Exposure, along with a 2.3% drop in average Ask Price. On a weighted average basis, the group’s ETP Ratio improved from last month’s 62.0% to 60.7% and, even though it may not seem like much, savvy sellers can use this information to their advantage.

Market Summary

24 AVBUYER MAGAZINE – September 2017

Table A

LOW RISK AIRCRAFT MODEL ETP RATIO G650 Boeing BBJ F900LX Citation CJ4 525C Citation XLS+ (MSG3) Phenom 300 F2000LX Citation CJ3 F900EX EASy G-150 Citation CJ2+ 525A Citation Sovereign 680 Falcon2000EX Easy G 450 CL-605 Pilatus PC-12 G550 Learjet 60XR Citation CJ2 Hawker 900XP Citation Encore Piper Meridian Challenger 300 F900B F900EX Learjet 45XR Citation XLS Citation Mustang 510 Phenom 100 KingAir 350 - Post-2000 Embraer Legacy 600 Global 5000 Citation CJ1+ KingAir 350 - Pre-2001 KingAir B-200 - Post-2000 Global XRS Hawker 850XP Falcon 50EX Piaggio P-180 II CL-604 Citation XLS (MSG3) KingAir 300 Citation Bravo KingAir B-200 - Pre-2001 Premier 1A Hawker 400XP Learjet 45 Citation X (MSG3)

2.6% 5.5% 5.9% 6.8% 8.3% 8.6% 9.0% 11.9% 13.5% 14.0% 14.2% 15.6% 16.0% 16.9% 17.1% 17.6% 20.0% 22.7% 23.2% 23.8% 23.8% 24.3% 25.6% 26.0% 26.4% 26.7% 27.0% 27.2% 27.7% 27.9% 28.6% 28.6% 28.7% 29.0% 29.1% 29.5% 30.3% 31.9% 33.3% 34.1% 36.3% 36.8% 36.9% 37.8% 38.5% 38.9% 39.1% 39.3%

H HIGH RISK AIRCRAFT MODEL ETP RATIO g g-200 Falcon 2000 citation excel 560xl gv global express Citation V Ultra Learjet 45 w/APU Hawker Beechjet 400A Hawker 800XP GIV-SP Premier 1 Falcon 50 Citation V 560 GIV-SP (MSG3) Citation VI Piaggio P-180 GIV Hawker Beechjet 400 Hawker 1000A Beech B-1900C Learjet 60 Citation II Citation ISP KingAir C90 CL-601-3R Learjet 31 Hawker 800A Learjet 35A CL-601-3A Learjet 55C CL-601-1A Learjet 55 Falcon 20-5

40.3% 40.9% 42.3% 44.0% 48.9% 49.4% 51.6% 54.7% 55.3% 61.4% 66.7% 66.8% 70.2% 71.7% 77.9% 80.9% 84.7% 89.7% 92.2% 98.4% 99.1% 100.6% 107.1% 108.6% 110.3% 123.7% 124.3% 128.3% 134.5% 142.6% 176.2% 198.2% 198.7%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) As of July 31, 2017 Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc (www.assetinsight.com) Aircraft Index see Page 145

MarketIndicators Sept17.qxp_Layout 1 22/08/2017 14:47 Page 7

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

Ask Price Source: Amstat (www.amstatcorp.com) * The accrued cost of future scheduled maintenance

Advertising Enquiries see Page 4

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 25

EXCLUSIVELY REPRESENTED BY

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

FORWARD GALLEY, FORWARD CREW REST COMPARTMENT, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, APU ENROLLED ON HONEYWELL MSP, AIRFRAME ENROLLED ON GULFSTREAM PLANEPARTS, BLOCK POINT 2, EASA EU-OPS 1 CERTIFIED, ONE PRIVATE OWNER SINCE NEW, LIGHTNING SENSOR, NO DAMAGE HISTORY, FRESH 3C INSPECTION

2007 GULFSTREAM G500

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1998 Gulfstream IVSP SN 1351

2002 Lear 60 SN 245

1994 Falcon 50 SN 245

1997 Bell 430 SN 49048

1988 Boeing 737 SN 24269

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

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GAMA Sept16Final.qxp_GAMA DEC05 22/08/2017 15:01 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q2 2017 Shipment Analysis The General Aviation Manufacturers Association issued its Q2 2017 shipment report and the results were mixed. Mike Potts analyses the statistics to sift the positive trends from the negative…

otal aircraft deliveries for H1 2017 came in at 995 units, 2.7% ahead of H1 2016, largely on the back of a strong performance in the piston market. Billings totaled $9.0bn, lagging last year’s total by $0.4bn, and reflects continued weakness in the top end of the jet market and some softness in the traditional turboprop market, particularly in the twin-engine segment. As reported by GAMA, jet deliveries were 1% ahead of last year at 295 units (versus 292); turboprops totaled 232 deliveries (versus 234 last year); and Pistons were a particularly bright spot with 468 units, up 5.6% from the 443 delivered last year.

The Jet Market

The overall performance of the jet market was mixed, with five OEMs ahead of their H1 2016 totals, three down from a year ago and two finishing even. To put this in perspective, however, it’s 30 AVBUYER MAGAZINE – September 2017

necessary to note that the three companies with reduced totals are in the top four positions for jet deliveries. Leading the jet market by a fairly wide margin was Cessna (81 units), which enjoyed a strong performance from its new Latitude. The Latitude recorded 23 deliveries in H1 2017. The next bestselling Cessna jet was the M2 (15 units), followed by the CJ3+ (11 – less than half the Latitude’s total and offering strong support to the theory that new aircraft models such as the Latitude can drive significant sales growth. Bombardier captured second place in jet sales with 65 units, down from the 73 units reported in H1 2016. Bombardier’s weakness was mostly found in Q2 2017 when it shipped 36 units (versus 42 in Q2 2016). Gulfstream made 60 deliveries, down a single unit from H1 2016. Like Bombardier, Gulfstream’s Q2 2017 was weaker than a year ago, down four units

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Aircraft Index see Page 145

GAMA Sept16Final.qxp_GAMA DEC05 22/08/2017 15:01 Page 2

Aircraft Shipment by Type, Manufactured Worldwide H1 2017

H1 2016

ANNUAL CHANGE

SINGLE-ENGINE PISTON

400

377

+23

TWIN-ENGINE PISTON

TOTAL PISTON AIRPLANES

468

443

+25

SINGLE-ENGINE TURBOPROPS

199

184

+15

TWIN-ENGINE TURBOPROPS

-17

TOTAL TURBOPROPS AIRPLANES

232

234

-2

BUSINESS JETS

295

292

TOTAL TURBINE AIRCRAFT

527

526

GRAND TOTAL AIRPLANE SHIPMENTS

995

969

+26

GRAND TOTAL AIRPLANE BILLINGS ($Bn)

$9.02bn

$9.37bn

-0.35bn

Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com

Note: A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. Shipments may include deliveries to a fractional operator owned by the company of an aircraft dealer.

from 34 to 30. Embraer, meanwhile, finished in fourth place with 39 units, down from 49 in H1 2016. Q2 2017 was closer to Embraer’s prior year total at 24 units, down from 26. In the middle of the jet market things were looking a little better. Newcomer Honda is beginning to hit its deliveries stride, and captured fifth place with 24 units, up from 10 in the same period last year. Dassault, which only reports on the half year cycle, was in sixth place with 17 units for H1 2017 (up from 15 in H1 2016). The remaining four companies in the jet market all had results in single-digit range, and thus had limited impact on the overall market. These included One Aviation (four, level-pegging with 2016), Boeing (three, up from one a year ago), Cirrus (two, up from zero), and Airbus (no deliveries in either year). Cirrus reportedly has a strong backlog, so we can expect to see SF-50 shipments advance in H2 2017.

The Turboprop Market

Among the nine builders of traditional business turboprop aircraft, four had improved results from a year ago and five were off their 2016 pace. The companies with downturns were among the bigger players, so the impact of the unit reductions was greater. Among the traditional business turboprops the Advertising Enquiries see Page 4

market is not doing nearly as well as GAMA’s headline numbers suggest. Subtracting agricultural turboprop deliveries, units have totaled 146 units so far in 2017, down from 165 in H1 2016 (a reduction of 11.52%). This included 55 units in Q1 2017 and 91 in Q2, down from 68 in Q1 2016 and 97 in Q2. Much of the weakness in turboprops is in the multi-engine category where the 31 units delivered so far this year is down 34% from the 50 units GAMA listed a year ago. Beechcraft and Pilatus tied for first place in traditional business turboprops with 31 units each (both were down from a year ago when Beechcraft had 49 and Pilatus 38). The next four turboprop companies were bunched fairly tightly, with Daher in third place (23 in H1 2016, up from 18 last year), followed by Cessna (22, down from 32); then Piper (19, up from eight), and Quest (17, up from 16). The balance of the turboprop market was made up of Chinese AVIC (two, up from zero), Pacific Aerospace (one, down from three), and Piaggio (zero, down from one). In the piston market Cirrus was the unsurprising leader with 149 units, followed distantly by Cessna with 98 and Diamond with 67. Collectively Cirrus, Cessna and Diamond accounted for 67% of the total piston market.  www.AvBuyer.com

September 2017 – AVBUYER MAGAZINE 31

GAMA Sept16Final.qxp_GAMA DEC05 22/08/2017 17:31 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

2017 Q2 Shipment Report MAKE & MODEL

YTD

AIRBUS CORPORATE JETS 7

MAKE & MODEL

YTD

SOCATA TBM 930

ACJ318

TOTAL UNITS

ACJ319

TOTAL BILLINGS

$29,090,000

$64,760,000

$93,850,000

ACJ320

DASSAULT FALCON JET 5, 8

ACJ321

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

ACJ330

TOTAL UNITS

TOTAL BILLINGS

$795,000,000

DIAMOND AIRCRAFT 5, 6 HK-36

DA20-C1

TOTAL BILLINGS7

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP

7ECA CITABRIA AURORA

DA40 (ALL)

7GCAA CITABRIA ADVENTURER 0

DA42 (ALL)

7GCBC CITABRIA EXPLORER

DA62

8GCBC SCOUT

TOTAL UNITS

8KCAB SUPER DECATHLON

TOTAL BILLINGS

$13,609,000

$31,957,200

$45,566,200

DISCOVERY AVIATION

8KCAB XTREME DECATHLON

TOTAL UNITS

XL2

TOTAL BILLINGS

$682,500

$246,900

$929,400

TOTAL UNITS

TOTAL BILLINGS

BBJ

EMBRAER 5

BBJ 2

PHENOM 100

BBJ 3

PHENOM 300

B737-800

LEGACY 450

LEGACY 500

BOEING BUSINESS JETS 7

B777-300ER

B787-8

LEGACY 600 / 650

B787-9

LINEAGE 1000/E190 HOS

TOTAL UNITS TOTAL BILLINGS7

SHUTTLES (ERJs AND E-JETS) 0

TOTAL UNITS

TOTAL BILLINGS

$203,760,000

$280,935,000

$484,695,000

LEARJET 70 / 75

EXTRA AIRCRAFT

CHALLENGER 350

EA300

$2,415,000

$1,725,000

$4,140,000

BOMBARDIER

CHALLENGER 650

TOTAL UNITS

GLOBAL 5000 / 6000

TOTAL BILLINGS

CL850 / 870 / 890

GULFSTREAM AEROSPACE CORP. 5

TOTAL UNITS

GULFSTREAM 150 / 280

TOTAL BILLINGS

$1,007,560,707

$1,466,000,000 $2,473,560,707

450/550/650/650ER

TOTAL UNITS

SR20

TOTAL BILLINGS

$1,650,450,000

$1,639,100,000 $3,289,550,000

SR22

HONDA AIRCRAFT COMPANY 5

SR22T

HA-420 HONDAJET

CIRRUS AIRCRAFT

SF50

TOTAL UNITS

151

TOTAL BILLINGS

$72,750,000

$43,650,000

$116,400,000

TOTAL BILLINGS

$43,009,205

$77,594,691

$120,603,896

MAHINDRA AEROSPACE 5 AIRVAN 8

TOTAL UNITS

DAHER SOCATA TBM 910

32 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Asian Sky Group September.qxp_Layout 1 21/08/2017 15:20 Page 1

GAMA Sept16Final.qxp_GAMA DEC05 22/08/2017 15:08 Page 4

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

MAKE & MODEL

MAHINDRA CONTINUED

TOTAL BILLINGS

$2,907,840

$1,453,920

$4,361,760

YTD

TOTAL BILLINGS

$21,996,959

$18,703,113

$40,700,072

TECNAM AIRCRAFT6

MAULE AIR, INC. MX-7-180C

QUEST CONTINUED

N/A

ASTM - LSA

M-7-235C

N/A

P2002JF

M-7-260C

N/A

P92JS

TOTAL UNITS

N/A

P2002JR

TOTAL BILLINGS

N/A

P2008JC

P2006T

P2010P TWENTY TEN

MOONEY INTERNATIONAL CORP. M20R OVATION

M20U OVATION ULTRA

TOTAL UNITS

M20TN ACCLAIM

TOTAL BILLINGS

$10,400,630

$10,268,702

$20,669,332

M20V ACCLAIM ULTRA

TEXTRON AVIATION 4, 5

TOTAL UNITS

BEECHCRAFT CORPORATION

TOTAL BILLINGS

$1,376,400

BONANZA G36

BARON G58

ONE AVIATION CORP. 5 ECLIPSE 550

KING AIR C90GTx

TOTAL UNITS

KING AIR 250

TOTAL BILLINGS

$8,985,000

$2,995,000

$11,980,000

KING AIR 350i / ER

TOTAL UNITS

$86,936,875

$131,277,813

$218,214,688

PACIFIC AEROSPACE LTD. PAC 750XL

TOTAL BILLINGS (BEECH)

TOTAL UNITS

CESSNA AIRCRAFT COMPANY

TOTAL BILLINGS

$1,600,000

PIAGGIO AEROSPACE

CE-172S SKYHAWK SP

CE-182T SKYLANE

P.180 AVANTI EVO

CE-T206H TURBO STATIONAIR 13

TOTAL UNITS

CE-240 TTx

TOTAL BILLINGS

CE-208 CARAVAN 675

CE-208B GRAND CARAVAN EX 5

PILATUS PC-6

CE-510 CITATION MUSTANG

PC-12

CE-525 CITATION M2

15 11

TOTAL UNITS

CE-525B CITATION CJ3+

TOTAL BILLINGS

$59,124,000

$93,613,000

$152,737,000

CE-525C CITATION CJ4

CE-560 CITATION XLS+

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

CE-680 CITATION SOVEREIGN+ 3

PA-28-181 ARCHER III

CE-680A CITATION LATITUDE 10

PA-28R-201 ARROW

CE-750 CITATION X+

PA-34-220T SENECA V

TOTAL UNITS

117

201

PA-44-180 SEMINOLE

TOTAL BILLINGS (CESSNA)

$428,949,500

$570,101,700

$999,051,200

$701,379,513

$1,217,265,888

PA-46-350P M350

TOTAL BILLINGS (COMBINED) $515,886,375

PA-46R-350T MATRIX

WACO AIRCRAFT COMPANY

PA-46-500TP M500

2T-1A-2

PA-46-600TP M600

YMF-5D

TOTAL UNITS

TOTAL BILLINGS

$23,383,514

$52,103,573

$75,487,087

TOTAL BILLINGS

$838,000

$585,352

$1,423,352

PIPISTREL AIRCRAFT VIRUS SW 121

TOTAL UNITS

TOTAL BILLINGS

N/A

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

QUEST AIRCRAFT COMPANY KODIAK 100

TOTAL UNITS

34 AVBUYER MAGAZINE – September 2017

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Aircraft Index see Page 145

ACQUIRE WITH CONFIDENCE. 2002 FALCON 2000

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Avionics 1 Aug2017.qxp_Finance 22/08/2017 15:34 Page 1

FLIGHT DEPARTMENT T AVIONICS

ADS-B: The Clock’s Ticking

Mandate Looms as FAR 25 Solutions Slowly Grow A packed audience at the “Meet the Boss” session during EAA’s AirVenture Oshkosh heard a stern reminder from FAA’s Michael Huerta, reports Dave Higdon. The effective date for mandatory ADS-B equipage will not change...

dministrator Huerta offered his Oshkosh reminder to counter unfounded rumors of a deadline delay. He urged swift action for operators of all stripes – including General and Business Aviation. Compliance to date lags badly: tens of thousands of aircraft in the GA fleet are yet to be ADS-B equipped. Avionics shops and trade groups alike predict a growing backlog as the 40 AVBUYER MAGAZINE – September 2017

deadline approaches. Expectations run high that come January 1, 2020, thousands of noncomplying aircraft will lose access to Class A, Class B and Class C airspace, as well as other segments of the sky in which today Mode C or Mode S transponders are required. A large percentage of the business aircraft fleet is among those as yet to upgrade their avionics to comply with the rule issued on May 28, 2010, more than seven years ago. According to FAA data, as of July 1, 2017 the fixed-wing GA fleet equipped with ADS-B Out totaled just under 28,000 from 220,000 total aircraft. Of those, only 24,463 were tested and rated as ‘good installs’ (i.e. were found to work with the FAA's ADS-B surveillance system). Only an estimated 5,000 are business-turbine

www.AVBUYER.com

Aircraft Index see Page 145

Avionics 1 Aug2017.qxp_Finance 22/08/2017 15:35 Page 2

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

“Schedule an installation slot ASAP. Even if the equipment you want isn't yet approved, protect against being locked out when the product suitable for your aircraft gains its approval. ”

aircraft, out of a fleet totaling nearly 27,000 jets and propjets, leaving about 20,000 yet to be upgraded, according to a study by government think-tank contractor The Mitre Corporation. The main reason for this slow start stems from the lack of approved options during the first few years following issuance of the final rule. But the variety of STC’d systems has dramatically increased since then. From here the issues are more to do with scheduling than availability. “The repair shop industry in the US has less than 2.5 years to equip the GA fleet of more than 100,000 aircraft with Advertising Enquiries see Page 4

ADS-B Out avionics,” said AEA President Paula Derks. “Aircraft owners who wait to equip will face scheduling pressure and likely higher installation costs as we get closer to the January 1, 2020, deadline.” AvBuyer garnered input from several avionics installers on why operators should not wait to book an installation slot. Consider what the experts say:

Reserve a Slot, Regardless

According to Duncan Aviation (www.duncanaviation.aero), to meet the mandate deadline several hundred business aircraft should be getting the upgrade every month until the end of www.AVBUYER.com

2019. Even at that pace, the later operators risk landing in a queue extending well into 2020 – effectively cutting them off from all those airspace sectors where ADS-B is required. Schedule an installation slot ASAP. Even if the equipment you want isn't yet approved, protect against being locked out when the product suitable for your aircraft gains its approval. Being in the queue lowers your risk of receiving a post-deadline installation slot, and canceling or delaying the date is always possible. Plans to sell the aircraft later shouldn't be an excuse to delay compliance now.  September 2017 – AVBUYER MAGAZINE 41

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FLIGHT DEPARTMENT T AVIONICS

Aircraft without ADS-B Out will, experts warn, result in a loss of resale value since the new owner will have to spend the money on compliance rather than on paying the seller.

Beat the Hardware Demand

The input from Elliott Aviation (www.elliottaviation.com) parallels that of other vendors holding Supplemental Type Certificates for a large array of aircraft. One point made by Elliott is that scheduling early helps assure the installer has the hardware needed for your aircraft by the time your installation slot comes up. With a broad spectrum of solutions covering most Citations and King Air models, among others, demand for the approved hardware is likely to grow stronger as the deadline approaches. As dema nd grows, operators who schedule late may find themselves waiting for back-ordered hardware, thereby compromising the avionics shop’s ability to accomplish their upgrade until the equipment backlog is cleared. Depending on other work needed (such as installation of a WAAS GPS navigator), installation times can vary

from a few days to more than a week. One piece of useful advice is to schedule the ADS-B upgrade in tandem with an annual or 100-hour inspection or engine hot-section overhaul, thus reducing downtime.

Not Just a US Issue

Jet Aviation reminded us that ADS-B isn't solely a US issue; it's a standard embraced by the International Civil Aviation Organization (ICAO) and is required by ICAO signatory nations. While some nations delayed compliance dates to align with the US, others (such as Australia) already require ADS-B. While a higher percentage of overseas-based aircraft have complied when compared with the US, some still are not fully equipped. And some of those owners will seek installation slots anywhere the shop is approved by their home country. That scenario could further complicate scheduling in the US, given that many domestic installers hold international approvals. Of course, each country will require a demonstration of successful installation even after an installation by an approved shop in the US, further adding time pressures on those operators.

Allowing Time to Find a Solution

Finding a solution approved for your aircraft may prove challenging for many older business turbine airframes, and aligning the equipment with a shop approved to handle the installation adds another obstacle. Stevens Aviation's lengthy list of solutions for upgrading old Rockwell Collins ProLine 4 and ProLine 21 systems includes many offerings partnered with CMD Flight Solutions. But again, the company reminds us that scheduling early is paramount to assure hardware and installation capacity before the deadline.

In Summary

Waste no time in finding a shop specializing in an ADS-B solution for your aircraft type. Some locations may seem more convenient than others, but make sure that the shop performs the upgrade you need. Touching base with a shop that ticks all of the right boxes for your business aircraft as early as possible should be a priority to your flight operation to help preclude a loss of use, starting January 1, 2020. T

“...the company reminds us that scheduling early is paramount to assure hardware and installation capacity before the deadline.”

42 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Freestream September.qxp 24/08/2017 10:48 Page 1

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Avionics 2 Aug2017.qxp_Finance 22/08/2017 15:41 Page 1

FLIGHT DEPARTMENT T AVIONICS

Booking an ADS-B Upgrade: Seven Mistakes to Avoid

When booking your slot to comply with ADS-B, understand your options and make the most informed decision for you and your company, emphasizes Conrad Theisen, Elliott Aviation. Following are mistakes to avoid… ith more than 40,000 turbine aircraft yet to complete their ADSB solution, the Business Aviation community is facing an existential problem. If every aircraft owner booked a slot, there simply wouldn’t be enough manpower available to complete the work before January 1, 2020. Avionics systems can be incredibly difficult to navigate and understand. Owing to their nature, it

44 AVBUYER MAGAZINE – September 2017

is impossible to have a convenient one-size-fits-all quote for a particular avionics suite—particularly when legacy units are involved. When looking for options and quotes, operators should be sure to include their entire equipment list, and list all versions and upgrades that their system is running. A well-respected avionics shop can have a backlog of 50 or more quotes. Depending on the complexity and the manpower available, it may take a week or more to receive your quote. Moreover, a good shop will not only give you what you ask for but research thoroughly the other options you might include that could save you time and money during the installation. With that understood, here are some mistakes

www.AVBUYER.com

Aircraft Index see Page 145

Avionics 2 Aug2017.qxp_Finance 22/08/2017 15:42 Page 2

Conrad Theisen is Director of Avionics Sales for Elliott Aviation, having been with Elliott since 1996. He started his career as an Avionics Installer and was promoted to Avionics Manager in 2001. In 2009, he led the Customer Service and Project Management teams for all in-house aircraft. He joined the Avionics Sales team in 2012. www.elliottaviation.com

announced they’re either working on a solution or nearing completion, it is unlikely that something new will surface. Engineering an STC takes 6-18 months at a minimum, and approved solutions are costly to produce. The company then has to spend thousands of dollars marketing its product. Essentially, if a company were to announce today that it was working on a brand new STC, their product wouldn’t become available until March of 2018 (earliest) and the company would only be selling the STC for about 20 months. With such a small window to recoup the costs, it would make little financial sense for a company to invest in the solution while pricing it to be among the cheaper units available. Avionics OEMs already have their equipment in place and nothing new is on the horizon.

Mistake #3: Planning on selling without an upgrade… to avoid as you address ADS-B compliance…

Mistake #1: Believing the deadline will be extended… Originally implemented in 2010 and in discussion well before that, the FAA has given ten years’ notice for compliance and announced on multiple occasions that it will not extend the deadline. Turbine aircraft owners will be responsible for making the upgrade or will essentially be grounded. More and more we’ve heard customers state they ‘strongly believe’ Advertising Enquiries see Page 4

the FAA is going to extend the deadline. This is untrue. Simply put, if you plan on flying your aircraft within controlled airspace in the US after January 1, 2020, you have to be compliant. As we move closer to the deadline, customers can expect shop backlogs will be commonplace.

Mistake #2: Thinking there will be a cheaper solution coming… We are approximately two years away from the deadline, and for many aircraft there are multiple ADS-B solutions available. If a company has not www.AVBUYER.com

There are many aircraft operators that either have their aircraft ‘For Sale’ or are considering it. As we get closer to the deadline, ADS-B non-compliance is going to be a sales-deterrent. Every day that an aircraft sits on the market it loses money. If an owner wants to put the aircraft on the market and has to wait six months or more for an ADS-B slot, depreciation alone can run in the hundreds of thousands of dollars for a Mid- or Super Mid-size aircraft. If you want to sell your aircraft, you will still need to talk to a good avionics shop about what your ADS-B options are before you place your aircraft on the market.  September 2017 – AVBUYER MAGAZINE 45

Avionics 2 Aug2017.qxp_Finance 22/08/2017 15:42 Page 3

FLIGHT DEPARTMENT T AVIONICS

Mistake #4: Believing you are bound by an OEM solution… While your avionics manufacturer likely has a solution for your aircraft, it is probably not the only solution. It may not even be your best option. Some avionics OEMs require you to be current on all of your upgrades before they’ll give you their solution. In some instances, this can cost the operator hundreds of thousands of dollars, offering little value in return. In many cases there are system agnostic solutions that can save you a lot of time and money. Check with a knowledgeable avionics person to see what other STCs are available for your airframe, and make sure you do a full cost benefit analysis on the top solutions you’re considering.

give you any benefits (other than access to airspace, which you had prior to January 1, 2020). Depending on what you plan to do with the aircraft, it could make sense for you to upgrade your avionics to provide additional features. [You can find more on this in the next article…]

Avoiding These Mistakes

With a little homework and by talking to experienced and reputable avionics facilities, you can avoid many of the headaches that will inevitably happen as we move closer to the ADS-B deadline. At this point, make your decision based on what solution you want for your aircraft, and get it booked soon. Making sure you avoid these mistakes described above can save you time, money and a whole lot of trouble. T

“In many cases there are system agnostic solutions that can save you a lot of time and money.”

More information from www.elliottaviation.com

Mistake #5: Thinking you need to travel for a solution… With a good STC, many ADS-B installations can be handled by your closest avionics facility. In most cases, STCs can be purchased along with a kit that includes all parts needed to complete the installation. This approach can save you some extra money and time by not having to move the airplane more than is needed. Make sure your shop lets you know of all the options available for your aircraft.

Mistake #6: Not taking advantage of downtime… On a Part 25 aircraft, downtime for an ADS-B solution can be eight days or more. An annual or regular inspection would be the perfect time to install your ADS-B solution. Since you already have to open up the airplane, you can gain some labor hour efficiency by bundling with other services. Many of the ADS-B installations Elliott Aviation is currently working on are packaged with a major inspection, paint and interior or engine overhauls/ upgrades.

Mistake #7: Not exploring your upgrade options… You are going to invest a significant amount of capital to meet the ADS-B mandate, but compliance alone will not 46 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Corporate Concepts 1 September.qxp 24/08/2017 09:33 Page 1

Corporate Concepts International, Inc. When adding an aircraft to your fleet or buying your first corporate jet have all the advantages, expertise and experience that has made CCI a leading aviation advisory and consulting firm. For over 40 years, CCI has been a recognized leader in Aircraft Search and Acquisition Services. Our services are comprehensive, from finding the best value for the specific make and model or negotiating with manufacturers of new aircraft to achieve the best price and terms.

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Give your next aircraft purchase the advantages of CCI’s expertise and experience. CCI's advisory services save our client’s money, saves them time and assists to avoid the risks and complexities that can accompany an aircraft purchase. The CCI team will add valuable insight and performance from the start to the finish of your aircraft acquisition. Our professionals will be onsite to protect your interests during all phases of the aircraft search, contracting, build, and pre purchase and acceptance inspection. Call Dennis Blackburn at +1 832 647-7581 for a complimentary valuation of your existing aircraft, a quote of the services we can offer to achieve your objectives or to answer any questions. CCI's Search and Acquisition Services and Completion Management engagements are customized to the client's goals and needs. We know the services we provide is as much of a relationship business as it is a technical advisory business. CCI provides the highest level of individualized commitment designed to achieve all your objectives and guarantees the client’s full satisfactions. See www.flycci.com and click on testimonials to hear and read some comments from recent clients we have served.

Contact Dennis Blackburn - Phone: +1 832 647 7581 Email: blackburn@flycci.com

Avionics 3 Aug2017.qxp_Finance 22/08/2017 15:45 Page 1

FLIGHT DEPARTMENT T AVIONICS

Business Aircraft Avionics: NextGen & Beyond

Broadening your Cockpit Outlook to Beyond 2020… With the NextGen mandate rapidly bearing down on the Business Aviation community, Brian Wilson highlights how operators can benefit by focussing on life beyond January 1, 2020… orking in Business Aviation, sometimes it seems impossible to get through a morning without reading about NextGen. With just cause, significant emphasis is being placed on the number of aircraft that still need to be upgraded. At such a time as this, however, we can miss the fact that there will be life beyond January 1, 2020… For example, now might be the right time to make other required cockpit enhancements, thus saving both time and money. Furthermore, you may want to consider enhancing your flying experience beyond the mandates by modernizing your cockpit. A NextGen upgrade provides a perfect opportunity to implement increased situational awareness for the crew. Research shows that there are still thousands

48 AVBUYER MAGAZINE – September 2017

of aircraft worldwide operating with Cathode Ray Tubes (CRT) in the cockpit. Vendors are eager to help operators minimize the financial impact of aging CRTs by combining NextGen functionality and compliance with new aircraft platforms. The new high-resolution LCD screens are more reliable, absorb less power and offer significant weight savings over CRTs. Other features include: 1. 2. 3. 4. 5. 6. 7. 8.

Synthetic Vision System (SVS) Electronic Charts/Approach Plates Graphical Broadcast Weather Overlays High-Resolution Navigation Maps Enhanced Vision Systems (EVS) 3D View LPV Approaches Embedded Radio Tuning

Indeed, some MROs are taking vintage aircraft and offering a ‘remanufactured’ product that features new integrated cockpits meeting both the airspace modernization deadlines and updating the display technology. I have observed

www.AVBUYER.com

Aircraft Index see Page 145

Avionics 3 Aug2017.qxp_Finance 22/08/2017 15:46 Page 2

Brian Wilson is the Director, Key Accounts at Gogo Business Aviation, an industryleading provider of in-flight connectivity and entertainment solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards along with being a member of the AEA Board of Directors.

flight department expects to see an immediate Return on Investment (ROI). Cash incentive and immediate ROI proved sufficiently compelling for the chief pilot to down the aircraft for 25 days, begging the question how can non-compliant aircraft sell in today’s buyers’ market. A quick survey of industry brokers reveals the same response—only with difficulty. Second to Wi-Fi, aircraft not equipped with NextGen are impacting resale values negatively. One senior broker summarized “If the aircraft does not have NextGen compliance and Wi-Fi, we inform the owner that the aircraft will only sell at a significant discount.”

Technologies Worth Considering

both private and charter operators taking advantage of these offers. Crew and passengers can enjoy an increased level of safety, reliability and technology aboard their aircraft.

It’s Later Than You Think…

When approaching NextGen as a topic, pay heed to the old Chinese proverb that warns, ‘It’s later than you think’. If the days of RVSM and TAWS deadlines are any indicator of how the fleet will approach the NextGen mandate, we will see many aircraft parked on the tarmac well past the equipage period awaiting their slot to upgrade. The experiences of the chief pilot of one super-midsized business jet is worth noting. His flight department has operated the aircraft for about five years, and it meets the mission needs of the company well. He learned from the prior RVSM and Advertising Enquiries see Page 4

TAWS mandates that waiting until the last second to comply with NextGen will cost his company more money and likely require an unscheduled maintenance event. This time his company planned the upgrade meticulously. Although the aircraft will be upgraded during a non-scheduled event, this chief pilot’s operation benefitted from choosing when the work would be initiated, and the MRO offered financial incentives to do the upgrade early. An ‘early adopter’ cash incentive is a common theme (although you might have to ask for it). The upgrade the chief pilot requested includes a new flight display system that not only meets all the required mandates, but offers enhanced capability, improved reliability and packaged cost savings. The aircraft owner is getting great value, and the www.AVBUYER.com

Following are a few technologies that you might want to consider in addition to NextGen updates you need to make in the coming months. Synthetic Vision System (SVS): Synthetic Vision increases safety and improves situational awareness for the crew by combining an advanced database of topographical maps with GPS position. The resulting 3D terrain view provides the crew with a clear visualization of obstacles and provides a pseudo Highway in the Sky. One pilot recently noted how the system paid for itself on a recent flight when, on a night approach into an unfamiliar airport nestled within a valley, the SVS gave him a clear view of a rocky terrain directly beneath the glide-path. This capability allowed the crew to prepare their descent and avoid possible TAWS warnings. When on the ground taxiing around  September 2017 – AVBUYER MAGAZINE 49

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the airport, SVS is a game-changer because many runway and taxiway markings are weathered and difficult to read, especially at night. Electronic Charts/Approach Plates: Having an integrated flight information system reduces the crew workload compared to using remote Electronic Flight Bags (EFB). This embedded system shares data with the onboard Flight Management System (FMS) to automate chart selection and allow an overlay of the aircraft’s present position on the chart. Graphical Broadcast Weather Overlays: The radar system onboard today’s aircraft is a valuable tool for the crew. The ‘art’ of using the radar effectively correlates directly to the experience of the airman flying the aircraft. Having an embedded graphical weather presentation superimposed on the existing aircraft flight plan is highly beneficial. The information is continuously updated, and the crew can check the weather at a destination airport even before they depart – a powerful asset in regions and during seasons where weather can change in a matter of minutes.

eliminates the need for external radio tuning units, FMS and display controllers. They typically incorporate a common control display unit, a keyboard and a cursor control panel. One common controller for each crew member allows the selection of display configuration, waypoints, NAV sources, engine data and even TCAS and transponder control. LPV Approaches: Localizer Performance with Vertical (LPV) Guidance allows the crew to fly the highest precision approach available. The approach criteria can provide the same minima (200ft) as a CAT 1 ground based ILS system. The FMS in the aircraft will have to be replaced with a new Space Based Augmentation System (SBAS) capability within the Flight Management System. To fly LPV approaches, you must either have dual SBAS FMS or a single FMS and a remote LPV monitor. The reduction in flight hours and fuel consumption related to better routing can reap a return on investment within 35 years (based on hours flown annually).

Planning Your Next Event…

Embedded Radio Tuning: Today’s modern cockpits also include a centralized control system that

Discussions with flight departments about budgeting and planning fall into two schools of thought: One allocates an equal amount of funds for avionics annually while the other group focuses on mandates and matches the funding with the deadline. The first style allows

50 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

the allocation of monies each year, allowing the owner to keep the aircraft current on technology. The second, however, often leads to a situation of waiting until the last moment to meet mandate compliance. Avionics OEMs use the building block/stepping stone approach, allowing operators to do a little each year to set the foundation for future enhancements and features. By budgeting for the future, you can maintain the value of your aircraft.

In Summary

There are a few additional points to consider beyond the technology enhancements discussed in this article. For example, with careful applications of technology, your aircraft will hold its value and could increase in value. Almost all the cockpit modernization programs are incorporated into Aircraft Bluebook pricing, allowing your aircraft to stand out from the fleet. In addition, new equipment typically comes with a full warranty. It’s worth considering combining your remaining avionics into a warranty coverage plan that allows you to pay an annual fee for free exchanges. These warranty programs will supplement the financial value of your upgrade and reduce your operating costs in the coming years—a concept CFOs like. Then you’ll be free to look to life beyond NextGen mandates! T Aircraft Index see Page 145

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Managing NextGen Implementations How to Complete Upgrades Successfully

52 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Avionics 4 Aug2017.qxp_Finance 22/08/2017 15:51 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

To help operators understand and plan for new technologies and existing mandates, Ken Elliott explores activities that take place during NextGen avionics implementations.

Advertising Enquiries see Page 4

emand for ADS-B Out compliance by 2020 has created tremendous strain on the existing MRO infrastructure. In addition to supporting the ongoing maintenance requirements of their loyal customers and accommodating clients with aircraft in need of refurbishment, MROs are being requested to provide upgrades that enable access to increasingly sophisticated airspace in the US and Europe. Overall pressure resulting from ongoing commitments coupled with calendar-based mandates has significant implications for MROs and their customers. Unfortunately, even the best planning cannot eliminate the potential for something going wrong. Just as accidents are commonly a result of multiple missteps, with rarely an outcome based on a single failure in the event chain, the risk exists that a series of misfortunes can jeopardize excellent long-standing relationships between Flight Departments and MROs. As a rule, employees do not intend to do the wrong thing. With few exceptions, employees go to work each day with the goal of being productive and successful. They want to satisfy their customers as well as keep their jobs, and they desire to leave work with the feeling of accomplishment. So, when things go wrong employees often feel the same frustration as their customers. The trigger for a bad day often is pressure resulting from tight scheduling and unplanned events creating a dramatic disturbance to the daily routine. Being creatures of habit, pilots and mechanics naturally gravitate to a predictable and repeatable process, always pacing their activity to ensure nothing is overlooked. Add the exponential increase of a schedule squeezed between now and 2020, and you can expect issues to occur more frequently. Both MROs and operators need to seek ways to mitigate the possibility of an out-of-control situation. MROs are likely to be short on skilled manpower, www.AVBUYER.com

creating more daily tasks for each employee. And full hangars are inevitable. But there are management tools at everyone’s disposal.

Develop a Plan

While not easily accomplished, the very first and best thing an operator can do to position the MRO for success is to develop a realistic plan. For example, an operator can schedule their ADS-B Out upgrade months in advance. Assuming you have already selected your facility, try to schedule the aircraft downtime to match the number of work days the MRO has requested in their proposal. Keep weekend days outside the downtime; you will be glad you did! Do not schedule a trip for at least two days after a shop visit, however painful that may sound. Have you ever built a house? Remember how it took longer and cost more than you expected? The complexity of an aircraft modification may not be as great, but when you consider all the process steps needed to return the aircraft to an airworthy status, there are many places where a hiccup can occur. Plan with the MRO what you need to provide. The best customers are those who keep good records, faithfully reflecting the current status of their aircraft. Share your records openly with the MRO. Spend time with the MRO’s inspection department, making sure they ask specific questions about your aircraft’s status. You will be surprised by what you learn. Discovering certification anomalies the day before MRO departure is not a desirable outcome. Read all the terms and conditions (T&C) of the proposal that you and the MRO have discussed. There are legal terms that apply to all MRO proposals, and there are the terms specific to your aircraft. While the former T&Cs are crucial for your protection, the latter T&Cs contain the framework of your work scope, providing the limits within which the contract will be conducted. Importantly, the aircraft-specific terms will point to areas where possible issue  September 2017 – AVBUYER MAGAZINE 53

Avionics 4 Aug2017.qxp_Finance 22/08/2017 15:51 Page 3

FLIGHT DEPARTMENT T AVIONICS

may arise. Closely inspect the caveats embedded in the proposal’s language. Observe how there are ‘subject to’ clauses based on your information reflecting the aircraft’s current status. Expect more downtime and cost if the MRO’s engineering instructions pertain to an aircraft structural location that has been previously modified. That potential issue, however, can be minimized if you schedule well in advance and provide appropriate data ahead of your visit.

Communicate Clearly

Communication should start long before your aircraft taxis to the MRO’s ramp. Developing a relationship with the Customer Service Representative and the relevant department leads is essential. A trust needs to be fostered so that communications can be easy and clear. In aviation, many lead technicians and department heads struggle with telling customers the ‘not so good’ news. It is common for negative information to be couched in favorable terms, unintentionally becoming misinformation. When bad news is being communicated in a comfortable setting, however, sticking to the facts is easier. As 54 AVBUYER MAGAZINE – September 2017

the customer, make sure you understand the information and its implications to cost, downtime and any promised features. Communication is always a two-way affair. Immediately notify the MRO when you learn that your schedule has changed. There is a reason why the MRO calls, e-mails or messages you. An early response to an MRO outreach could prevent a failure down the road. In aviation, we know that time is crucial. The MRO may need your approval to order a long lead-time part or to engineer a change. Small delays can quickly magnify as each day passes. Be clear and concise in communications - a quick confirmation to clarify intention is always a smart move. While phones are efficient, the best communications are those conducted face–to-face. Potential issues often can be avoided if you or your maintenance chief can spend time at the MRO. Most major MROs have customer offices and provide operators unimpeded access to their aircraft. There is nothing better than a discussion right at the scene of activity. If it is not possible to stay with the aircraft, plan to dialogue frequently and www.AVBUYER.com

ask for progress pictures, showing specifics that may be difficult to express in writing.

Flexibility

The best customers are those who choose their battles and do not sweat the small stuff. The best MROs are those who listen to their customers, act as a team and, above all, provide some flexibility within the contract and throughout day-to-day activity. It is common for identical situations to play out in vastly different ways, based on how the customer and MRO respond. Almost always, a ‘meet in the middle’ approach succeeds. Flight Departments and MROs often are under significant pressure for similar reasons. Stress occurs out of a need to meet the schedule, stay within budget and cause no harm to the aircraft. Both MRO and operator need each other, and both need to succeed. Flexibility and staying focused on the issue in hand is crucial. Whenever possible, try to avoid the winner/loser scenario. Rarely is it wise to point fingers and focus on who did what, why, how and when. Energy, time and resources are Aircraft Index see Page 145

Avionics 4 Aug2017.qxp_Finance 22/08/2017 17:30 Page 4

literally wasted when either the customer or the MRO move their attention from a resolution of issues to assigning blame. As the ADS-B Out deadline draws closer, so the need for understanding and flexibility in schedule, downtime and even cost become ever more important to a job’s success.

Understanding is Essential

MROs come in all shapes, sizes and levels of capability. Some are engine focused and some airframe. Some are only conducting business in avionics, or cabin completions or paint. A few have equal focus in all those areas. While you may have dealt with an MRO and had a great experience with its engine shop and airframe team, you might have had minimal exposure to the avionics modification team. First, do not confuse avionics modifications with avionics service. The avionics service side is, realistically, a subset of airframe. Like airframe, they mostly undertake inspections and repairs and typically do not rely on the resources of complex engineering and certification personnel. Avionics service personnel are not likely to face the risks associated with first time integration. Their day-to-day work routine is more predictable. Avionics mod shops, on the other hand, operate to a very different

Advertising Enquiries see Page 4

drumbeat. They need prints and individually prepared instructions of work. Areas of the aircraft that are rarely accessed will need to be disassembled. A broad spectrum of skillsets, such as composite, sheet metal, paint, trim, detailing, wiring, testing (including flight), engineering and Organization Designated Approval (ODA) level certification, is usually employed. For ADS-B Out, additional effort is required to complete pitot static, transponder and RVSM recertification, pressurization checks, stress analysis and both ground and flight testing. The unique challenges and tasks of an aircraft modification require a significant level of understanding and appreciation for all the players involved. To estimate the personnel required for sophisticated avionics work, visualize the size of the team needed for your routine major inspections and then double it. The mod team includes all the backshop specialists, often the most difficult skillsets to hire. Clearly there is the need to plan, communicate and maintain a flexible approach when pursuing your ADS-B Out upgrade.

In Summary

Choosing the MRO for an ADS-B Out upgrade requires deliberation and careful consideration to make the shop

www.AVBUYER.com

visit progress predictably. Planning and executing the plan can be very stressful, especially when dealing with the MRO for the first time. Everything is about expectations, communicating intentions and maintaining flexibility with understanding when plans change. ADS-B Out 2020 applies to most of those who wish to operate in the US (January 1) and in Europe (June 7). About two months ago, Duncan Aviation’s ‘live’ ADS-B counter showed 73% of business jets still to be completed, with 885 days to go. Even though shops have capacity now, there is reluctance by operators to schedule for many reasons - some with merit, some without. The longer operators decide to wait, the more the need for MRO-Customer cooperation. An understanding between all parties is paramount and should be based on: • Planning • Communication • Flexibility • Knowing Who and What You’re Dealing With. Knowledge is power, and preparation leads to success. Together, they will assure that Flight Departments achieve their objectives and MROs produce desired results, on time and within budget. T

September 2017 – AVBUYER MAGAZINE 55

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Ownership Sept2017.qxp_Finance 22/08/2017 15:28 Page 1

FLIGHT DEPARTMENT T OWNERSHIP

Aircraft Registries Home or Away?

Deciding on a Country of Registration is About More Than the Tail Number Business aircraft operators today enjoy a wide array of options when choosing the registry nationality of their aircraft, notes Dave Higdon. Regardless of whether you operate domestically or internationally, there are benefits in making the right choice… any nations offer registry services to non-resident operators. Conversely, many operators conducting international operations select the US as their nation of registration, even though the aircraft may never enter US airspace. The reason is simple: because of the benefits available to the operator by choosing the US option. Selecting a nation of registry ultimately will affect airmen and maintenance regulation, may impact the

60 AVBUYER MAGAZINE – September 2017

taxes for which the operator is liable and will likel y influence resale value. Opting to register with one of the many foreign domains may also deliver benefits that are unavailable from a home nation registration – or it could complicate international operations because of other-country hostility toward the nation of registration. In a nutshell, your choice of registry for your aircraft is no small matter and in many ways parallels choice of citizenship. In return for joining an aircraft registry, the nation of registration agrees to take responsibility for ensuring that your aircraft complies with ICAO Standards – as well as operating standards, licensing and recommended airworthiness practices. So while operators enjoy numerous options, nobody should consider registering an aircraft in a

www.AVBUYER.com

Aircraft Index see Page 145

Ownership Sept2017.qxp_Finance 22/08/2017 15:28 Page 2

“The impact of some foreign registries may also affect an operator’s ability to fly within a country during a visit involving more than the arrival/departure airport.”

nation not in compliance with the precepts of the International Civil Aviation Organization. Nations that adhere to the International Standard for Business Aircraft Operations (IS-BAO) should be a minimum requirement. Beyond this non-negotiable consideration, how can you decide the best choice for your aircraft? Answer the following five questions, since they may point you in the right direction for you r operation… Access: What will be the impact of a foreign registration on your international operations? In our 2016 series on flying internationally, AvBuyer noted the limitations that some nations place on access to their airspace, depending on both the departure point of a flight and the nation of registration. The impact of some foreign registries may also affect an operator’s ability to fly within a country during a visit Advertising Enquiries see Page 4

involving more than the arrival/departure airport. Furthermore, there may be times when an operator needs to speak directly with the aviation authorities of country of registry. Thus access also includes connectivity with registration officials. If those conditions are likely to present a problem to your anticipated operations, then a privately operated registry (such as Miami-bas ed Registry of Aruba) may be helpful. Highlighting one of its key advantages, Alexandria Colindres, director of business development, Registry of Aruba told AvBuyer, “Owners and operators have the flexibility to pick up the phone and speak with us directly; they are even able to speak with the Director of the Civil Aviation without hesitation. “The same cannot be said for traditional regulatory jurisdicti ons like the FAA, EASA, or Transport Canada. We have many operators that have chosen to leave these jurisdictions due to lack of access.” 

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 61

Ownership Sept2017.qxp_Finance 22/08/2017 15:32 Page 3

FLIGHT DEPARTMENT T OWNERSHIP

“Favorable tax treatment is also a frequently-used point promoted by active overseas registries.”

Conversely, the US does operate consular and embassy offices throughout the world, although the FAA does not have inspectors in every country that allows access by US-registered aircraft. Many international operators opt to register in the US because of the broad acceptance of US “N-Registered” aircraft. Security: How might your choice of a registry impact your international operations' security demands? Some nations may impose added security requirements on an aircraft before allowing it into its airspace – for landing and even for overflights. Those requirements may include using local crew for flights inside the nation. And the destination may also impact your ability to fly directly to your nex t stop by requiring an interim stop. “One of the primary reasons that high profile clients choose a registry such as Aruba is for reasons of privacy and confidentiality,” remarks Colindres. “A more neutral flag allows for there to be an added level of security as any visible trail for ownership is erased.” Undeniably, N-Registering aircraft can attract unwanted, even dangerous attention – and it can complicate access to some international destinations, even requiring detours around airspace not open to US operators. Obviously, such concerns can tilt many decisions. Nevertheless, no single registration (save for Switzerland) gets universal treatment that is politically neutral. Taxes: What are the implications of registering in the country you're considering? Tax implications stand among the more frequent reasons for an operator deciding to use a given nation for registration rather 62 AVBUYER MAGAZINE – September 2017

than registering with the home nation. Favorable tax treatment is also a frequently-used point promoted by active overseas registries. Aruba is one such haven location that attracts operators to its registry for the financial benefits. According to Colindres, “Aircraft buyers and owners, when registering the aircraft in a f oreign state, do not need to worry about European Value Added Tax (VAT). Aruba offers 0% VAT, 0% corporate tax, 0% income tax, and more.” In the US, however, business operators can deduct the costs of owning and operating their aircraft for business purposes - and some individual operators choose to put their aircraft on a FAR Part 135 charter certificate, in part for the tax benefits, with leaseback opti ons as a potential source of revenue. But tax deductibility is a limited option compared to some Registries such as Aruba, Cayman Islands and others. Insurance: What implications does your choice have on your needs and ability to insure the aircraft and secure liability protections? Selecting a nation of registry will likely impact how much insurance an operator needs to satisfy nation-of-registry require ments – just as nations visited during international operations may require added insurance. “Aircraft owners with liability concerns should consider all aspects of the jurisdiction in which they choose to register,” advises Colindres. “One thing that should always be considered is if the jurisdiction has joined the Cape Town Convention and its Aircraft Protocol.”  The Cape Town Convention took effect March 1, 2006 and

www.AVBUYER.com

Aircraft Index see Page 145

General Aviation September.qxp_Layout 1 21/08/2017 15:48 Page 1

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FLIGHT DEPARTMENT T OWNERSHIP

“It’s important that the legal environment of a jurisdiction is considered for aircraft repossessions when choosing to register your aircraft.” established the International Registry (IR) of Mobile Assets (applying to both aircraft and aircraft engines) if nations meet certain thresholds. “The Cape Town Convention offers important default remedies, which can be applied by the creditor in so far as they have been agreed with the debtor in the event of a security interest, repossession, sale and grant of lease or application for the profits/income s arising from the management or use of the object,” Colindres elaborates. “In the case of a lease or title reservation agreement, the remedies applicable are termination of the agreement and repossession of the aircraft object. The Aircraft Protocol provides additional remedies of de-registration and export of the aircraft object for the creditor in the case of a default from the debtor. “Parties can reg ister their interest on the International Registry created under the Cape Town Convention in order to give notice to third parties and preserve their conventional priority.” Colindres highlights other universal considerations to examine. “It’s important that the legal environment of a jurisdiction is considered for aircraft repossessions when choosing to register your aircraft. “Pillsbury Law Firm publish ed a world aircraft repossession index measuring the legal environment for aircraft repossessions in each country or jurisdiction using seven factors: repossession, insolvency, deregistration, export judgments, arbitral awards, preferential liens and political stability. Each factor is assigned a weighting in accordance with its relative importance, with each factor’s score and its weighting being used to calculate the 64 AVBUYER MAGAZINE – September 2017

overall score for the country or jurisdiction. “In the second edition of the world aircraft repossession index, Aruba was given an overall score of 100%. Making it a safe and reliable jurisdiction for the safety of your assets.” The US also belongs to the Cape Town Convention and its Aircraft Protocol. As Colindres outlines, it's an important factor to consider for any country an operato r may consider for registration. Aircraft Valuation: Will the country of registration impact the resale value of your business aircraft? “Yes, very much so,” Colindres stressed. “You should always consider prior to registering your aircraft in a jurisdiction what implications it may have on your resale value. A Cat-2 country known to have poor regulatory standards might not be your first choice if you int ended to resell your aircraft.” The US, like Aruba, is Cat-1 and up to contemporary standards. “Several of our foreign operators have chosen to register their aircraft in Aruba due to the simple fact that their own civil aviation authority does not meet ICAO standards,” Colindres adds. Because of varying maintenance and insurance rules, your choice of registry may impact the value of the aircraft. But ru les variations aren't the only influence on aircraft valuation. Climate at the aircraft's operating base may also come to bear, as well as how the operator stores the aircraft. The beauty of registering with the US, Aruba or other ICAO signatory is the relative security of the aircraft’s value – and the overall benefits afforded to operators by the country of registry. T

www.AVBUYER.com

Aircraft Index see Page 145

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Safety 1 SEPT.qxp_Finance 22/08/2017 16:12 Page 1

FLIGHT DEPARTMENT T SAFETY

Safety Leadership in the Flight Department

Who is Responsible for Driving Your Safety Standards Forward? ‘Safety Leadership’ is one of NBAA’s so-called foundations for safety. But how can the Flight Department define this loose concept and make it effective for them? Mario Pierobon explores…

afe performance of missions, provision of appropriate resources and receptiveness toward concerns raised from the line environment are traditionally considered to revolve around Flight Department Management setting the example. While the hierarchical view of leadership is important (management does ultimately lead the safety practice and safety performance within a Flight Department), considering Safety Leadership only from a hierarchical perspective can also be limiting. Line operatives often do not know much of what happens at middle or higher levels of management. Furthermore, corporate flight departments are normally not very hierarchically structured and all members of staff work side-byside to ensure safe mission accomplishment. Thus, safety becomes everyone’s responsibility. ‘Flat’ leader-follower relationships are more distinctive of small organizations like Flight Departments. Looking at Safety Leadership from a ‘flat’ perspective offers more food for thought

68 AVBUYER MAGAZINE – September 2017

for Business Aviation professionals, because a ‘flat’ view of Safety Leadership allows the organization to define this concept with a focus on three main factors: Communication, Candour and Sharing (of common goals). Let’s take a little time to consider each of these…

Communication

Communication is essential to Safety Leadership. From a hierarchical perspective communication is about the distribution of safety information throughout the organization. From a ‘flat’ perspective it is about making colleagues aware of issues that have been (or that are being) experienced. You can tell there is effective Safety Leadership when colleagues (regardless of rank) talk about issues without fear of crossing boundaries of professional hierarchy. People still need to submit safety reports through the formal channels established by the company, but they also recognize the need to share their experiences freely with colleagues to improve learning and understanding between the team. If only a safety report were submitted, the safety database will be populated with those data. At some point in time the information together with other relevant safety information

www.AVBUYER.com

Aircraft Index see Page 145

Safety 1 SEPT.qxp_Finance 22/08/2017 16:12 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

“The Safety Leader does not have to be the Flight Department Manager (though s/he should lead by example).”

will be channelled down to the other operatives – but it would not be channelled in a timely fashion. Sharing experiences openly with colleagues (while ensuring discretion and confidentiality) will cultivate immediate improvement in safety knowledge that benefits the organization. Such open communication on safety matters within the Flight Department can be difficult to attain if the safety culture is not fully mature. But it should nevertheless be encouraged.

Candour

Ultimately, candour is about individuals performing morally within the workplace. Safety Leaders are moral people. What does that look like in practice? Safety Leaders never report safety issues concerning a colleague with malicious intent, and do not hold back reporting safety issues concerning colleagues who they get along well with. True Safety Leaders treat safety issues with detachment, the safe operation of the Flight Department being the sole motivation behind their reporting. Being moral also means being honest about your own performance, admitting your errors and deviations. Moral professionals do not take unnecessary risks, they do not jeopardise their personal safety, or that of colleagues and customers. There can be virtually unavoidable operational pressures during everyday life at the Flight Department, but moral professionals will not compromise on safety; they will be able Advertising Enquiries see Page 4

to say ‘no’ to pressures from customers when they know the pressures simply should not be exercised.

Sharing

The last aspect of Safety Leadership is the sharing of common goals. This means that your goals and those of the organization must align. Are you happy with your pay, your workload and what the organization provides for ensuring a high standard of safety performance? If the answer is ‘no’ then there is an imbalance that needs sharing and discussing. Perhaps your expectations are too high, or maybe there is genuine room for improvement. Sharing concerns will help address this.

In Summary

The Safety Leader is the professional who notices the gap between where the Flight Department stands and where it could (perhaps should) be, and takes an active role as an agent for change. The Safety Leader is the one who raises issues, but does so diplomatically thereby ensuring buy-in. S/he does not seek confrontation with managers or colleagues, but sets a positive example of professionalism by genuinely caring about the wellbeing of colleagues and customers. The Safety Leader does not have to be the Flight Department Manager (though s/he should lead by example). Every member of the Flight Department is responsible for leading progress in safety within their areas of responsibility. T

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 69

FD Management August17.qxp_Finance 22/08/2017 16:03 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Keys to Flight Department Communication Flight Department Management is More Than Just Budgeting

Andre Fodor’s leap from corporate pilot to flight department manager taught him not only to manage costs carefully, but to communicate effectively – a skill absolutely vital when dealing with C-Level executives… 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 Johnsonville Sausage.

s I pursued my career flying and eventually managing business aircraft, including being part of a management team that operated 200 aircraft and flew 1,200 hours per day, the sophistication of Business Aviation became quite clear. Schedules change at a moment’s notice, unscheduled maintenance disrupts operations and budgeting can be very challenging. In such a dynamic and at times unpredictable setting, accountants work side-by-side with managers to track closely metrics that impact the corporation’s

70 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

bottom line. My early e xperiences emphasized that Business Aviation is expensive and costs must be managed carefully. Pilots, schedulers, mechanics and executives each have their own priorities that impact costs. It is the Flight Department Manager’s responsibility to harmonize, balance and ultimately decide what is the best way to operate company aircraft. Obviously, people skills are required. The Flight Department Manager mu st become an expert in working with others, including C-Level personnel. Communicating effectively is imperative. After almost 30 years of corporate flying, I still struggle with the challenge of presenting the cost/benefit story of Business Aviation. To accept the direct and indirect cost of running a flight department, executives must understand the intangible as well as the tangible benefits of a  Aircraft Index see Page 145

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FLIGHT DEPARTMENT T MANAGEMENT

“Planting the seeds of an idea requires patience...”

company aircraft. Thus, I have developed strong arguments that help educate and prepare a company’s executives to back their flight operation. Good communications have been one of my most important tools.

Seeds of Ideas

People often react positively to changes when they believe an idea is their own. Planting the seeds of an idea requires patience (seeds need watering before they take root and bear fruit), but the reward can be great when you garner C-Level support for your Flight Department’s needs. In one consulting job that I had, I focused on introducing the benefits of corporate flying to the members of the company’s executive team. The success of this project depended on high aircraft utility and each cost center paying for their airplane’s usage. My premise was that using the company’s aircraft would remove wasted travel time and increase productivity. In a busy and tight daily schedule, this capability would ultimately create opportunities for more family time and personal fulfillment for our executives. I spent time at the main office ‘sowing’ the idea whenever the opportunity arose, showcasing the benefits of a corporate flight department. Complementary topics included efficiency, reach, expansion capability, personal and corporate safety, and growth tools. When key executives began using terms like “time is money” and “office in the sky” while planning their business travel, it was clear the seeds had begun to take root within their thinking. Planting valid arguments to warrant the use of executive travel is key to validating the existence of 72 AVBUYER MAGAZINE – September 2017

the corporate flight department and helping the board und erstand Business Aviation.

Empathy and Honesty

Having once been hired by a medium-size company to set up a new flight department, it became clear during my first meeting with the accounting team that there were misgivings over such a large expenditure. It was important to validate their concern – to show understanding for their position and thoughtfully explain that the decision to purchase the airplane had already been made by the principal. By doing so, I was able to create an environment of cooperation and understanding while significantly reducing (if not eliminating) resistance. From there we could find the right balance between a budget and provisions for a first class flight department. Openness and honesty are important to facilitate productive discussion with an accounting team or C-Level executives inexperienced in private aviation. Discussion needs to include typical expenses associated with aircraft ownership along with some of the unusual costs associated with airplanes. When people have a clear idea of what to expect, they’re more likely to co-operate and focus on productive work.

In Summary

There is no doubt that cost analysis and metrics are an important and valuable tool for managing and forecasting a corporate flight department’s operational costs. Communication of those metrics and analyses are just as important. Without having the necessary people fully supporting your endeavor, you will have a very hard time building your dream flight department. T

www.AVBUYER.com

Aircraft Index see Page 145

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Values Intro.qxp_Finance 22/08/2017 16:16 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-LongRange business jets.

he average Large Cabin and Ultra-Long-Range jets share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds. Large Cabin jets have much in their favor. Seats-full range capabilities typically go up to, and into the 6,000nm range, making these effective non-stop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time! One disadvantage the Large Cabin jets have over their Small and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison. Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives. Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical. 74 AVBUYER MAGAZINE – September 2017

Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply, and you’ll need a larger fuel budget, more hangar space and a larger maintenance budget. Yet for the company with the need, the Large Cabin jet will rarely prove too small, and only occasionally be too large for an airport you’d prefer to access. In these situations, supplemental charter is the answer.

Large Cabin Jet Price Guide

The following Large Cabin jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook– Price Digest. The study spans model years from 1998 through Summer 2017. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Bombardier Challenger 300 values reported in the Summer 2017 edition of the Bluebook show $13.25m for a 2013 model, $12.25m for a 2012 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide al lows the reader to determine the best value aircraft for consideration. Note: We have included 43 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for  these models can be referred to, beginning on page 78

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Aircraft Index see Page 145

Boutsen September.qxp_Layout 1 21/08/2017 16:06 Page 1

Retail Values.qxp_RPG 22/08/2017 16:18 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Large Cabin Jets Average Retail Price Guide MODEL YEAR $

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

14.0

13.0

12.0

11.0

10.0

9.0

18.0

16.5

15.250

13.750

11.5

10.750

10.250

8.750

16.5 11.250

10.250

9.750

8.7

MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

32.350

25.0

BOMBARDIER CHALLENGER 605

22.0

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

26.673

21.5

17.5

14.5

13.250

12.250

BOMBARDIER GLOBAL 6000

62.310

49.0

41.0

37.0

35.0

31.0

BOMBARDIER GLOBAL 5000

50.441

40.0

36.0

34.0

30.0

27.0

22.5

20.5

18.5

16.5

27.0

25.0

23.0

21.0

20.0

26.0

24.0

21.0

20.0

19.0

17.0

14.5

13.5

12.5

13.0

11.0

10.0

12.5

11.5

BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL EXP XRS BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

58.4

54.0

DASSAULT FALCON 7X

53.8

44.0

37.0

33.0

30.0

DASSAULT FALCON 2000LXS

34.7

30.0

24.0

23.0

21.0

DASSAULT FALCON 2000S

29.550

25.0

21.0

19.0

18.0

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

44.3

37.0

31.0

27.0

24.0

22.5

21.5

19.5

DASSAULT FALCON 900DX

15.5

14.5

13.5

DASSAULT FALCON 900EX EASY

17.5

16.5

15.5

25.0

DASSAULT FALCON 900EX DASSAULT FALCON 900C DASSAULT FALCON 900B EMBRAER LINEAGE 1000E

53.0

45.0

34.0

31.0 29.0

28.0

27.0

26.0

29.9

24.0

16.5

15.5

14.5

13.5

11.5

10.5

14.3

13.0

12.0

10.3

8.6

8.1

7.6

16.5 50.0 20.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ EMBRAER LEGACY 135BJ EMBRAER LEGACY 500

19.995

18.5

17.5

EMBRAER LEGACY 450

16.570

15.5

14.5

GULFSTREAM G650ER

72.5

65.0

57.0

55.0

53.0

GULFSTREAM G550

61.5

47.0

42.0

37.0

33.0

GULFSTREAM G500 GULFSTREAM G450

28.0

24.0

22.0

19.5

31.0

29.0

25.0

22.0

24.0

21.0

19.0

18.0

16.0

17.5

15.5

14.5

13.5

12.0

14.0

12.0

11.0

10.0

9.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

24.5

21.0

17.0

16.0

15.0

14.0

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

76 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Retail Values.qxp_RPG 22/08/2017 16:18 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Summer 2017 2007 US$M

2006 US$M

8.0

7.0

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 BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

8.250 7.4

BOMBARDIER CHALLENGER 605 6.9

6.5

6.2

5.8

5.6

5.4

5.2

5.0

4.8

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

8.2

7.7

7.2

6.7

6.2

BOMBARDIER CHALLENGER 300

15.0

14.0

13.0

BOMBARDIER GLOBAL 5000

19.0

18.0

17.0

BOMBARDIER GLOBAL EXP XRS

BOMBARDIER GLOBAL 6000

15.0

14.0

13.0

12.0

11.0

10.0

9.0

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

18.0

DASSAULT FALCON 7X DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S

11.5

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY

10.5

9.6

9.1

7.7

7.4

7.1

12.5

11.5

10.8

14.5

13.5

12.7

8.6

DASSAULT FALCON 2000EX EASY

8.2

7.5

6.9

5.7

DASSAULT FALCON 2000EX 5.4

5.1

4.6

4.1

3.7

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

9.4

DASSAULT FALCON 900DX 11.8 8.9

11.0

DASSAULT FALCON 900EX EASY

9.5

9.0

8.6

7.9

7.4

7.1

DASSAULT FALCON 900EX

8.0

7.8

7.3

7.1

6.8

6.6

DASSAULT FALCON 900C

6.6

6.4

6.2

DASSAULT FALCON 900B EMBRAER LINEAGE 1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

7.1

EMBRAER LEGACY 600-135BJ 6.6

6.1

5.6

5.1

4.6

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 EMBRAER LEGACY 450 GULFSTREAM G650ER

19.0

16.0

15.0

14.0

13.0

15.0

13.0

11.0

10.0

9.0

11.0

9.2

8.2

6.2

GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450

8.0

7.5

5.0

4.4

GULFSTREAM G400

5.2

GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280 13.0

12.0

11.0

10.2

9.7

GULFSTREAM GV

7.4

7.0

6.6

6.3

5.8

GULFSTREAM G1V-SP

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

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September 2017 – AVBUYER MAGAZINE 77

ACSpecs Intro.qxp_AC Specs Intronov06 22/08/2017 16:30 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications

Ultra Long Range & Large Cabin Jets

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

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

78 AVBUYER MAGAZINE – September 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

GLO BAL EXP RES S XR S

GLO BAL EXP RES S

CHA LLEN GER 850

CHA LLEN GER 650

CHA LLEN GER 605

CHA LLEN GER 604

$2,782.25

$4,163.85

$4,143.90

6.08

6.25

CABIN HEIGHT FT.

7.17

8.17

CABIN WIDTH FT.

23.7

28.4

48.42

48.35

CABIN LENGTH FT.

930

1002

1146

1964

2002

CABIN VOLUME CU.FT.

6.22

5.83

5.8

6.16

6.17

DOOR HEIGHT FT.

2.5

3.08

DOOR WIDTH FT.

106

115

202

190

195

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

38850

40600

48200

53000

95000

98000

MTOW LBS

33750

34150

38000

47000

78600

MLW LBS

23850

24800

27100

27150

34618

50300

51200

B.O.W. W/CREW LBS

14045

14150

19850

19852

18274

43158

44642

USEABLE FUEL LBS

1105

1800

1263

1298

358

1792

2408

PAYLOAD WITH FULL FUEL LBS

3350

3400

4815

4850

9382

5700

4800

MAX. PAYLOAD LBS

3065

3200

3756

2456

5940

6055

RANGE - SEATS FULL N.M.

3340

3600

4119

4123

3096

6125

6226

MAX. RANGE N.M. (4 PAX)

4950

4836

5950

6800

5640

6200

BALANCED FIELD LENGTH FT.

3951

3850

4050

3833

4120

3667

LANDING DIST. (FACTORED) FT.

4240

4345

3395

3450

3300

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

474

680

581

443

522

474

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

470

488

459

505

511

MAX. CRUISE SPEED KTAS

459

442

488

NORMAL CRUISE SPEED KTAS

459

425

459

471

L/RANGE CRUISE SPEED KTAS

ENGINES #

HTF7000

HTF7350

CF34-3B

CF34-3B MTO

CF34-3B1

BR 710-A2-20

BOM BAR DIER

$2,660.06

BOM BAR DIER

$2,660.06

BOM BAR DIER

$2,854.09

BOM BAR DIER

$2,582.60

BOM BAR DIER

$2,533.19

BOM BAR DIER

CHA LLEN GER 300

CHA LLEN GER 350

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 22/08/2017 16:33 Page 1

VARIABLE COST PER HOUR $

ENGINE MODEL



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

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September 2017 – AVBUYER MAGAZINE 79

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 22/08/2017 16:34 Page 2

DAS SAU LT F ALC ON 200 0DX

$4,012.81

$3,341.91

$2,647.26

$2,760.24

$2,646.39

$2,579.30

$2,580.05

CABIN HEIGHT FT.

6.25

6.2

CABIN WIDTH FT.

8.17

7.7

CABIN LENGTH FT.

42.47

48.35

31.2

CABIN VOLUME CU.FT.

1889

2002

1028

DOOR HEIGHT FT.

6.17

5.64

5.63

5.64

DOOR WIDTH FT.

2.63

2.64

2.63

BAGGAGE VOL. INT. CU.FT.

195

134

131

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

92500

99500

35800

41000

42200

42800

MLW LBS

78600

33000

39300

B.O.W. W/CREW LBS

50861

52230

22750

23190

24750

23710

USEABLE FUEL LBS

38959

44716

12155

14600

16660

PAYLOAD WITH FULL FUEL LBS

2930

2804

1095

3410

2550

990

2630

MAX. PAYLOAD LBS

7139

5770

5910

6510

4950

5990

RANGE - SEATS FULL N.M.

5200

5890

2841

3378

3878

3970

MAX. RANGE N.M. (4 PAX)

5350

6080

3130

3440

4045

4145

BALANCED FIELD LENGTH FT.

4960

6200

5100

5000

5500

5761

LANDING DIST. (FACTORED) FT.

3667

4333

4484

3384

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

3450

3300

3730

4575

4375

4350

4310

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

704

474

377

490

565

MAX. CRUISE SPEED KTAS

511

475

482

NORMAL CRUISE SPEED KTAS

488

459

453

L/RANGE CRUISE SPEED KTAS

471

430

442

441

ENGINES #

BR 710-A2-20

CFE 738-1-1B

PW308C

ENGINE MODEL

FAL CON 200 0LX S

DAS SAU LT F ALC ON 200 0

DAS SAU LT F ALC ON 200 0EX EAS y DAS SAU LT F ALC ON 200 0LX

BOM BAR DIER

$3,968.89

VARIABLE COST PER HOUR $

DAS SAU LT F ALC ON 200 0EX

BOM BAR DIER

GLO BAL 500 0

GLO BAL 600 0

FLIGHT DEPARTMENT T SPECIFICATIONS

80 AVBUYER MAGAZINE – September 2017

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Aircraft Index see Page 145



P081.qxp 23/08/2017 14:42 Page 1

Security. Trust. Confidence. CJ3 S/N 156 2546 TSN, TAP ADV ELITE, DUAL FMS, DUAL GPS-4000A, TCAS II, DFDR, CVR, PROV FOR HF BRAVO/ENCORE STYLE ENTRY STEPS, SATCOM, BELTED LAV, PROPARTS DOC 22 c/w AUGUST/2016

HOUSTON: PHONE 1 . 713 . 681 . 0075 FAX 1 . 713 . 681 . 0035 sales@paravionltd.com paravionltd.com

GLOBAL 5000 | S/N 9174 4845 TSN, RRCC, APU ON MSP SMART PARTS+, BATCH 3, FANS 1/1A, WAAS/LPV DU-875, INCREASED GTOW, 120M c/w FEB/16 12 PAX, FWD CREW LAV, ONE OWNER GL5000, S/N 9174 IS REPRESENTED IN A MARKETING COLLABORATION WITH ALBINATI AERONAUTICS

2009 F2000LX, 2002 LEAR 45

WANTED:

2016 / 2017 F2000 LXS, 2009-11 F7X, 2014-17 PHENOM 300

YEARS

ALSO AVAILABLE:

AV I ON L

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September 2017 – AVBUYER MAGAZINE 81

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 22/08/2017 16:35 Page 3

$3,437.34

$3,263.51

$3,493.17

$3,232.56

$3,054.02

$3,174.30

CABIN HEIGHT FT.

6.2

CABIN WIDTH FT.

7.7

CABIN LENGTH FT.

31.2

33.2

39.1

CABIN VOLUME CU.FT.

1028

1270

1506

DOOR HEIGHT FT.

5.64

5.7

5.6

5.64

DOOR WIDTH FT.

2.63

2.7

2.6

2.63

BAGGAGE VOL. INT. CU.FT.

131

127

140

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

41000

45500

46700

48300

49000

70000

MLW LBS

39300

42000

42200

44500

62400

B.O.W. W/CREW LBS

24750

25275

25800

24700

26400

36600

USEABLE FUEL LBS

14660

19165

18830

21000

31940

PAYLOAD WITH FULL FUEL LBS

1790

1260

2270

2800

3500

1800

1660

MAX. PAYLOAD LBS

4950

2945

5064

6164

4464

4400

RANGE - SEATS FULL N.M.

3970

3450

4100

4500

4800

5490

MAX. RANGE N.M. (4 PAX)

4145

4080

4290

4725

5000

5870

BALANCED FIELD LENGTH FT.

5761

5200

4500

5050

5215

5600

LANDING DIST. (FACTORED) FT.

4484

3633

3750

3833

3591

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

4350

3755

3880

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

490

645

796

755

703

615

MAX. CRUISE SPEED KTAS

482

500

482

NORMAL CRUISE SPEED KTAS

453

466

459

488

L/RANGE CRUISE SPEED KTAS

441

428

430

459

ENGINES #

TFE 731-60

PW307A

ENGINE MODEL

PW308C

TFE 731-5BR-1C TFE 731-5BR-1C

DAS SAU LT F ALC ON 7X

DAS SAU LT F ALC ON 900 DX

$3,631.81

VARIABLE COST PER HOUR $

DAS SAU LT F ALC ON 900 EX

DAS SAU LT F ALC ON 900 C

$2,577.82

DAS SAU LT F ALC ON 200 0S

DAS SAU LT F ALC ON 900 B

DAS SAU LT F ALC ON 900 EX E ASy DAS SAU LT F ALC ON 900 LX

FLIGHT DEPARTMENT T SPECIFICATIONS

82 AVBUYER MAGAZINE – September 2017

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Aircraft Index see Page 145



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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 22/08/2017 16:35 Page 4

GUL FSTR EAM

$2,709.61

$2,932.92

$3,070.15

$4,498.39

$4,498.56

$2,617.22

$2,586.57

CABIN HEIGHT FT.

6.2

6.58

6.25

CABIN WIDTH FT.

7.7

6.83

6.92

8.75

7.2

CABIN LENGTH FT.

42.7

27.5

49.8

84.32

24.5

32.25

CABIN VOLUME CU.FT.

1695

823

1656

3914

869

888

DOOR HEIGHT FT.

5.64

5.22

5.6

5.97

DOOR WIDTH FT.

2.63

1.91

2.5

2.46

2.75

BAGGAGE VOL. INT. CU.FT.

140

286

323

BAGGAGE VOL. EXT. CU.FT.

126

120

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

73000

37919

49604

53572

120152

35450

39600

MLW LBS

62400

34127

40785

44092

100972

30000

32700

B.O.W. W/CREW LBS

36100

23437

30419

31217

70844

70548

19950

24150

USEABLE FUEL LBS

34900

13058

18170

20600

48217

15000

14600

PAYLOAD WITH FULL FUEL LBS

2200

1600

1169

1909

1530

1826

650

1000

MAX. PAYLOAD LBS

4900

3062

4855

4938

9625

9921

4050

RANGE - SEATS FULL N.M.

6290

3027

3091

3661

4198

4242

3130

3590

MAX. RANGE N.M. (4 PAX)

6630

3153

3485

3980

4592

4629

3530

3690

BALANCED FIELD LENGTH FT.

5820

4013

5749

5804

6344

6315

6991

5160

LANDING DIST. (FACTORED) FT.

3591

2114

3835

3910

3402

4352

5083

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

3866

2639

3022

2464

3700

5000

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

891

761

757

720

395

844

MAX. CRUISE SPEED KTAS

467

455

459

472

471

470

482

NORMAL CRUISE SPEED KTAS

488

447

459

470

L/RANGE CRUISE SPEED KTAS

459

440

424

425

455

430

459

ENGINES #

PW307D

HTF7500E

AE 3007A1E

AE 3007A2

CF34-10E7-B

PW306A

HTF7250G

VARIABLE COST PER HOUR $

ENGINE MODEL

G20 0

G28 0

EMB RAE R LE GAC Y 65 0

EMB RAE R LI NEA GE 1 000 E

EMB RAE R LE GAC Y 60 0

$3,147.73

DAS SAU LT F ALC ON 8X

EMB RAE R LE GAC Y 50 0

EMB RAE R LI NEA GE 1 000

FLIGHT DEPARTMENT T SPECIFICATIONS

84 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145



JetNet September.qxp_Layout 1 21/08/2017 16:10 Page 1

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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 22/08/2017 16:36 Page 5

G65 0ER

G65 0

GUL FSTR EAM

G55 0

G50 0 (O LD M ODE L)

G45 0

GUL FSTR EAM

G40 0

GUL FSTR EAM

G30 0

G35 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,667.23

$3,609.03

$3,670.45

$3,607.15

$3,691.61

$3,725.72

$3,860.29

$3,865.23

CABIN HEIGHT FT.

6.2

6.4

CABIN WIDTH FT.

7.3

8.5

CABIN LENGTH FT.

45.1

50.1

53.6

CABIN VOLUME CU.FT.

1658

1812

2421

DOOR HEIGHT FT.

6.28

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

169

226

195

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

72000

70900

74600

85100

91000

99600

103600

MLW LBS

66000

75300

83500

B.O.W. W/CREW LBS

43700

43000

43700

43000

47900

54000

USEABLE FUEL LBS

26700

25807

29281

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2000

2493

2019

2719

2660

2500

1800

MAX. PAYLOAD LBS

5300

6000

5300

6000

6600

6500

RANGE - SEATS FULL N.M.

3486

3680

3880

4070

5620

6360

6520

7095

MAX. RANGE N.M. (4 PAX)

3820

3900

4166

4425

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

4912

5060

5276

5578

5145

5963

6146

6765

LANDING DIST. (FACTORED) FT.

4417

3667

4167

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

3805

3960

3640

3760

3950

3650

3570

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

767

736

701

712

707

594

467

MAX. CRUISE SPEED KTAS

500

508

516

NORMAL CRUISE SPEED KTAS

476

488

L/RANGE CRUISE SPEED KTAS

445

459

488

ENGINES #

TAY 611-8

TAY 611-8C

TAY 611-8

TAY 611-8C

BR 710-C4-11

BR 725 A1-12

MEDIUM JETS VARIABLE COST PER HOUR $

ENGINE MODEL

86 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

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AirCompAnalysis SEPT17.qxp_ACAn 22/08/2017 16:46 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Cessna Citation Mustang vs Citation M2 vs Phenom 100 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a group of popular business jets for the purpose of valuing Cessna’s Citation Mustang. 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

ow do the Citation Mustang, Citation M2, and Embraer Phenom 100 compare in the market today? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed, and cabin size) and cover current market values. The Citation Mustang is even smaller and lighter than Cessna’s first-ever corporate jet built in 1971, the Citation 500. The Citation 500 was developed to be the first affor dable, entry level executive jet and was marketed to compete directly with the Beech King Air. Ironically today, Cessna and Beech products both come under Textron Aviation. The Citation Mustang (Model 510) was first announced in 2002, and was introduced to compete with the new Very Light Jets (VLJs) being developed for entry level jet customers. The first flight of the Mustang occurred in April 2005, FAA Type Certification was received in September, 2006, and April 2007 marked

90 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

the first retail delivery. Powered by two Pratt & Whitney PW615F turbofan engines, the Mustang hosts the all-glass Garmin G1000 avionics system. FAA Type Certification for the aircraft includes single-pilot operations. Earlier in 2017, after a 12-year production run, Textron ceased producing the Citation Mustang, replacing it with th e M2. Today, there are 467 whollyowned Mustang business jets (11 are in shared ownership and one is in fractional ownership for a total fleet of 479 in operation worldwide). The percentage ‘For Sale’ is 10.6% with 67% under an exclusive broker agreement and average 302 days on the market. 4.2% of the Mustang fleet is leased, according to JETNET. By continent, North America has the largest Mustang fleet percentage (60%), followed by Europe (23%) for a combined total of 83%. With the announcement that Textron would stop building Mustangs, the M2 - in production since 2013 – Aircraft Index see Page 145

AirCompAnalysis SEPT17.qxp_ACAn 22/08/2017 16:47 Page 2

HOW MANY

EXECUTIVE SEATS

CESSNA

vs. vs.

Citation Mustang

$2.1 Million

$2.9 Million

$3.2 Million

(2013 Model)

Embraer

Phenom 100

(2013 Model)

Cessna

Citation M2

(2013 Model)

WHICH OF THESE ENTRY-LEVEL JETS WILL COME OUT ON TOP Cessna Citation Mustang

HOW MUCH

RUNWAY

Embraer Phenom 100

DO I NEED?

4376 Cessna Citation M2

(Balanced field length, ft)

3250 0

1000

HOW FAR

(Nautical Miles. 4 Pax) 1070

Phenom 100

1242

1000

3000

CAN WE TAKE? (Lbs)

CRUISING SPEED?

LONG RANGE Mustang

1200

Phenom 100

1400 1,000

500

HOW MANY

OPERATION?

EACH MONTH?

152 479 345

NEW/USED SOLD

5 (11.3%)

8 (10.9%)

5 (3.3%)

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

Advertising Enquiries see Page 4

(% = Global Fleet For Sale)

www.AVBUYER.com

319 425 340 323

M2 1,500

100

150

200

250

300

350

WHAT’S THE COST PER MILE?

Mustang

$1.85

Phenom 100

$2.20

12-Month Average Figure

(Knots)

Phenom 100

1312

HOW MANY

UNITS IN

5000

WHAT’S THE

1500

4000

HOW MUCH

Mustang

3980

1380

1000

2000

PAYLOAD

CAN WE GO? Mustang

3380

$2.47

(Direct operating costs based on 600nm mission carrying 800lbs payload)



September 2017 – AVBUYER MAGAZINE 91

AirCompAnalysis SEPT17.qxp_ACAn 23/08/2017 14:15 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range

becomes the new entry point for the Citation line. Did Textron M raise the bar for entry into the new-build Citation market? We hope to clarify this among other things in the following analysis…

Mustang Phenom 100

53,572

Payload & Range

8,645 10,472 10,700

MTOW (lb)

2,580

2,804

3,296

Max Fuel (lb)

105

1,150

Fuel Usage (GPH)

1,774

1,410

550

Max Payload (lb)

646

514

1,141

Avail Payload w/Max Fuel (lb)

1,194

1,354

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

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

Chart A - Cabin Cross Section Embraer Phenom 100/E/EV

4.92 ft

Cessna Citation M2

4.50 ft

4.75 ft

Cessna Citation Mustang

4.58 ft

4.83 ft

5.08 ft

Table B - Interior Cabin Length Mustang Phenom 100 M2

6.7 ft

9.0 ft

8.8 ft

Main Seating

9.8 ft

11.0 ft 11.0 ft

Net

9.8 ft

11.0 ft 11.0 ft

Gross

Interior Cabin Length

163

212

201

Cabin Volume cu. ft

40.8

50.3

Personal Space* cu. ft

Source: B&CA May 2017; Conklin & de Decker; * M² Performance Group, LLC

92 AVBUYER MAGAZINE – September 2017

53.0

www.AVBUYER.com

As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. Table A (left) reveals the Citation Mustang (at 550lbs) offers greater ‘Available Payload with Maximum Fuel’ than the Citation M2 514lbs, a value less than that offered by the Phenom 100 at 646 lbs. In addition, Table A shows the fuel usage by each aircraft in this field of study. The Mustang is the most frugal business jet, burning less fuel per hour (88 gallons per hour (GPH)) compared to the Phenom 100 (95 GPH) and the M2 (105 GPH). The GPH calculation is fuel usage for a 600 nm mission with a flight time of 1 hour and 56 minutes, as sourced from Chase & Associates.

Cabin Cross-Section Views

Chart A (middle, left) offers a cabin cross-section comparison and depicts that the Mustang offers less width (4.58 ft) and height (4.5 ft) than the Citation M2 (4.83 ft. x 4.75 ft.) and Phenom 100 (5.08 ft. x 4.92 ft.). Interior height is measured at the center of the cross section. It may be based on an aisle that is dropped several inches below the main cabin floor that supports the passenger seats. This is the case for all three of our comparative aircraft. There are two width dimensions that can be used; one for the widest part of the cabin and the other at floor level. We use the measurement of the widest part of the cabin – the maximum interior width. Meanwhile, cabin length can be measured in three ways, each yielding differing cabin volumes. For example, the Main Seating includes all passenger seats but not the lavatory areas. Due diligence by an owner/operator Aircraft Index see Page 145

AirCompAnalysis SEPT17.qxp_ACAn 23/08/2017 15:07 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

is required to understand comparative aircraft interior measurements. Depending on the interior cabin length measurement that one selects from Table B (bottom, left), prospective buyers will find different cabin volumes for each aircraft. More important, however, is the measurement of personal space (cubic feet) when comparing aircraft cabins, which will give a relative value to compare between candidate business jets. Table B reveals that the personal space per passenger calculated for the Mustang is 40.8 cubic feet – less than the M2 (50.3 cubic feet) and the Phenom 100 (53 cubic feet) based on the gross cabin volume measurement using four seats in each aircraft. Some manufacturers provide ‘optimistic’ measurements. Prospective buyers are advised to measure the aircraft themselves or consult with interior experts to provide an apples-to-apples comparison.

Range Comparison

As depicted by Chart B (top, right) using Wichita as the origin point, the Citation Mustang shows less range coverage than the Embraer Phenom 100 and the Citation M2, which have almost the same range. 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.

Powerplant Details

The Mustang is powered by two Pratt & Whitney PW615F engines with 1,460 lbst each. The Phenom 100 is also powered by two Pratt & Whitney powerplants (PW617F-E) each offering 1,730 lbst, while the M2 is powered by two Williams International FJ441AP-21 engines with 1,965 lbst. Advertising Enquiries see Page 4

Chart B - Range Comparison

Cessna Citation Mustang Embraer Phenom 100 Cessna Citation M2

999 Nm 1,178 Nm 1,184 Nm

Chart C - Cost Per Mile* Mustang

$1.85 $2.20

Phenom 100 M2

$2.47

$0.00

$1.00

$2.00

$3.00

US $ per nautical mile *600 nm mission, 800lbs payload

Cost Per Mile

Using data published in the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does www.AVBUYER.com

not represent an average price for the year. Chart C (above) details ‘Cost per Mile’ and compares the Mustang to the Phenom 100 and the M2, factoring direct costs and with each aircraft flying a 600nm mission with an 800 pound (four passengers) payload. The Mustang shows the lowest cost per nautical mile at $1.85 compared to $2.20 for the Phenom 100 and $2.47 for the M2.  September 2017 – AVBUYER MAGAZINE 93

AirCompAnalysis SEPT17.qxp_ACAn 23/08/2017 15:08 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Total Variable Cost

Chart D – Variable Cost Mustang

$636

Phenom 100

$748

The ‘Total Variable Cost’ (hourly) illustrated in Chart D is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Mustang computes at $636 per hour, which is considerably less than the Phenom 100 at $748 per hour and the M2 at $908 per hour.

$908

M2 $0

$600

$1,200

Aircraft Comparison Table

US $ per hour

Table C - Aircraft Comparison Mustang Phenom 100 M2

319

340

323

999

Long Range Cruise Speed

1,178

1,184

$3.350 $4.495 $4.500

Vref New Price $M

4 PAX w/available Fuel nm

479

345

152

10.9% 11.3%

In Operation

% For Sale

3.3%

Average Pre-owned Sold*

*Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET Data courtesy of Textron Aviation; Embraer; B&CA; Vref; JETNET

Table D - MACRS Depreciation Schedule 2017 Cessna Mustang - PRIVATE (PART 91) Full Retail Price - Million Year

$3.350 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$0.7

1.1

0.6

0.4

0.2

Depreciation Value ($M)

$2.7

1.6

1.0

0.6

0.2

Cum. Depreciation ($M)

$0.7

1.7

2.4

2.8

3.2

3.4

Full Retail Price - Million

$3.350

Rate (%)

2017 Cessna Mustang - CHARTER (PART 135) Year

Rate (%)

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.48

0.82

0.59

0.42

0.30

0.15

Depreciation Value ($M)

$2.87

2.05

1.46

1.05

0.75

0.45

0.15

0.00

Cum. Depreciation ($M)

$0.5

1.3

1.9

2.3

2.6

2.9

3.2

3.4

Source: Vref

94 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Table C (left) contains the New prices from Vref Pricing Guide for each aircraft. The average speed and 4-pax ranges are from Textron Aviation and Embraer, while the number of aircraft in-operation, fleet percentage ‘For Sale’, and average sold are from JETNET. The Mustang business jet has 10.9% of its fleet currently ‘For Sale’ and the Embraer Phenom 100/E/EV is at 11.3% ‘For Sale’ followed by the M2 at 3.3%. Also, the average number of ne w and used transactions (sold) per month for the Mustang is eight aircraft compared to the Embraer Phenom 100 and M2 (five each).

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers 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. 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 period s under ADS are longer than recovery periods available under MACRS.  Aircraft Index see Page 145

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AirCompAnalysis SEPT17.qxp_ACAn 22/08/2017 17:14 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Asking Prices & Quantity

The current used market for the Citation Mustang shows a total of 50 aircraft ‘For Sale’ with 23 displaying an asking price (ranging between $1.495m and $2.825m. We also reviewed the used Phenom 100/E/EV market (40 for sale) and Citation M2 market (eight for sale) and noted asking prices ranged between $1.695m and $3.695m. According to Vref, a 2013-model Citation Mustang’s value - as a percentage of the New Retail price - has declined to 65%. A 2013-model Phenom 100 has retained its value marginally better at 69% of new, and the M2 has declined to 75% of its new price in 2013. While each serial number is u nique, the Airframe (AFTT) hours and age/condition will cause great variations in price, and the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Chart E - Productivity Comparison Price (Millions)

There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (previous page) depicts an example of using the MACRS schedule for a 20 17 Mustang business aircraft in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a new retail price of $3.350m, per Vref Pricing guide.

$6.0

2017 M2

2017 Mustang

$4.0

2017 Phenom 100

$2.0 $2.0 0.000

0.040

0.080

0.120

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

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 ar e usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size we can determine how the Citation Mustang ranks within its field. The Mustang is priced less than the Phenom 100 and M2, offers much lower costs, is the most frugal in fuel usage, but offers less range and a smaller gross cabin volume compared to the Phenom 100 and Citation M2. Operators should weigh up their mission requirements precisely when picking which option is the best for them. The Citation Mustang is showing good monthly full retail sale transactions that have averaged eight aircraft sold per month compared to Phenom 100 and M2 with an average of five per month each. From the above data, we can also conclude that the entry-level into Textron’s

new business jet ownership just got slightly higher with the retirement of the Citation Mustang, perhaps reflecting on the continued popularity of the Mustang in the used market at this time. One of the other interesting trends to watch for will be that of brand loyalty. Will the majority of Citation Mustang owners looking to move up into something bigger automatically select the Citation M2, or be lured by the competing Phenom 100 EV and Hond aJet? Time will tell…

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 Citation Mustang continues to be popular today as it ends production after 12 years. Those operators in the market s hould find the preceding comparison useful. Our expectations are that the Citation Mustang will continue to do well in the used jet market for the foreseeable future. T

Productivity Comparisons

The points in Chart E (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;

96 AVBUYER MAGAZINE – September 2017

CITATION MUSTANG CABIN

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Aircraft Index see Page 145

SCA September.qxp_Layout 1 22/08/2017 10:14 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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Casestudy Sept17.qxp_Layout 1 22/08/2017 15:12 Page 1

BOARDROOM T CASE STUDY

High-Flyers’ Interview Kellerstrass Enterprises Scoops First Phenom 100 EV Based in Ogden, Utah, Kellerstrass Enterprises, Inc. is a family run firm and leading petroleum distributor not only within Utah, but in Wyoming, Idaho, Colorado, Montana, New Mexico and Nevada. Rani Singh discovers how its new Embraer Phenom 100 EV is vital to the company’s business operations.

ellerstrass Enterprises, Inc. is not new to Business Aviation. CEO and President Craig Kellerstrass began using a singleengine aircraft in 1998 before an instructor friend suggested it might be a good idea if he flew the airplanes himself. So Craig undertook pilot training and started flying a piston plane before adding a Phenom 100 to the fleet in 2011.

98 AVBUYER MAGAZINE – September 2017

“I started flying single engine,” Craig told AvBuyer. “I enjoy Business Aviation; I enjoy the privacy and convenience of going where I want to go much quicker – it’s been a good tool. “Our business model is to purchase fuels from the refiners and take the products to the end user or the customers who are in all types of industries: mining, oil and gas, trucking, retail, construction, gasoline stations - we market in seven US states.” The geography Kellerstrass Enterprises serves requires a business aircraft. A notable portion of its market is nestled within mountain ranges, and the Scheduled Airlines do not serve those locations. It’s because of the geography of these destinations that the company opted to upgrade to a Phenom 100 EV recently. Offering additional operational capability including increased thrust and improved performance for operations into and

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Aircraft Index see Page 145

Casestudy Sept17.qxp_Layout 1 22/08/2017 15:13 Page 2

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

“Making those same flights on the Airlines would come close to $1,000 per person for a round trip – meaning if I take six people on a commercial flight it costs us $6,000. In the business jet we spend $3,000.”

out of the hot-and-high airports, the Phenom 100 EV also suited Kellerstrass’ need to transport more passengers from these destinations. “The new jet gives extra performance at high altitude and high temperatures, which we fly into a lot,” Craig elaborates. “We can be flying to airports at 6,000-7,500ft altitude. On a hot day, at high altitude, the performance is good for our use, and we find the Phenom 100 EV can do what another airplane could not. “We also decided on a different configuration so we could carry two more passengers. By adding a seventh seat, we can carry eight passengers including the pilot. We like to take as many staff as possible to cover more areas of responsibility on our trips. Previously, we often found ourselves short of one or two seats that we needed.” Advertising Enquiries see Page 4

Time, Efficiency & Competitive Edge

In total, Kellerstrass Enterprises has nine centers across three states. “In each of the central locations the average drive time is four and a half to five hours. The average flying time is 3540 minutes. Instead of my staff having to drive 10 hours for a round-trip by car and do their business, we’ve eliminated the need for overnight stays in hotels and the food expense,” Craig reflects. “All our flights are between 200 and 1,000 nautical miles – going there and back same-day increases productivity and manpower. “Our cost to maintain and operate the Phenom 100 EV is $1,500 per hour – and most of our flights are within that one-hour range. Making those same flights on the Airlines would come close to $1,000 per person for a round trip

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

September 2017 – AVBUYER MAGAZINE 99

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BOARDROOM T CASE STUDY

– meaning if I take six people on a commercial flight it costs us $6,000. In the business jet we spend $3,000. “Some days we can do two centers in the same day. Before, that would require a three-day road-trip. We also use the airplane as a tool to get my people safely to locations, more quickly, so they can be more productive and they can get back to the office without the use of company cars.” Craig also highlights how the business jet enables his company to react to both competitive and customer demands far more quickly. “The airplane is available whenever we need it - my staff can board the Phenom 100 EV and be in a location within 1.5 hours in most cases. We can also be at a customer location for any reason very quickly, which enables us to offer a better customer service.”

Safety First

“The airplane is available whenever we need it - my staff can board the Phenom 100 EV and be in a location within 1.5 hours in most cases”

One of the aspects of the Phenom 100 EV that impresses Craig the most is its safety performance. “In the mountains we have a lot of winter conditions. In winter time, it can be -10°F and snowing. In some of my locations, there is up to two or three feet of snow on the ground. Runways, for most of January, February or even March have some snow packed on them.” Unsurprisingly Craig thrives on the challenges that winter flying presents, and admires the braking system of his latest acquisition. “The Phenom 100 EV is much better on snow-packed icy runways. The jet’s speed-brakes and new braking system; it’s a big improvement.” Thus, with a successful business that demands flying into some of the toughest mountain ranges in the United States, Kellerstrass Enterprises has found the ideal business tool in the Embraer Phenom 100 EV specifically, and Business Aviation generally. T More information from www.embraerexecutivejets.com

100 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

SO QUIET INSIDE YOU CAN ACTUALLY HEAR YOURSELF THINK.

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BOARDROOM T BUYING & SELLING

Opportunities for Aircraft Owners & Buyers

Is Now the Time to Sell? Timing is everything, so say the pundits. David Wyndham examines the applicability of this often quoted adage to selling a corporate aircraft in Part Two of his Three-part series on to-day’s market dynamics. 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

he top 10 business jets in terms of units delivered since 2007 have lost about 68% of their inflation-adjusted value. After such a decrease, have values stabilized? Is now a good time to buy, or should you ‘cut your losses’? Before putting the ‘For Sale’ sign on your business aircraft, be clear on two things:

• •

Your financial goal Your need for air travel. In selling your current aircraft, are you trying to

102 AVBUYER MAGAZINE – September 2017

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achieve a specific selling price or just liquidate at fair market value? Or is your current business aircraft unable to meet your travel needs and you want to be positioned to make a change? Aircraft brokers and forecasting experts do not see any near-term changes in the declining values of aircraft. Thus postponing a decision to sell is not likely to increase your aircraft's market value. Unless you make major investments in upgrading your aircraft, your current aircraft is probably worth more today than it will ever be worth in the future. Even if values were to recover in two years, your current aircraft would be two years older and have lost more value due to age than any gain a market recovery could promise. AMSTAT currently lists 2,344 business jets ‘For Sale’. The median number of days listed is 263 days, but the average is 463. In other words, while half of the business jets offered ‘For Sale’ today have been on the market just over eight  Aircraft Index see Page 145

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BOARDROOM T BUYING & SELLING

months, there are a large number that have been ‘For Sale’ nearly twice as long. Of those sold year-to-date in 2017, they were listed on the market for an average of 439 days that’s one year, two months and 13 days. So if you are going to sell, be prepared either to price your aircraft aggressively right now, or wait and bet on a better pricing structure down the road. You risk experiencing the same need to be aggressive in the future, so beware. The use of an experienced aircraft broker familiar with your aircraft type and the competi-tiveness of the market for similar models is a must. If your aircraft serves international travel and might be attractive to operators throughout the globe, ask the prospective broker how many deals they do outside the US, their recent transactions and the selling prices of the aircraft they have represented. Inquire how your aircraft stacks up against the competition in the market and what you can do to enhance its competitive position. Be prepared to make some tough decisions, however, and remember what one experienced broker told me in 2009 that is still true in 2017: “The offer that you get today is likely the best one you will receive”.

Travel Needs

The next thing to consider is what are your current and future air travel needs? I’ve met aircraft owners who were glad to have sold their aircraft, but never one who was glad to be flying on the airlines again. There are many options. If your company is accustomed to operating several aircraft, understand 104 AVBUYER MAGAZINE – September 2017

what impact the loss of one aircraft will have on your schedule. There are more variables in the equation than just how many hours you need to fly, including overnight travel, upcoming maintenance in your remaining aircraft, and corporate policies regarding who can schedule and use the business aircraft. A meeting with your flight department manager will provide you with answers and options. If you have a new aircraft on order for a future delivery date and you sell your current steed, you will need short-term lift. Your most likely options are Charter and Jet Card programs. Both offer shortterm lift, options for aircraft size and capability, and no long-term contracts or commitments. Charter is booked on a per trip basis. Jet Cards are pre-purchased charter that may come with additional incentives or guarantees for future air travel. Cards tend to start selling at 25 hour blocks of time that guarantee costs for a year. Another option may be a short-term lease of a fractional share. One Conklin & de Decker client who was awaiting delivery of a global business jet was offered a 24-month lease on a fractional share involving a (smaller) long-range business jet. These deals are rarely advertised and depend on the availability of shares. But they exist, and they should be explored. Selling your current business aircraft for less than you anticipated is not a pleasurable deci-sion. But selling today is likely to get you the better price versus waiting. Next month, I’ll look at selling and trading up, either in size or newness. T

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Aircraft Index see Page 145

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BR Buying & Selling 2 Sept17.qxp_Layout 1 23/08/2017 11:43 Page 1

BOARDROOM T BUYING & SELLING

Buying a Jet? Enjoy a Smooth Trade The Principles Behind a Fluid Used Jet Transaction

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.

Aircraft broker Jet Tolbert highlights how acceptance of two basic principles early in an aircraft transaction process will make sure you attain a fluid move out of your old aircraft and into the new one.

106 AVBUYER MAGAZINE – September 2017

he first of our two basic principles is that there are only three options to an aircraft trade. These are: 1. To sell your old aircraft then purchase the replacement; 2. To trade-in your aircraft to an OEM or dealer - dropping off your old airplane and flying away in the new one; 3. To purchase the replacement aircraft, waiting for the sale to close and the jet to enter service before selling the old aircraft.

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Sell Before Buying

The defining feature of this option is that the proceeds from one transaction are applied towards the purchase of the replacement aircraft. The buyer doesn’t have the financial burden of owning two aircraft, plus under this structure you never need to manage the upkeep and storage of more than one aircraft at a time. The problem is that no matter how good you are at timing two transactions one after the other, there will be a period during which you will be without an aircraft. Nevertheless, working with the right brokerage firm can make all the difference when it comes to dovetailing the transactions. Managed properly the downtime can be restricted to only the days/weeks it takes to perform the pre-purchase inspections If you plan to buy a new aircraft in this fashion, it would be wise to give yourself ample time to sell the current aircraft – allowing as much as three  Aircraft Index see Page 145

Jetbed FP September.qxp_Layout 1 24/08/2017 09:46 Page 1

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

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

Hawker XP Series

Embraer Phenom 100 & 300 Legacy 600 Series Legacy 600/650 Conference Group Pilatus PC-12

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BOARDROOM T BUYING & SELLING

“If you can accept the two key principles highlighted above, you will avoid the headache of needing to reinvent the wheel...”

months in advance of the anticipated delivery of the new aircraft. Do not underestimate the time required to get a compelling marketing campaign in place, and for the right broker partner to work the existing pool of prospective buyers for your aircraft to arrive at the best possible sale price. The earlier the process of selling your aircraft is started, the more options will become available to you.

OEM/Dealer Trade-In

It may suit you to cut out the advertising of your aircraft and to simply drop it off with the OEM or dealer, picking up your new airplane in the process. If so, you will need to keep in mind that because there is no retail buyer for your airplane you will receive a wholesale value for your trade-in. In addition, while the wholesale buyer might not be paying a retail price they will still need to inspect your trade-in to check for any deal-killers as well as assess the aircraft’s mechanical condition. This inspection could take several days/weeks while the dealer performs their Pre-Purchase Inspection. There might be an option for you to drop the old airplane off and fly away with zero downtime by leaving a large deposit in escrow (to cover subsequent discovery of mechanical deficiencies, damage history, major corrosion, etc.). Usually, though, the trade-in buyer will still have some downtime during the days or weeks while the trade-in is assessed.

Buying Replacement, Then Selling Old

This option removes any possibility of downtime. If your business needs require you to stay airborne, regardless of cost the only solution is to take delivery of the new aircraft before selling the old airplane. If this is the option for you, there are 108 AVBUYER MAGAZINE – September 2017

alternative financing structures available - including shortterm and bridge financing - making this a much more feasible solution today than in recent years. Still there will be some additional costs of finance, storage and maintenance of two aircraft, however…

You Will Sell Regardless…

So what of that second principle? Irrespective of the order in which you choose to sell, you will have to sell your airplane – and that takes time… Whether you sell retail or wholesale, there is a process – including a comprehensive Pre-Purchase Inspection – and this should always be factored in your planning to avoid unnecessary surprises and pressures.

Finding the Right Option

If you can accept the two key principles highlighted above, you will avoid the headache of needing to reinvent the wheel for the purpose of transitioning from one aircraft to another. Once you have your aircraft on the market you will be in a better position to identify your short list of candidate replacement aircraft with strengthened bargaining power. Alternatively, if you are buying a new aircraft you will be in a position to offload your old one at the time of delivery. In both cases you will achieve a retail price and still align a trade for tax purposes. This is where working with the right partner makes a significant difference. There can be no substitution for experience. Working with the right broker will help you get ahead on this moving target and ensure the highest possible value when you’re ready to bring in your next aircraft. T

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Aircraft Index see Page 145

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BOARDROOM T AIRCRAFT VALUE

Bizliner Appraisal Concepts

How Do You Value Airline-Type Aircraft Used as ‘Bizliners?’ Neither the Aircraft Bluebook Price Digest nor the Aircraft Value Reference covers market values of Airbus Corporate Jets or Boeing Business Jets, notes Jeremy Cox. While other sources cover Commercial Airline models, how can you approach valuing a ‘Bizliner’?

ommercial airliners are working aircraft designed specifically to generate revenue from carrying passengers and freight. A Business Aircraft, meanwhile, is an extremely efficient business tool – akin to a smartphone, laptop computer or tablet. The appraisal methodology utilized for valuing Commercial Airliners is usually applied to Bizliners. These techniques have been honed and driven by the financial institutions that lend to 110 AVBUYER MAGAZINE – September 2017

the airlines as well as by leasing companies that purchase Commercial Airliners. Although the potential for making money from brokering a business jet is hazy, the Bizliner’s is valued by placing heavy emphasis on its ability to earn its keep within the commercial market. A mission-specific, purpose-built Bizliner such as Boeing’s BBJ2 will appraise above US$100m. Conversely, an ex-airliner converted 737-300 might appraise below $500k based upon its airframe/engine hours, condition and maintenance status. As such, value is never a fact but always an opinion on the worth of a property at a given time in accordance with a specific definition of value. In appraisal practice, value must always be qualified: for example, market value, liquidation value or investment value.

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Aircraft Index see Page 145

BR Buying & Selling 3 Sept17.qxp_Layout 1 22/08/2017 15:24 Page 2

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

Residual Values

Base Value

In the case of determining the Base Value of a Bizliner, current and historical market values are researched, tracked, reasoned with and then utilized in an adjusted format to establish a Base Value. Forming an opinion of market value involves several variable factors, which generally fall into three categories: 1. The relationship, knowledge and motivation of the parties (seller and buyer); 2. The terms of sale (cash, cash equivalent or other terms); and 3. The conditions of sale (exposure in acompetitive market for a reasonable time prior to sale). Advertising Enquiries see Page 4

The Residual Value of a Bizliner is usually based upon one of two calculated values: Half Life Value or Full Life Value. Half Life Value is an extraordinary assumption made where it is assumed that all airframe, engines, landing gear and all other major components including life-limited components are all at midtime between overhaul and replacement. Effectively no value adjustment has been made for any of these items, except for the assumption that they are ‘mid-life.’ If the starting ‘base value’ is not adjusted for the ‘mid-life’ assumption, then a monetary value can be assigned to the assumed status and added to the base value. This status value is determined by taking each overhaul and/or replacement event. The total cost of each is taken and divided by the overhaul/replacement interval. Then each hourly/calendar cost is adjusted up to their midpoint (or mid-life). Full Life Value is either an extraordinary assumption or it is in-fact truth where all airframe, engines, landing gear, and all other major components including life-limited components are  www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 111

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BOARDROOM T AIRCRAFT VALUE

All security deposits, lease payments, the term of the lease, and the future residual value at lease termination must be factored into the final opinion of value. The accuracy of this type of appraisal is very fragile, unless all factors are made known to the appraiser, and are included within the assessment. These factors can extend to lessee purchase option rights, sub-leases, term extensions, return/repossession conditions and defaults.

all reset to ‘zero’, meaning they are fresh, new and/or overhauled.

Salvage Value

For some older Bizliners that may have started their service life as a commercial airliner and were subsequently converted, ‘End of Life’ or Salvage Value may be appropriate in determining its appraised value. Base Value is never used in determining a Salvage Value. All serviceable ‘in-life’ large appliances like engines, landing gear, flight controls, avionics and all re-saleable components are appraised for their individual parts values. Some may require overhaul to achieve a parts value, and the costs for servicing these parts are deducted from the market values of freshly overhauled units to determine their Salvage Value. Removal and storage costs must also be figured into the Salvage Value. For the aircraft elements that remain (i.e. airframe, interior, cowlings), the determination of the Scrap Value is the final element required to complete the appraisal. Scrap value is based solely upon the articles’ metal, or other recyclable material content (a fraction of a USD per pound of dirty aluminum, steel, etc.).

Securitized Value

Another value concept common in appraising Commercial Airliners and occasionally required within a Bizliner appraisal is ‘Lease-Encumbered’, or ‘Securitized Value’. If an aircraft is being operated under lease when the owner decides to refinance or sell it, then a Lease Encumbered Value must be determined by the appraiser to facilitate the pending financial transaction.

112 AVBUYER MAGAZINE – September 2017

“All serviceable Engine Exchange Finally, an old concept almost unheard of in the ‘in-life’ large Business Aviation world, but commonplace in the Airline and Leasing world, is that of aircraft engine appliances exchange. GE Aviation, for example, offers the TrueChoice program - a pool of between 20 and 40 like engines, powerplants of specific engine models. This pool enables an aircraft operator or leasing landing gear, company to swap a damaged, or over-valuable* engine from an aircraft, and replace it immediately flight controls, with another engine that is fully operational, meets the operator’s or leasing company’s exact avionics and requirements for engine build condition, and doesn’t require the operator or owner to send the all re-saleable engine being replaced away for expensive repair or overhaul. The engine being replaced by the is then purchased by GE Aviation, based components exchange upon its fair market value. *Over-Valuable: i.e. an engine that has are appraised.” considerably more TBO and/or Cycle-Life

Remaining, that is not commensurate with the end of lease or future lease parameters required. By cashing-in on this value, and exchanging the overvaluable engine with one of a reduced status, the leasing company can free up capital for use in other aircraft. T

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Aircraft Index see Page 145

Rotortrade September.qxp_Empyrean 23/08/2017 15:11 Page 1

S H O W C A S E

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Additional Avionic Equipment • 2 DME • 2 Transponder • Moving Map Euronav V • Weather Radar Primus 660 • Lightning Detector LSZ-860 • TCAS 1 KTA-970 • SATCOM Iridium ST300 Aircell • Enhanced Vision System EVS-1500 VVIP Interior • Configuration 4 + 2 VVIP • Fashion cabinet – including refrigerated • Electrically operated passengers steps • Air conditioning system with control panel • Inter-communication System (ICS) • Extra Silent proofing

Very competitive pricing - contact us now Created in 2013 by a group of helicopter experts, Rotortrade buys and sells private and commercial helicopters across missions from all leading manufacturers such as Leonardo, Airbus, Bell and Sikorsky, as exclusive Leonardo Helicopter Division (ex AW) pre-owned distributor, as well as independently. Thanks to our worldwide network and wide fleet of helicopters in stock, we are one of the leading and most innovative pre-owned helicopter distributors, offering the best deals on the market. We live by 4 core values: Expertise, Reactivity, Flexibility and Commitment. A large majority of our inventory is kept off market for confidentiality reasons and to ensure a smooth and confident sales and purchase process for all parties involved. Please visit our website rotortrade.com and contact us for any requirements to buy or sell.

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Email: sales@rotortrade.com Advertising Enquiries see Page 4

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September 2017 – AVBUYER MAGAZINE 113

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AIRFRAME HOURS: 10

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

HIGHLIGHTS

•

$1.36m of enhanced options

•

Maximum comfort with Thermal/Acoustic Protection system

•

Gulfstream Select Interior features

•

SecuraPlane 500 Aircraft Security System

ASKING PRICE: MAKE OFFER!

DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_September.indd 3

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.08.2017 11:02:19

BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9213 YEAR: 2006

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

AIRFRAME HOURS: 3665

T O TA L C Y C L E S : 1 3 3 8

HIGHLIGHTS

•

The perfect opportunity to purchase, since 120-month inspection just started, so combine it with a PPI

•

Global Jet Managed aircraft absolutely immaculate with a refurbished interior and paint

•

Latest avionics-ADS-B Out, FANS 1A+, TCAS 7.1 and Batch 3

PRICE REDUCED: USD $15.5M

DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_September.indd 4

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.08.2017 11:02:22

BOMBARDIER GLOBAL 5000 | SERIAL NUMBER 9168 YEAR: 2006

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

AIRFRAME HOURS: 3875

T O TA L C Y C L E S : 1 4 1 7

HIGHLIGHTS

• The most exquisite Global 5000 in the world • Beautiful new interior and paint • Latest technology, including ADS-B Out, Batch 3,

TCAS 7.1 and HUD • High-speed connectivity

BEST BUY: USD $11.995 M

DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_September.indd 5

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.08.2017 11:02:27

BOMBARDIER CHALLENGER 605 | SERIAL NUMBER 5764 YEAR: 2008

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

AIRFRAME HOURS: 3216

T O TA L C Y C L E S : 1 4 6 2

HIGHLIGHTS

•

Opportunity to acquire a well maintained CL605

•

On Programs for ‘peace of mind’, SmartParts Plus and GE On Point

•

Certified EASA for commercial operation

•

No damage history

ASKING PRICE: USD $9.95M

DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

TEMPLATE AV Buyer_September.indd 6

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.08.2017 11:02:30

Aviatrade Gulfstream G650 September.qxp 23/08/2017 14:44 Page 1

S H O W C A S E

The Ultimate Long Distance Traveler... GULFSTREAM G650 2017 MODEL EXCLUSIVELY FOR SALE THROUGH AVIATRADE INC. LATEST SERIAL NUMBER G650, IMMEDIATELY AVAILABLE (delivered June 2017) M-VITB SERIAL NUMBER 6250

• Exquisite custom fourteen passenger interior, sleeps seven. • Ideally configured for ultra-long-range travel. • Elegant understated exterior. • Comprehensive Gulfstream-outfitted equipment including over $1MM options. • State-of-the-art entertainment and communications systems, including Honeywell's Jet ConneX Ka-band high-speed internet. • Less than thirty hours total time. Additional photos/information: https://aviatrade.aero/wp-content/uploads/2017/08/2017brand_New_G650.pdf

Call Philip Rushton +1-908-696-1174 (o) +1-908-578-8080 (m)

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

120 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

Aviatrade Gulfstream G650 September.qxp 23/08/2017 14:44 Page 2

S H O W C A S E

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

www.AvBuyer.com

September 2017 – AVBUYER MAGAZINE 121

Jet Sense Aviation Citation X June.qxp_Empyrean 22/08/2017 14:53 Page 1

S H O W C A S E

1999 Cessna Citation X Serial Number: Registration: Airframe TT: Landings:

750-0082 N712FL 13087.8 8842

 ATG-4000 WiFi  Elliptical Winglet Technology Winglets  Engines on Rolls Royce Corporate Care  APU on MSP  Fresh Prebuy Including Window & Windshield Checks, Fuel Leak Checks, Brake Wear Check, Engine Performance Runs, Borescopes of Engines & APU Airframe Maintenance Tracking - CESCOM Engines Left Right Description: Rolls Royce Rolls Royce S/N: CAE330175 PCE-DB0238 THSN: 12828 Hours 12588 Hours TCSO: 8711 Hours 8511 Hours Program: Rolls Royce Corporate Care APU Allied Signal GTCP36-150(CX) Serial Number: P-196 Total Hours Since New: 10664 Hours Program Coverage: MSP Avionics HONEYWELL PRIMUS P-2000 AVIONICS SUITE 5 Tube Honeywell EFIS Honeywell RCZ-850 VHF Comm w/8.33 KHz Freq. Spac.

Honeywell RNZ-850 VHF VOR/LOC/GLS/MKR w/FM Immunity Dual Honeywell FNZ-2000 FMS w/Dual 12-ch GPS Dual Honeywell Laseref III LIRS Dual King KHF-950 HF w/Coltech CSD-714 Selcal Dual Honeywell AV-850 Digital Audio Panels Dual Honeywell RM-855 w/Color CDU’s Honeywell Primus 880 Stabilized Color Weather Radar Standby Gyro and ALT/AS Indicator Interior Refurbished in 2017 Number of Passengers: Eight (8) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Executive Fireblocked Interior, Eight (8) Place Exective Club Arrangment, All Seats Taupe Leather with Gray Accent Leather Sidewalls Covered in Back-stage Starlet Material, Window Lines in Xenon II Fabric, Headliners Cov-ered in Milkweek Ultra Leather, Natural Gray Carpet, Birdseye Maple Woodwork with Full Fill High Gloss Finish Exterior Base Paint Color(s): Chevron White Stripe Color(s): Charcoal Gray, Antique Gold, Turquoise Green Additional Equipment  Elliptical Winglet Technology Winglets  Aircell ATG-4000 WiFi  76 Cubic Foot Extended Range O2 System  Thrust Reversers  Precise Flight Pulselite System  External Power Receptacle

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

122 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 145

Jet Sense Aviation Lear 40XR June.qxp_Empyrean 22/08/2017 14:54 Page 1

S H O W C A S E

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

2037 N119DJ 6792 5430

• MSP Gold • Extended Range Mod ($250K) • New Carpet in 2015 • New Striping & Permaguard in 2015 • Interior Refurbished in 2014 • RVSM Capable • Air Conditioning in Lieu of APU • TCAS II Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116646C THSN: 6693.5 Hours TCSN: 5350 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116647C THSN: 6434.8 Hours TCSN: 5125 Program Coverage MSP GOLD Avionics PRIMUS 1000 AVIONICS SYSTEM 4-Tube Primus 1000 DU-870 EFIS/MFD 1 Universal UNS-1C 1 TCAS II

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

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

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com September 2017 – AVBUYER MAGAZINE 123

Jet Sense Aviation Citation M2 August.qxp_Empyrean 22/08/2017 14:55 Page 1

S H O W C A S E

2014 Citation M2 Serial Number: Registration: Airframe TT: Landings:

525-0853 N525CG 325 172

• Low Time (325 Hours Since New) • Pro-Parts • TAP Blue • WIFI • Synthetic Vision Engines Left Engine Description WMS FJ44-1AP-21 S/N: 290110 THSN: 325 Hours Engine Program TAP BLUE

COM (Communication Radio) WEATHER RADAR ELT (Emergency Locator Transmitter) ARHS (Altitude Reference Heading System) Interior ORIGNAL 2014 Configuration Executive Color Grey Leather Other Notable Features WIFI Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Platinum Metallic, Ocean Blue Metallic, Blue Metallic #4

Engines Right Engine Description WMS FJ44-1AP-21 S/N: 21 290111 THSN: 325 Hours Engine Program TAP BLUE Avionics GARMIN G3000 INTEGRATED AVIONICS SYSTEM TYPE OF UNIT TRANSPONDER FMS (Flight Management System) TCAS (Traffic Collision Avoidance System) NAV (Navigation Radio)

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

124 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 145

Aviation Consultants of Aspen July.qxp 22/08/2017 15:18 Page 1

S H O W C A S E

Dan Savinelli Photography

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

1191 N403TB 10,263.7 5,206

MAKE OFFER FRESH 96 MONTH INSPECTION JUNE 2017 BY GULFSTREAM WESTFIELD Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program. 6.1 Software with WAAS/LPB and ADS-B Specifications are subject to verification upon request Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,187.1 TSN, 5,175 CSN, 2,605.3 TSO, 1,138 CSO, Overhauled by Dallas Airmotive, June 2009. RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,105.4 TSN, 5,115 CSN, 2,605.3 TSO, 1,138 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,878 Hours TSN, 1,369 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four

Advertising Enquiries see Page 4

place conference/dining group, and aft cabin has two four place berthable divans. Entertainment system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax

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

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

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

www.AvBuyer.com

September 2017 – AVBUYER MAGAZINE 125

European Aircraft Sales July.qxp_Heeren Cit Ultra sep 23/08/2017 10:48 Page 1

S H O W C A S E

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

C525A-0209 OY-UCA 4,054 3,493

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

126 AVBUYER MAGAZINE – September 2017

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 Aircraft Index see Page 145

Dassault Falcon 7X September.qxp 22/08/2017 15:44 Page 1

S H O W C A S E

2013 Dassault Falcon 7X Serial Number: Registration: Airframe TT:

221 N487C 2204

Dassault Falcon Jet proudly present this 2013 Dassault Falcon 7X to the market. This aircraft features: • One owner since new • Head-Up Guidance System • Enhanced Vision System • Synthetic Vision System • Engines on ESP Platinum • APU on MSP Gold • Aircraft meets 2020 airspace mandates • Available September 2017

Avionics Honeywell Primus Epic System (EASy II+: SBAS/LPV; SVS; ADS-B Out; ADM: CPDLC FANS 1/A & ATN; 3rd VDR) Interior & Entertainment 14 passengers: 4-place forward and mid-cabin club seating, two aft 3-place divans, forward galley, forward and aft lavatories, third crewmember seat. Ivory color leather seats, Beige lower sidewalls, Blue fabric divans, White Ultra-leather headliner, Figure Cut Marbled Walnut, Brushed Aluminum plating (original) Exterior Overall Matterhorn White with English Blue and Morning Sun Yellow custom accent stripes (original)

Engines #1 Engine s/n PCE-CH0686: 2,204, CYCLES: 734 #2 Engine s/n PCE-CH0684: 2128, CYCLES: 697 #3 Engine s/n PCE-CH0685: 2,204, CYCLES: 734 APU s/n P-335: Honeywell GTCP36-150(FN) (on MSP Gold)

www.falconjet.com/preowned

Advertising Enquiries see Page 4

www.AvBuyer.com

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned September 2017 – AVBUYER MAGAZINE 127

IJM August.qxp_Empyrean 22/08/2017 15:46 Page 1

S H O W C A S E

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

19000571 OE-LUV 968 310

Discover the maximum convenience in travel experience. Get on-board this fantastic Wide-Body aircraft and feel at home. • Fresh 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: 968 hrs, AFTC: 310 ldgs, ENGTT: 968 hrs, ENGTC: 310 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.

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

128 AVBUYER MAGAZINE – September 2017

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

Mente September.qxp 22/08/2017 16:01 Page 1

S H O W C A S E

2010 Gulfstream G200 Serial Number: Registration: AirframeTT: Registration:

236 N200MP 2044.8 1058

Engines on ESP Gold - APU on MSP Gold - ATG 4000 Wi-Fi - Exclusively maintained by Gulfstream - 3.5, 5 and 7 year lease opportunities

Engines Engine 1: PCE-CC0490 2044.8 SNEW Engine 2: PCE-CC0491 2044.8 SNEW APU HONEYWELL 36-150IAI SN: P-343 on MSP Gold 972 Total Time 1323 Total Cycles Avionics 5 Tube EDS / COLLINS PROLINE 4 2 COLLINS VHF-422D COMMS 2 COLLINS VIR-432 NAVS 1 COLLINS ADF-4500 ADF 2 COLLINS DME-4000 DME 2 TDR-94D MODE S W/ FLT ID TDR 1 COLLINS TWR-850 RADAR 2 COLLINS FMC-6000 FMS 2 COLLINS GPS-4000A GPS 1 HNYWL KTR-653 W/SELCAL HF

COLLINS TTR-4000 W/CHG 7 TCAS HNYWL DMU-AFIS AFIS ICG IRIDIUM ICS-200 SAT/COM ARTEX 406 W/NAV INTERFACE ELT HNYWL MARK V W/ WS & RAAS EGPWS UNIVERSAL CVR -120 CVR COLLINS FCC-4005 CAT II AUTOPILOT Exterior Overall, White with Gray and Green Accent Stripes IN SERVICE 11/19/2010 RNP-5/-10 / MNPS RVSM/8.33/FM IMMUNITY EMERGENCY LIGHTING AIRCELL AXXESS II ATG 4000 COLLINS MDC-4000 DUAL M850A DAVTRON CLOCKS COLLINS ALT-4000 WX-1000E STORMSCOPE EICAS / COLLINS DCU-4010 INCREASED GROSS WEIGHT MOD 1C/2C INSP C/W 08/11/16 ENG BOROSCOPES C/W GOGO BIZ HIGH SPEED INTERNET

For Lease, Make Offer

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Delray Dobbins Tel: +1 214 351 9595 Cell: 214-551-5151 E-mail: ddobbins@mentegroup.com www.mentegroup.com September 2017 – AVBUYER MAGAZINE 129

Flight Force Challenger 300 August.qxp 22/08/2017 16:08 Page 1

S H O W C A S E

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

20252 3421 1780

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

130 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 145

Province Group/Newport Equities September.qxp_Empyrean 23/08/2017 10:51 Page 1

S H O W C A S E

2009 Cessna Citation CJ3 Serial Number: Registration: Airframe TT:

295 N525NE 1,365

This is an absolutely superb condition highly-optioned, low-time CJ3 with only two U.S. owners since new. State of the art Collins Pro-line 21 avionics, Dual FMS, TCAS II, WAAS/LPV, Aircell Iridium Satphone, Airshow, EGPWS, HF Radio Provisions, 8 Passenger, AirStair steps, belted lav. Engines enrolled on 100% TAP Elite, ProParts and CESCOM. Always hangered. Excellent records with complete logbooks & invoices since new. Cessna maintained. Highly upgraded gorgeous ostrich leather and burl wood interior. Professionally flown. This one should be on your short list! Airframe • FAA Part 91, never chartered • NDH • TAP Elite • ProParts • CESCOM • 8 passenger + 2 crew Avionics/Radios • Pro Line 21 Integrated Avionics Suite • WAAS/LPV • Dual FMS-3000 • Collins WXR-800 Weather Radar • Cockpit Speaker Mute Switch • RVSM capable • XM Weather

Additional Equipment Options Installed: • Second FMS 3000 • Collins TCAS II • Mode S diversity transponders • Honeywell Mark VIII EGPWS • 406 MHz ELT • Single ADF • WX-1000E Lighting Detection • Precise Flight Pulselight System linked to TCAS • Electronic Jeppesen Charts • HF Radio (Provisions) • Pilot’s Angle of Attack Indexer • AvVisor cabin display • AirCell SF 3100 Sat Phone with two handsets • DBU-5000 database loader • Side-facing seat with interchangeable cabinetry Interior Like new interior, certified for 8 passengers plus two crew. Forward RH side-facing seat is interchangeable with cabinetry unit (included). Private aft lavatory is equipped with a belted flushing toilet and sliding privacy doors. Forward RH slimline refreshment center. Seats 5/6 swivel and have additional recline. Ostrich leather seats and trim in whiskey color, Carl Booth Olive Ash Burl wood. Four fold-out tables with townsend leather inserts, three 110-volt power outlets and brushed aluminum and polished chrome plating and AvVisor cabin display. Airstair style stairs. Inspection Status Maintained by Cessna Service Centers. Only two U.S. owners since new. Always hangered in private hangar. Complete Logbooks. Aircraft is in excellent condition Aircraft Location Southern California

Melinda Schlueter

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (949) 553-4800 ext. 8210 Email: mschlueter@provincegroup.com

September 2017 – AVBUYER MAGAZINE 131

Empyrean Aircraft Consulting Ltd September.qxp_Empyrean 22/08/2017 16:10 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

132 AVBUYER MAGAZINE – September 2017

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

Horizon Aircraft September.qxp_Empyrean 24/08/2017 09:45 Page 1

S H O W C A S E

Price $3,299,000 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1055 N450MS 9,990 4,627

• Engines Fully Enrolled on RRCC • APU Fully Enrolled on MSP • Recent Engine Overhauls (TSO: 175) • New Paint 2016 • FMS 6.1 w/ SBAS/WAAS/LPV • ADS-B Out Compliant • Major $400,000 Price Reduction APU Honeywell GTCP36-150(G) (S/N: P-113) TSN: 2,115 Program: MSP Engines NO 1 ENGINE Rolls Royce TAY 611-8 (S/N: 16213) TSN: 9,990 TSO: 175 Program: Rolls Royce Corporate Care NO 2 ENGINE Rolls Royce TAY 611-8 (S/N: 16222) TSN: 9,990 TSO: 175 Program: Rolls Royce Corporate Care

Advertising Enquiries see Page 4

Avionics Honeywell SPZ-8000 6-tube EFIS System Dual Honeywell NZ-2010 FMS version 6.1 Triple Collins VHF-422C VHF COMM Dual Collins VIR-432 VHF NAV Dual Collins ADF-462 ADF Dual Collins DME-442 DME Dual Collins TDR-94D Transponder Dual Collins HF-9034A HF COMM Triple Honeywell Laseref II INS Single Motorola 1298A Selcal Single Honeywell WU-870 Color Radar Single Artex C406-N ELT Single Fairchild FA-2100 Cockpit Voice Recorder Single Honeywell Mark V EGPWS Interior 13 Passenger Configuration Forward-cabin 4-place Club Mid-cabin 4-place Conference Group Aft-cabin 3-place Divan (Left) Aft-cabin 2-place Club (Right) Forward & Aft Lav Exterior New Paint (2016)

www.AvBuyer.com

September 2017 – AVBUYER MAGAZINE 133

C-Air Transport Services Ltd June.qxp_Empyrean 22/08/2017 16:42 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

134 AVBUYER MAGAZINE – September 2017

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

Aircraft Index see Page 145

Valor Jets September.qxp 22/08/2017 16:44 Page 1

S H O W C A S E

2015 Cessna Citation M2 Airframe Total Time:

176

Exquisite 2015 Citation M2 with only 176 hours. This jet is enrolled in TAP Blue and Pro Parts, features Garmin 3000 Avionics with Synthetic Vision, Dual FMS w/ GPS/WAAS/LPV, ADS-B Out Update, XM Graphical Weather, VHF Datalink and more

Engines Williams International | FJ44-1AP-21 (FADEC) TAP Blue Advantage-Progressive @ $42.39/hr Left Engine: 176 Hours Since New 166 Cycles Since New TBO: 5,000 Right Engine: 176 Hours Since New 166 Cycles Since New TBO: 5,000 Avionics Garmin 3000 Avionics Package EFIS: Garmin 3-tube 14 -inch w/GDU-1400W AP: GFC-700 IFCS w/GMC 710 FD:GFC-700 IFCS Garmin GWX 70 Weather Radar 4-Color COMMS: Dual Garmin GIA-63W (WAAS) NAVS: Dual Garmin GIA-63W (WAAS) FMS: Dual Garmin w/ GPS & WAAS/LPV (2- GTC 570)

AHRS: Dual Garmin GRS-77 DME: Collins DME-4000 RD ALT: Collins ALT-4000 TRANS: Dual GTX-3000 S-mode Transponder (ADS-B out) TCAS: GTS-8000 TCAS II TAWS: Class B EGPWS FDR: ARES II 24-channel Recording System Interior & Entertainment Featuring the Frost Collection The interior layout provides seating for up to five passengers to work and relax comfortably. With a new modern appeal and re-designed layout from the previous 525 series models, the M2 features the futuristic characteristics of luxury travel. Executive mid-cabin 4-place club configuration with seating for 5 Forward single side-facing seat Belted lav seat Left-hand storage cabinet Dual executive tables Left-hand, belted flushing toilet Exterior Matterhorn White with Columbia Blue Pearl, Silver Metallic, and Cayenne Red Pearl accent striping

Valor Jets Los Angeles | Sarasota | Tampa www.valorjets.com

Advertising Enquiries see Page 4

www.AvBuyer.com

Contact: Brian Paul | +1 941.320.3131 bp@valorjets.com

September 2016 – AVBUYER MAGAZINE 135

Wentworth September.qxp_Layout 1 23/08/2017 14:48 Page 1

BOEING 767-200ER S/N 23896

This VIP 767-200ER enjoys an outstanding provenance. Originally placed in service by Qantas Airlines, the aircraft was purchased in 2005 for use by a major international company. It underwent an 18-month VIP conversion at Gore Design and was placed in service in 2007. It has superb records and maintenance history. Other highlights include: Interior accommodates 42 passenger with full flat sleeping for 21 passengers 2 private staterooms, each with its own private lavatory with shower Approximately 1000 hours since nose-to-tail restoration of its upgraded JT9D-7R4E engines Built-in Aft Airstairs Honeywell ACARS with SATCOM, CPDLC and FANS1 approval IS&S flat panel system with dual primary Flight and Nav displays Upgraded MSG-3 maintenance program with a 12-year landing gear interval Honeywell GTCP 331-200 APU Dual Honeywell Pegasus Flight Management ETOPS 180-minutes maintained

3KRQH ( PDLO 6DOHV#:HQWZRUWK $HUR 7RXU RXU ILQH DLUFUDIW DW ZZZ :HQWZRUWK $HUR

ALSO AVAILABLE BBJ S/N 30031

Pricing includes $2+ Million in Upgrades and an extensive C Inspection. The Aircraft also features a 26-passenger VIP interior, 10115 total time, Aviation Partners Winglets, Increased Gross Weight, Airstairs installed at L1 door, EGPWS, RVSM, SATCOM with 3 handsets, and a Satellite telephone system.

AIRCRAFT WANTED

Gulfstream G550 Gulfstream G650 / G650ER BBJ Challenger 605 Late Model Avanti P180 or Early Model II

RECENT TRANSACTIONS VIP Super 27-200 s/n 22825 Lear 60 s/n 151 Challenger 604 s/n 5320 Falcon 2000 s/n 95

Community News Sept17.qxp_Layout 1 22/08/2017 17:15 Page 1

REVIEW T COMMUNITY NEWS

OEM Bites Daher concluded the sale of four preowned TBMs at Oshkosh along with two TBM 930s, one of which will be delivered to a customer in the US state of Georgia. The other TBM 930 is for Canada, an important growth market for Daher. www.tbm.aero DAHER

Embraer’s Legacy 650E created excitement at LABACE with a unique paint scheme. The expert paint and design team at Embraer’s headquarters explored myriad colors, styles and possibilities to create the delicate handmade design (below), which was then carried out to perfection by a cutting-edge robotic paint system. www.embraerexecutivejets.com EMBRAER

Caravan Reset Program Introduced

Gulfstream recently delivered its 550th Gulfstream G550, solidifying the aircraft’s position as one of Business Aviation’s most popular jets. The aircraft has amassed more than 50 city-pair speed records during its more than 10 years in service, including London to Tokyo in just over 11 hours and Beijing to New York in just under 14. www.gulfstream.com GULFSTREAM

Advertising Enquiries see Page 4

Blackhawk and Metal Innovations Team Up for New Program Blackhawk Modifications and Metal Innovations will team up to revitalize aging Cessna Caravans with the Caravan Reset Program, allowing Caravan operators to ‘reset’ their aircraft to like-new standards, at a fraction of the cost of a new airplane…

ypical maintenance schedules for the Caravan are frequent and costly according to Blackhawk. Cessna maintenance inspection requirements significantly increase at 20,000 hours of total time, then again every 5,000 thereafter. After several years of development, Metal Innovations is offering a pending FAA Approved STC for the comprehensive www.AVBUYER.com

reset of aging Caravan aircraft. Coupled with the Metal Innovations Cessna 208 SID Reset STC, the new 867 SHP Blackhawk XP140 Engine+ Upgrade will deliver likenew performance across the flight envelope. The PT6A-140 powerplant is the same engine installed on the production Caravan EX model. More from www.blackhawk.aero 

September 2017 – AVBUYER MAGAZINE 137

Community News Sept17.qxp_Layout 1 22/08/2017 17:20 Page 2

COMMUNITY NEWS T REVIEW

OEM Bites ONE Aviation has chosen Acme Aerospace to provide lithium ion battery systems to be used on the Eclipse 700, also known as "Project Canada". Canada is an upgrade to the Eclipse 500/550 program. The upgraded configuration carries more fuel in a longer wing, with two-foot extensions on each side. The fuselage was stretched 14 inches for more cabin volume. It is powered by Williams International FJ33 engines. www.oneaviation.aero ONE AVIATION

Stratos’ 714 made its debut at Oshkosh this year. The first Stratos prototype achieved first flight in November 2016 and the company is funded to produce a second prototype, and to conduct flight envelope expansion tests and work on ground test articles. All being well, certification is expected in three to four years after funding. www.stratosaircraft.com

Denali First Full-Test Aircraft One year after unveiling a cabin mock-up of its all-new

STRATOS

Denali single-engine turboprop, manufacturing of Textron’s first full airframe test article has begun and the team has started building tooling for production.

ngineered to achieve cruise speeds of 285kts and full fuel payload of 1,100 pounds, the Denali will have a range of 1,600nm at high-speed cruise with one pilot and four passengers. The aircraft is powered by GE’s new advanced turboprop engine, and equipped with the Garmin G3000 intuitive touch screen avionics suite. Meanwhile, the Denali’s flat floor cabin is designed to be the largest in its segment, claims Textron,

and will offer the versatility to easily convert between passenger and cargo configurations. The cabin will feature an executive seating configuration of six individual reclining seats, clubconfiguration tables and refreshment unit or a commuter style seating layout with nine individual forward facing seats. The Denali program is targeted to achieve first flight in 2018 and letters of intent are being accepted by Textron now. More from www.txtav.com 

Viking Air’s 100th production Series 400 Twin Otter was on display at Oshkosh. Equipped with Wipline 13000 amphibious floats, the 100th Viking Twin Otter represents a significant milestone for the Series 400 Twin Otter production program and bears a striking patriotic Canadian livery for its role as factory demonstrator. www.vikingair.com

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

138 AVBUYER MAGAZINE – September 2017

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ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 145

P139.qxp 23/08/2017 14:55 Page 1

$1510

LEKTRO

Since 1945

The Ultimate Aircraft Tug

$1960

Models ranging

15,000 to 280,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

2015

Advertising Enquiries see Page 4

www.AvBuyer.com

September M 2017 –– AAVVBUYER MAGAZINE 139

Community News Sept17.qxp_Layout 1 22/08/2017 17:23 Page 3

COMMUNITY NEWS T PEOPLE

Caspar Baum joins the Asian Business Aviation Association board of directors. Baum is director of aviation at Surbana Jurong, a Singapore-based consultancy focusing on infrastructure and urban development.

Matt Elliott

Matt Elliott is appointed chief commercial officer at leading international aviation fuel products and services supplier, Air BP. He will be based at Air BP’s global headquarters in Sunbury on Thames, UK. Michael Fantaski has been hired by Professional Aircraft Accessories as a regional manager for the western region. Fantaski most recently served as director of sales for Flightcraft.

Stephen Friedrich

Nick Hansen

Stephen Friedrich was recently hired by Embraer as chief commercial officer for the executive aviation business unit. Reporting to Michael Amalfitano, president & CEO of Embraer Executive Jets, Friedrich is responsible for the direct management of the global sales organization for new and pre-flown aircraft as well as the oversight of relationships with customers and industry collaborators. Previously Friedrich served as vice president for sales and marketing at RollsRoyce Civil Aerospace. Nick Hansen accepted the safety specialist position at Duncan Aviation’s Lincoln, Nebraska, facility. This position is integral to ensuring the safety of Duncan Aviation team members and clients. Trevor Knox has been appointed director of maintenance at Flying Colours. He is based in Peterborough, Ontario. Knox brings 24 years of aviation maintenance to his new role.

Kevin O’Leary

Kevin O’Leary, Ph.D., founder of Jet Advisors, contributed to the General Aviation industry’s safety culture with a doctoral dissertation on factors influencing pilot error. Dr. O’Leary has also recently been selected as the 2017 recipient of the Aerospace Human Factors Association's Stanley N. Roscoe Award.

BizAv Events 2017 NBAA Regional Forum Sept 7, Morristown, NJ, USA www.nbaa.org

Jet Expo Sept 7 - 9, Moscow, Russia www.jetexpo.ru

AOPA Regional Fly-In Sep 8 - 9, Norman, OK, USA www.aopa.org

The Elite New York Sep 8 - 9, New Jersey www.theeliteevents.com

Air Charter Expo (ACE’17) Sep 12, London Biggin Hill, UK www.aircharterexpo.com

MEBAA Show Morocco Sep 12 – 13, Marrakesh, Morocco www.dubai.aero

SETops Sep 29, London, UK www.setops.co.uk

Business & GA Suppliers Conf Oct 4 – 5, Los Angeles, CA, USA www.speednews.com

AOPA Regional Fly-In Oct 6 – 7, Groton, CT, USA www.aopa.org

NBAA: Convention & Exhibition Oct. 10 – 12, Las Vegas, NV, USA www.nbaa.org

African Airshow Oct 24 – 26, Accra, Ghana www.africanairexpo.com

AOPA Regional Fly-In Oct 27 – 28, Tampa, FL, USA www.aopa.org

Bombardier Safety Standdown Oct 31 – Nov 2, Wichita, KS, USA www.safetystanddown.com

Dubai Airshow 2017 Nov 12 - 16, Dubai, UAE www.dubaiairshow.com

AfBAC EXPO Nov 30 – Dec 1, Lanseria, South Africa www.afbaa.org/expo

Edward Vesely, senior director of sales for Welsch Aviation, Houston, Texas, has qualified as a pilot for the Commemorative Air Force's newly restored Texas Raiders B-17. Ed also continues his CAF volunteer efforts as a pilot in the world's only flying SB2C Helldiver. T ONLINE I PRINT I BROADCAST I EVENTS

Edward Vesely

140 AVBUYER MAGAZINE – September 2017

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Aircraft Index see Page 145

Products & Services September.qxp_Layout 1 24/08/2017 10:45 Page 1

PRODUCTS & SERVICES Tug System Launched

JSSI’s Spare Parts Now Open to All

This is the heavy-duty configuration of the proven 5-Series tug rated for a towing power of up to 165,000 lbs. (75t) MTOW. Its strong prime movers have a tractive motor power up to 176,000 lbs. (80t). This model is especially designed and configured for significant stress and can handle aircraft on steep slopes / inclines or other unusual harsh conditions, incl. challenging inclined positions on aircraft carriers and offshore helicopter platforms. www.towflexx.com

The JSSI team has access to both new and reconditioned parts and selects the most costeffective solution, with stringent inspections of reconditioned components. JSSI Parts can source spares for 196 business aircraft types, 119 engine models and 60 types of APU, and quickly dispatch them worldwide. www.jetsupport.com

TNA Aviation Technologies, the company built on innovating the way aircraft are moved on the ground, announced the North and South American release of the TowFLEXX 5Series HD “Heavy Duty”, the industry’s most advanced, the company claims, and versatile remote controlled electrical towbarless aircraft tug in it’s class.

Winglet Technology Rolls Out Sovereign Retrofit

With an STC now secured, Winglet Technology is rolling out its new “transitional” winglets for the Cessna Citation Sovereign to the market and already has begun eying the next application for the technology, the Sovereign+. On the Sovereign, the retrofit winglet offers up to 35 knots additional speed at FL450, increases range by up to 340 nm and/or allows up to 914 pounds' payload capability at equivalent range. The winglets also enable the aircraft fly direct to FL450 in 28 minutes, down from the 73-minute step climb in the original model.

Jet Support Services' (JSSI) spare parts business is now available to all business aircraft operators, not just those on JSSI hourly maintenance plans. It launched JSSI Parts in 2015 to expand its offering in the aviation MRO market and last year began acquiring whole aircraft to provide a source of hard-tofind spares, particularly for older types.

Inmarsat Demonstrates Worldwide Seamless Connectivity

Inmarsat, the leading provider of global mobile satellite communication services, announced the successful completion of its Global Xpress ‘Around the World’ test flight. The exercise, conducted on a Gulfstream IV aircraft between June 5 and June 11, 2017, covered more than 25,000 miles and demonstrated Global Xpress’ ability to deliver seamless, worldwide coverage across multiple spot beams and satellites. The flight route spanned the Northern and Southern Hemispheres, beginning in the United States with stops in the United Kingdom, the United Arab Emirates, Thailand, Australia and Fiji.

Additionally, the retrofit offers a gross weight increase that will bring the Sovereign in line with the Sovereign+, with an additional 475 pounds of maximum takeoff weight and 200 pounds of maximum zero fuel weight. The winglets will be offered through the Textron Aviation service center network, as well as at Duncan Aviation. Winglet Technology already has begun to engage with Cessna on aircraft performance data for a Sovereign+ upgrade. www.winglet-technology.com

A Global Xpress subscription-based data plan was configured for the Honeywell aero Tail Mount Antenna (TMA), with a committed information rate of 4Mbps forward and 1Mbps return but capable of 15Mbps or more. Uniform coverage and service was delivered to the aircraft as it moved across 28 beams with handovers that went unnoticed by users; and 3 satellite-to-satellite handovers that were accomplished seamlessly.

MARS Released

Inmarsat’s always-on worldwide capability for VIP aircraft customers is part of the company’s global mobility-centric strategy, unique in the market. Inmarsat has been supporting the demanding ‘go anywhere, anytime’ nature of aviation operations for decades, and is the market leader in providing a consistent, reliable L-band connectivity experience for users around the world. www.inmarsat.com

Sutton Integrated has released MARS, a new technology designed for private and fractional aircraft owners, flight departments, and charter operators, that will aide in efforts to provide transparency to aircraft owners. MARS, or My Aircraft Reporting System, is a web application that works alongside existing accounting and flight software. MARS consolidates all aircraft data, financial reports, flights, fuel, maintenance logs, and all other necessary information, into one hub where jet owners can view the information at any time. www.marsreportingsystem.com Advertising Enquiries see Page 4

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 141

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Marketplace Citation X

Capital Jet Group, Inc Price:

$7,150,000 USD

Year:

2008

S/N:

287

Reg:

XA-RSA

TTAF:

3181

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

Winglets for better DOC’s, range, speed, & climb performance. Primus Elite five LCD Cockpit upgrade, featuring dual WAAS/LPV FMS 6.1, RAAS, TCAS 2000, XM-WX, dual Laseref IV, dual HF, & FDR. Fresh inspection package Citation Service Center-ICT, RR CorporateCare, APU MSP, Pro Parts, MSG-3. Late S/N delivered with split bus mod, aileron regearing, 5% higher TO thrust, higher gross weight, and updated crew and cabin seats. Top corporate operator. No damage history

Location: USA

Cessna Citation CJ1

StilAir Aviation Services Price:

Make Offer

Year:

2001

S/N:

525-0439

Reg:

N54CG

TTAF:

1,376

Tel: +1 (803) 238 0361 E-mail: charley@stilair.com

StilAir is pleased to present this beautiful, very low time CJ1 to the market. The avionics suite has been upgraded recently with WAAS/LPV and ADS-B Out, making this CJ1 one of the few ready for upcoming NextGen FAA requirements. Supplemental maintenance programs include TAP Elite and ProParts. Always U.S. based, same owner since 2004 and maintained by Cessna since new.

Location: USA - SC

www.stilair.com

Cessna Citation SII

Eddie Ochoa Price:

$1,995,000 No VAT

Year:

1985

S/N:

S550-0027

Reg:

N112BR

TTAF:

7079

Tel: +1 (480) 600 8004 E-mail:srjam7@gmail.com This is the Citation Super SII. The increased power of Williams FJ44-3A engines boosts your sea-level thrust by nearly 1,000 pounds and increases your maximum range to more than 2,400 nautical miles at speeds up to 426 KTAS. The Super SII provides better performance and a bigger cabin previously only available in aircraft costing millions more. As a single pilot aircraft, no other light jet provides this much value for your transportation dollar

Location: AZ, USA

Cessna Citation Bravo

BS Consulting Price:

Please Call

Year:

2002

S/N:

550-1017

Reg:

TTAF:

7175

Location: Germany

Cirrus Vision SF50

Peter Brook Price:

Please Call

Year:

2018

S/N:

Reg:

#58

TTAF:

Tel: +49 (0)178 174 4444 E-mail: info@bsconsulting.de 7175 Landings 5905. Engines Since New 5760:52/4858 Engine Cycles Since New 5140:34/4293. On Power Advantage and Pro Parts. Interior: 7 Passenger executive interior features single forward, aft-facing seat, center four-place club, dual aft forward facing seats and belted lavatory. Forward left-hand galley features heated MAPCO, and drink and ice storage. Exterior: Overall Snow White with Navy Blue Metallic and Silver Platinum Metallic Striping. Additional Equipment: Safeflight N1 computer. Honeywell DL-950 Data Loader. Cabin stereo speakers w/individual volume and headset jacks

Tel: +44 (0) 845 0944 911 E-mail: lawtonbrook@gmail.com Private Sale.Delivery first quarter 2018.Available to your specification and color.Priced at $1.39M plus CPI.$15k transfer fee paid to Cirrus plus sensible premium.Beat the 4 year waiting list for what is the worlds first true personal jet.

Location: United Kingdom

142 AVBUYER MAGAZINE – September 2017

www.AVBUYER.com

Aircraft Index see Page 145

P142-144.qxp 23/08/2017 15:05 Page 2

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

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 4

www.AVBUYER.com

September 2017 – AVBUYER MAGAZINE 143

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Marketplace Cessna Grand Caravan EX

Price:

Please Call

Year:

2013

S/N:

5043

Reg:

TTAF:

1,305

Location: Austria

Cessna P210N Silver Eagle

Tel: +964 750 468 1579 E-mail: ka@7group.aero

The 7 Group LTD

Garmin G1000 Integrated Cockpit System with two Primary Flight Displays and a center Multifunction Display Engine(s): Pratt and Whitney Canada PT6A-140 – 867 SHP s/n PCE-VE0044. Prop Specs: Hartzell 3-Blade Model HC-B3TN3AF/T10980CN(K)-2. Avionics/Radios: Garmin G1000 Integrated Cockpit System with two Primary. Flight Displays and a center Multifunction Display. Dual Garmin Comms. Additional Equipment: TKS Deice System. Cargo Pod. Artex ME-406 2Freq ELT. Exterior: Will be delivered overall in white – Excellent Condition

Tel: +43 (0) 676 721 7335 E-mail: thomas.wieser@viennajets.com

Vienna Jets Price:

$709,000 VAT Paid

Year:

1978

S/N:

P21000099

Reg:

N4422N

TTAF:

4078

Location: Austria

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

Advertiser’s Index 21st Century Jet Corporation .........................146

Elliott Jets .....................................................13 - 14

Lektro....................................................................139

Aircraft Finance Corporation................................5

Empyrean.............................................................132

Mente Group ......................................................129

AMJET Aviation.....................................................21

European Aircraft Sales ...................................126

NBAA Convention ...............................................89 NBAA Corporation...............................................83

Aradian Aviation ....................................................73

FlightForce ..........................................................130

Asian Sky Group ..................................................33

Freestream Aircraft USA ....................................43

OGARAJETS ...............................................38 - 39

Aviation Consultants of Aspen .......................125

General Aviation Services ..................................63

Par Avion ................................................................81 Rolls-Royce .........................................................105

Aviatrade...................................................120 - 121

Global Jet Capital.................................................35

Avjet Global ..................................................28 - 29

Global Jet Monaco................................ 114 - 119

RotorTrade...........................................................113

Avpro ..............................................................10 - 12

Hatt & Associates.................................................15

Singapore Airshow............................................109

Boutsen Aviation ..................................................75

Horizon Air Group..............................................133

Southern Cross Aviation.....................................97

C-Air Transport Services..................................134

IAG...........................................................................71

Sparfell & Partners ...........................................6 - 7

Central Business Jets .......................................147

International Jet Management .........................128

Speednews Conferencs.....................................88 Survival Products...............................................139

Conklin & de Decker .........................................139

JetBed...................................................................107

Corporate Concepts.....................................47, 66

JetBrokers .....................................................58 - 59

The Jet Business..........................................26 - 27

Dassault Falcon Jet .....................2 - 3, 101, 127

Jetcraft Corporation ...........................36 - 37, 148

The Registry of Aruba .......................................1, 9

Donath Aircraft Services.....................................67

Jeteffect..........................................................56 - 57

Valor Jets..............................................................135

Dubai Airshow.......................................................87

JETNET...................................................................85

VREF ....................................................................139

Duncan Aviation....................................................23

Jet Sense Aviation ..................................122 - 124

Wentworth...........................................................136

Eagle Aviation........................................................19

JSSI.......................................................................103

Wright Brothers Aircraft Title.............................51

Engine Assurance Program ...............................65

Leading Edge ........................................................95

Copy date for the October Issue - Wednesday 13 September AvBuyer (USPS 014-911), September 2017, Vol 21 Issue No 9 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 – September 2017

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Aircraft Index see Page 145

P145.qxp 24/08/2017 12:41 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRBUS

VI . . . . . . . . . . . . . 59,

A318-112 . . . . . 43,

VII . . . . . . . . . . . . 63, 147,

A318 Elite+ . . . . 114, ACJ319 . . . . . . . . 134, ACJ380-800 . . . . 6,

AIRCRAFT

X . . . . . . . . . . . . . 11, 13, 56, 57, 122, . . . . . . . . . . . . . . . 142, XLS . . . . . . . . . . . 35, 57, 73,

AVRO RJ70. . . . . 58,

AIRCRAFT

PAGE

EMBRAER

PIPER

Legacy 500 . . . . 66,

Cheyenne II . . . . 75,

Legacy 600 . . . . 6, 33, 148,

Cheyenne IIIA . . 58,

Legacy 650 . . . . 26,

Meridian . . . . . . . 19, 59,

Lineage 1000 . . 115, 128,

XLS+ . . . . . . . . . . 35, 37, 148,

BAE

PAGE

Phenom 300 . . . 7, 13,

CJ1. . . . . . . . . . . . . 7, 142,

SABRELINER 65 . . . . . . . . . . . . 58, 59,

CJ2. . . . . . . . . . . . . 59, 66, 75, 97, 126, CJ3. . . . . . . . . . . . 19, 81, 131,

GULFSTREAM

HELICOPTERS

IV . . . . . . . . . . . . . 37, 125, 133,

BOEING/MCDONNELL DOUGLAS

Bravo . . . . . . . . . 57, 142, Grand Caravan . 58,

IVSP . . . . . . . . . . 10, 23, 29, 37, 38,

Grand Caravan EX. . . .144,

. . . . . . . . . . . . . . . 71, 73, 75, 148,

A109 Power . . . . 36, 148,

BBJ . . . . . . . . . . . 33, 66, 136,

Excel . . . . . . . . . . 23, 73, 97,

V. . . . . . . . . . . . . . 10, 38, 43, 66,

A109E Power . . 12,

727-200 VIP . . . . 66,

Encore . . . . . . . . 19, 35, 57,

100 . . . . . . . . . . . 73,

737 . . . . . . . . . . . 29,

P210N. . . . . . . . . 58, 144,

150 . . . . . . . . . . . 37, 58, 73, 148,

737-700 . . . . . . . 6,

M2 . . . . . . . . . . . . 57, 124, 135,

200 . . . . . . . . . . . 10, 38, 73, 129,

747-8 . . . . . . . . . . 6,

SII . . . . . . . . . . . . 142,

300 . . . . . . . . . . . 75,

767-200ER . . . . . 136,

Sovereign. . . . . . 11, 26, 37, 57, 73,

450 . . . . . . . . . . . 27, 37, 73,

DC8-62 VIP . . . . 66,

. . . . . . . . . . . . . . . 147, 148,

500 . . . . . . . . . . . 27, 73,

T210N . . . . . . . . . 58,

BOMBARDIER

550 . . . . . . . . . . . 10, 33, 37, 43, 71,

Ultra . . . . . . . . . . 13,

. . . . . . . . . . . . . . . 73, 148,

Global 5000 . . . . 10, 36, 37, 66, 75, . . . . . . . . . . . . . . . 81, 118, 148, Global 6000 . . . . 6, 28, 37, 148, Global Express . 35, 37, 43, 97, Global Express XRS. .21, 33, 36, 37,

650 . . . . . . . . . . . 21, 27, 38, 56, 66,

CIRRUS

. . . . . . . . . . . . . . . 75, 95, 116, 120,

SR22T. . . . . . . . . 58,

. . . . . . . . . . . . . . . 121,

Vision SF50 . . . . 142,

650ER. . . . . . . . . 27, 29, 38, Astra SP . . . . . . . 58,

. . . . . . . . . . . . . . . 38, 117, 148,

Challenger

DAHER SOCATA

300 . . . . . . . . . . . 10, 26, 63, 130, 148,

TBM900 . . . . . . . 14,

HAWKER BEECHCRAFT

601-1A . . . . . . . . 10,

TBM930 . . . . . . . 14,

King Air 200 . . . . . . . . . . . 58,

601-3R . . . . . . . . 36, 148, 604 . . . . . . . . . . . 15, 23, 56, 75, 147,

DASSAULT FALCON

350 . . . . . . . . . . . 38, 58, 73,

605 . . . . . . . . . . . 36, 37, 67, 73, 119,

7X . . . . . . . . . . . . 3, 10, 37, 75, 97,

B200 . . . . . . . . . . 63, 73, 75,

. . . . . . . . . . . . . . . 148,

. . . . . . . . . . . . . . . 127, 146, 148,

C90 . . . . . . . . . . . 58, 73,

850 . . . . . . . . . . . 7, 36, 148,

20C-5 . . . . . . . . . 58,

C90A . . . . . . . . . . 75,

Learjet

50 . . . . . . . . . . . . 15, 23, 29, 35, 146,

Beechcraft

31A . . . . . . . . . . . 11, 56, 58, 59,

50-4. . . . . . . . . . . 66,

Premier IA . . . . . 23,

35A . . . . . . . . . . . 58,

50EX . . . . . . . . . . 3, 38, 63,146,

Hawker

36A . . . . . . . . . . . 143,

200 . . . . . . . . . . . 7,

400A . . . . . . . . . . 13,

40XR . . . . . . . . . . 58, 123,

900 . . . . . . . . . . . 146,

400XP . . . . . . . . . 13, 56, 73,

45 . . . . . . . . . . . . 7, 11, 66, 81,

900B . . . . . . . . . . 58, 146, 147,

800A . . . . . . . . . . 13, 143,

45XR . . . . . . . . . . 11, 36, 59, 97,

900C . . . . . . . . . . 146, 147,

55 . . . . . . . . . . . . 58,

900DX. . . . . . . . . 37, 148,

60 . . . . . . . . . . . . 7, 11, 14, 29, 97,

900EX . . . . . . . . . 7, 26, 146,

60SE . . . . . . . . . . 75,

900EX EASy . . . 10, 146,

75. . . . . . . . . . . . . 75,

900LX . . . . . . . . . 3, 37, 146,148, 2000 . . . . . . . . . . 23, 35, 63,

AGUSTAWESTLAND

AW109SGrand . 12, A139 . . . . . . . . . . 7, 113, Koala. . . . . . . . . . 73,

BELL 212 . . . . . . . . . . . 143, 412 EMS . . . . . . 143, 430 . . . . . . . . . . . 29,

EUROCOPTER/AIRBUS AS350 B3E . . . . 73, EC 120 B . . . . . . 66, EC 130 B4 . . . . . 12, EC 130 T2 . . . . . 73, EC 135 P2+ . . . . 11, EC 155 B1 . . . . . 11,

ROBINSON R44 . . . . . . . . . . . 66,

SIKORSKY S-76C+ . . . . . . . . 37, 148, S-76C++ . . . . . . 43, S-92A . . . . . . . . . 12,

800SP. . . . . . . . . 58, 800XP . . . . . . . . . 11, 14, 33, 56, 58, . . . . . . . . . . . . . . . 73, 97, 850XP. . . . . . . . . 15, 23, 35, 73, 132, 900XP . . . . . . . . . 73,

CESSNA

2000EX EASy . . 3,

1000A . . . . . . . . . 97,

Citation

2000LX . . . . . . . . 37, 81, 147,

4000 . . . . . . . . . . 15,

III . . . . . . . . . . . . . 38, 59,

DORNIER

PIAGGIO

V. . . . . . . . . . . . . . 58, 75,

328 . . . . . . . . . . . 75,

Avanti P180 . . . . 57,

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