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June 2018

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: Beech King Air 350i vs Pilatus PC-12 NG Aircraft Finance – Enhance Your Chances

An Interview With Steve Varsano


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Editor Welcome May18.qxp_JMesingerNov06 22/05/2018 14:04 Page 1

Guest Editor’s VIEWPOINT

Paula Williams

How to Find Aircraft Buyers in 2018

M

ost aviation professionals, especially those who have been in business for a while, agree that we shop differently than we did ten years ago. Those same professionals also tend to believe that most of the changes have been in consumer behavior. Though we shop differently for retail products, this has little to do with the way we ‘shop’ for aircraft. “Nobody is going to research business jets on Facebook,” one broker told me emphatically. “Most of my business is still word-of-mouth, and we close deals in person”. We agree with this much – many of the timehonored traditions of aircraft sales are NOT going away. New marketing technologies are best used to supplement the traditional disciplines of marketing, advertising and sales. The new marketing technologies are powerful tools, but there is still no silver bullet.

credentials. The difference is that now that data can be combined with other tools that put ads in front of people who meet very specific criteria.

“New marketing technologies are best used to supplement the traditional disciplines of marketing, advertising and sales.”

“Emails and social media are used to extend the conversation, not to close sales,” B2B sales expert Bill Caskey says in his book, Same Game, New Rules. Experienced salespeople have always used golf courses, restaurants and box seats at ball games. These are opportunities to get to know a customer on a deeper level and ensure better outcomes. Digital media can serve a similar function.

So, What’s Changed?

AVBUYER MAGAZINE – June 2018

Buying and selling aircraft is still a typically longcycle, highly human marketing and sales process. Finding prospects is just the beginning. A muchquoted statistic tells us it takes 12-20 contacts to make a sale. Sometimes it can be far more than that. But nobody says these should all be in person. Contacts can be made far less expensively and intrusively when the sales process is supplemented using digital tools. Contacts can include: • • • •

Informative broadcast emails Personal emails Social media Aircraft tours and walkthroughs.

Still Evolving

First (and most obvious) is that most aircraft buyers have more information prior to their first meeting with a broker. According to a 2017 survey by Aviation Week, 84% of Business Aviation consumers rely on online searches making it vitally important to have advertising online where these consumers will find it. Online tools can also be used to research the market and ‘micro-target’ ideal customers in ways never used before. We’ve always used great resources like JETNET and AirPac to target people who’ve owned specific aircraft for specific lengths of time, using these tools to target people who hold specific FAA

4

Digital Marketing: A Good Servant and Poor Master

Our advice for anyone looking for aircraft buyers in 2018? Start using new tools and technologies and apply them using ‘old-school’ sales and marketing discipline. Don’t eliminate anything you know is already working. Devote some portion of your sales and marketing efforts to disciplined experimenting. Test different digital marketing methods and technologies. That's nothing new to aviation professionals. We're familiar with the concepts of redundancy and risk management. Test new equipment and techniques, make adjustments and improvements, and enjoy a greater level of success. T Paula Williams is the President and Co-Owner of ABCI, a marketing and sales consultancy that specializes in helping aviation companies sell more of their products and services. ABCI offers services for aviation brokers, manufacturers and professionals. Visit www.AviationBusinessConsultants.com

www.AVBUYER.com

Aircraft Index see Page 129


SAFETY EXCELLENCE QUALITY AIRCRAFT SALES & ACQUISITIONS

GENEVA LUXEMBOURG MONACO MOSCOW LONDON PARIS MADRID VIENNA ISLE OF MAN BEIJING HANGZHOU HONG KONG +377 97 77 0104 aircraftsales@globaljetmonaco.com

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GLOBALJETMONACO.COM

16.05.18 15:19


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

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M O S C O W P A R I S

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BOMBARDIER GLOBAL EXPRESS | SERIAL NUMBER 9033 YEAR: 1999

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HIGHLIGHTS

• Competitively

Priced to Sell

• Interior

virtually new

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MCS 6000

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BOMBARDIER GLOBAL EXPRESS XRS | SERIAL NUMBER 9280 Y E A R : 2 0 0 8 C A PA C I T Y: 1 5 PA X

AIRFRAME HOURS: 3445

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HIGHLIGHTS

• One

of the best Global Express XRS’s available

• Interior

and exterior looks new

• Engines

• Flown

covered by Programs

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ASKING PRICE: USD $19.50M M O T I VAT E D S E L L E R

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M O N A C O LONDON

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M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

17.05.2018 10:58:49


D A S S A U LT F A L C O N 2 0 0 0 | S E R I A L N U M B E R 2 0 8 Y E A R : 2 0 0 4 C A PA C I T Y: 1 0 PA X

AIRFRAME HOURS: 6169

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HIGHLIGHTS

• Stunning

contemporary interior completed 2017

• Customised

• C-Check

• EASA

exterior

accomplished

& FAA Compliant

MAKE OFFER

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

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M O N A C O LONDON

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17.05.2018 10:58:51


GULFSTREAM 450| SERIAL NUMBER 4237 Y E A R : 2 0 1 1 C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 3420

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HIGHLIGHTS

• Managed

• Enrolled

by Global Jet

on all programs

• EASA

& FAA Compliant

• 2020

Compliant

MAKE OFFER

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L U X E M B O U R G GENEVA

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M O N A C O LONDON

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M O S C O W P A R I S

MADRID V I E N N A

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17.05.2018 10:58:52


BOMBARDIER GLOBAL 5000 | SERIAL NUMBER 9293 YEAR: 2008

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

A I R F R A M E H O U R S : 6 4 7 5 T O TA L C Y C L E S : 3 0 3 1

HIGHLIGHTS

FANS 1/A - TCAS 7.1 - BATCH 3

• Airframe

program: Smart Part Plus Program

EASA

LPV approach upgrade

ASKING PRICE: USD $12.00M

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

L U X E M B O U R G GENEVA

AV Buyer_June_2018.indd 7

M O N A C O LONDON

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

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

17.05.2018 10:58:55


Contents Layout June18.qxp 23/05/2018 12:20 Page 1

Volume 22, Issue 6

June 2018

Contents

 BizAv Intelligence

16

38

44

52

56

58

62 66

Q1 2018 New Airplane Shipment Analysis: Which OEMs enjoyed increased jet and turboprop sales in Q1 2018? Mike Potts analyses In Interview With Steve Varsano: Rohit Jaggi speaks with the president of The Jet Business, who believes the market is recovering

 Operating

84

What’s the Long-Term Impact of UAS on BizAv? Ken Elliott discusses Unmanned Aircraft Systems and how they will impact Business and General Aviation

92

Jet Connectivity: How Does AVANCE L3 Work? Dave Higdon reviews Gogo Business Aviation’s lighter jet connectivity solution

Tips for Comparing Aircraft Operating Costs: What is Life Cycle Cost analysis and why does it matter when buying a business aircraft?

96

How to Use Graphical Broadcast Weather Overlays: How can you make the most of the services offered by Flight Information System-Broadcasts?

How Much Corrosion is Too Much? What causes corrosion, what are the remedies, and how much should be deemed too much by an aircraft buyer?

100

Ethics Not Antithetical to Back-toBack Deals: How can Back-to-Back aircraft deals be done ethically and transparently? David Meyers considers… How to Enhance Your Chance of Aircraft Financing: What are the obvious and less obvious things a buyer can do? 1st Source Bank’s Greg Holst offers tips Retail Price Guide: 20-year Medium jet price guide from The Aircraft Bluebook Specifications: Medium jet performance and specifications comparisons for aircraft aged 20 years and younger…

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. 12

Beech King Air 350i vs Pilatus PC12 NG: Is a twin-engine or a single-engine turboprop the best choice for your mission needs? Find out here

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

 Ownership

48

74

AVBUYER MAGAZINE – June 2018

104

What Are the Basics of Aircraft Finance? What should a Flight Department Manager know about aircraft financing and why? Get the Best From Your Aircraft Maintenance Shop: Which maintenance shop should you choose? How can you work well with them? Dave Higdon offers tips

 Community News

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

Next Month •

Aircraft Comparative Analysis:

Aircraft Maintenance: Budget

Learjet 60/60XR

Before Buying

Dealer Broker Market Update

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price +44 (0)20 8255 4700 Karen@avbuyer.com Liam Robinson (Digital Solutions Manager) +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4409 Sue@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan +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 Freephone from USA: 1- 800 620 8801 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 Aircraft Index see Page 129


D A S S A U LT F A L C O N 2 0 0 0 L X | S E R I A L N U M B E R 1 3 6 YEAR: 2008

C A PA C I T Y: 8 C E R T I F I E D S E AT S ( 1 0 PA X )

AIRFRAME HOURS: 2301 CYCLES: 1651

HIGHLIGHTS

• Enhanced avionics Easy II (SB F 2000EX-300) • EASA & FAA compliant • All Programs - ESP, MSP & Falcon Care • Cockpit & Cabin refurbished 2017 • 2020 compliant ASKING PRICE: USD $13.15M

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

L U X E M B O U R G GENEVA

AV Buyer_June_2018.indd 1

M O N A C O LONDON

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

M O S C O W P A R I S

MADRID V I E N N A

I S L E O F M A N B E I J I N G

H O N G K O N G HANGZHOU

17.05.2018 10:58:45


EXCLUSIVELY REPRESENTED BY

2013 GULFSTREAM G550

2007 GULFSTREAM G500

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SERIAL NUMBER 5148 – REGISTRATION VP-BCC

FORWARD GALLEY & CREW REST, ENGINES ON CORPORATE CARE, APU ON MSP GOLD, EASA EU-OPS 1 CERTIFIED, GULFSTREAM BBML WITH KU-BAND MODEM, HONEYWELL HIGH-SPEED DATA SYSTEM HD-710, HONEYWELL AIS-2000 SATELLITE TELEVISION, MCS-7000+ SATCOM, AIRCELL AXXESS II IRIDIUM SATELLITE COMMUNICATION SYSTEM, AIRSHOW 4000 VERSION 2, SECURAPLANE PREFLITE AIRCRAFT SECURITY SYSTEM, SYNTHETIC VISION, PLANEVIEW ENHANCED NAVIGATION

ONE OWNER SINCE NEW, PRIVATELY OPERATED – NEVER CHARTERED, ENHANCED NAVIGATION, CPDLC / FANS 1A / ADS-B OUT COMPLIANT, HEAD UP DISPLAY (HUD), ENHANCED VISION SYSTEM (EVS), FORWARD CREW REST COMPARTMENT, ENHANCED SOUNDPROOFING, PARTIAL REPAINT NOVEMBER 2015, NO DAMAGE HISTORY

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2003 DASSAULT FALCON 2000EX

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SERIAL NUMBER 11 – REGISTRATION OE-HGM

EASA & EU-OPS 1 CERTIFIED, FANS-1/A, CPDLC, ADS-B OUT, TCAS 7.1, SWIFT BROADBAND, ENGINES ON ESP GOLD, AVIONICS ON HAPP, INTERIOR REFURBISHED & EXTERIOR REPAINTED 2014

ONLY TWO OWNERS SINCE NEW, AIRCRAFT ON CAMP, ENGINES ON ESP, APU ON MSP GOLD, NEW PAINT IN MARCH 2013, NEW CARPET IN DECEMBER 2015, RVSM, EASA & EU-OPS 1 CERTIFIED


EXCLUSIVELY REPRESENTED BY

1998 BOEING BUSINESS JET

2015 EMBRAER LINEAGE 1000E

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SERIAL NUMBER 19000632 – REGISTRATION N730MM

NEW INTERIOR REFURB 2017, NEW EXTERIOR 2017, FANS-1/A, TCAS 7.1, ADS-B, LOW CABIN ALTITUDE UPGRADE, HEAD-UP DISPLAY (HUD), APPLE TV, SATCOM SBB UPGRADE WIFI HD-710, IFE/CMS UPGRADE, 9 PATS TANKS – LONGEST RANGE BBJ AVAILABLE ON THE MARKET,

AIRFRAME ON EMBRAER EXECUTIVE CARE STANDARD (ENROLLED AT TIME OF DELIVERY), ENGINES ON GE ONPOINT, NO DAMAGE HISTORY, CREW TRAINING, CPDLC, ADS-B OUT (INSTALLED AT TIME OF DELIVERY), FANS-1/A (INSTALLED WITHIN 12 MONTHS OF SALE), WILL DELIVER WITH FRESH INSPECTIONS

Q3 2020 BOMBARDIER GLOBAL 7000 CONTACT US FOR DETAILS

2010 BOMBARDIER GLOBAL XRS SERIAL NUMBER 9371 IN SERVICE DECEMBER 2010, AIRFRAME ON SMART PARTS PLUS, ENGINES ON ROLLS ROYCE CORPORATE CARE, APU ON HONEYWELL MSP, ONE OWNER SINCE NEW, BATCH 3.3, FANS-1/A, CPDLC, TCAS 7.1, ENHANCED VISION SYSTEM (EVS), HEAD-UP DISPLAY (HUD)

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


MarketIndicators June18.qxp_Layout 1 23/05/2018 10:30 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Overview With the recent EBACE gathering in Geneva showcasing the importance of Business Aviation within Europe, Rollie Vincent highlights the trends within this key region of the world. s we went to press, EBACE2018 was upon us. As a global center of diplomacy and business (and one of the most important centers of business jet flight activity in Europe) Geneva makes an ideal host to bring together business aircraft buyers and sellers. Europe was early to embrace aspring aviators and their incredible flying machines. But what exactly defines ‘Europe’? There are almost as many definitions as there are countries that comprise it. The European Union consists of 28 countries and 516m people, speaking 24 official languages, and generating $20tn in GDP in 2017. The Euro Area, EA19, or ‘Eurozone’ is a collection of 19 countries that share the euro currency. Some definitions of Europe even include Russia (at least the area to the west of the Ural Mountains), some of its former republics bordering Eastern Europe and Turkey.

A

16

AVBUYER MAGAZINE – June 2018

However it’s defined, it is clear that Europe has a large and highly advanced economy and is one of the main centers of international trade. With 1,900 airports with paved runways and an estimated population of 39,000+ ultra-high net worth individuals (people with net assets of >$30m), Europe is today one of the largest and most promising growth markets for Business Aviation. Q1 2018 marked the seventeenth consecutive quarter of Year-over-Year (YoY) GDP expansion in the Euro Area. Annualized growth in the Euro Area reached an impressive 2.7% YoY in both Q4 2017 and Q1 2018, and recent forecasts from The Economist suggest that the EA19 economy will expand by another 2.4% in 2018. The outlook for Germany, the well-oiled, highlytuned motor of much of the European economy, is for GDP growth of 2.5% in 2018, similar to 2017. Across Europe, all-important business and consumer confidence indices have been steadily

www.AVBUYER.com

Aircraft Index see Page 129


MarketIndicators June18.qxp_Layout 1 22/05/2018 15:31 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. Contact him via rvincent@rollandvincent.com

rising in concert with gradual improvements in the employment situation. Unemployment has been steadily declining across the Euro Area, and was hovering near a low of 4% in both Germany and the UK at the end of Q1 2018.

Fleet Comparisons

Despite Europe’s impressive share of both the world’s economy and the world’s wealth, only 12% of all business jets and just 8% of all business turboprops are based in the region, collectively representing about 4,000 aircraft. For comparative purposes, the US had about 5.3 business jets for every one based in Europe at the end of Q1 2018, according to JETNET records. The European business jet fleet is relatively young – about four years younger on average than that in the US - and highly spec’d, as any seasoned aircraft broker worth their salt would attest. More than half of the 2,600 business jets based in Europe were delivered new in the past 10 years. From 2008-2017, the European-based business jet fleet grew at a remarkable 6.5% Compound Annual Growth Rate (CAGR), representing an 8.25-to-1 multiple to GDP growth, a rate unsurpassed by any other world region. To put this into perspective, the world average fleet-to-GDP growth ratio was 1.44-to-1 over the same time period, or almost six times lower. With growth of this magnitude, it is fair to say that Europe – and European-based owners and operators – have truly begun to embrace Business Aviation.

Flying Trends

The utilization of the European fleet has continued to trend upwards, as ably detailed on these pages by WingX Advance (p24). We note that, at just over 529,000 takeoffs and landings (or cycles), European business jet flight cycles were up 3.5% on a YoY trailing twelve month (TTM) basis in March 2018. Turboprop flight operations in Europe exceeded 165,000 cycles for the 12-month period through the end of March 2018, up a respectable 3.0% YoY TTM. Meanwhile, across the English Channel the UK’s on-again-off-again love affair with Europe seems to be mostly “off again”. Following the surprising outcome of the UK’s Brexit vote, there are no shortage of concerns in Whitehall and Brussels that the implications of a divorce are serious and far-reaching. Most economists now expect the UK economy to slow down to less than 2% real GDP growth in 2019, largely due to Brexit. Despite these nearterm economic challenges, indications are that Europe has only just begun to embrace Business Aviation as a vital, business-building industry. Based on JETNET iQ quarterly surveys, European-based aircraft owners and operators are leading the world in optimism. While such optimism doesn’t always translate directly into aircraft purchases, it certainly sets the stage for a solid year for new and used aircraft sales in 2018. MI www.navigating360.com

continued on page 21

Where is the Business Aviation Industry in the Current Business Cycle? Net Optimism Scores - By Region (Four-Quarter Rolling and Quarterly)

Advertising Enquiries see Page 12

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

17


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MARKET INDICATORS T BIZAV INTELLIGENCE

Q1 2018 Used Airplane Market Data

JETNET released its March 2018 and Q1 2018 results for the used Business Jet, Business Turboprop, Helicopter and Commercial Airliner markets, and inventories are down across the board (except for Piston Helicopters)… Business Jets showed the largest decrease in numbers ‘For Sale’, with 350 fewer jets at the end of Q1 2018 versus 2017. Piston helicopters were the only segment to show an increase in inventory ‘For Sale’, with an increase from 541 in March 2017 to 554 in March 2018. Across all aircraft sectors, there was a total of 5,675 (10.7% fewer) aircraft ‘For Sale’ in the quarterly comparison, with business jets accounting for 51% of the reduction of 680 aircraft ‘For Sale’. Accordingly, Fleet ‘For Sale’ Percentages for Business Jets and Business Turboprops are showing the largest decreases of all market sectors in the quarterly comparison, at 9.3% (down 1.9%), and 6.9% (down 0.9%), respectively. Business Jet full sale transactions showed a 3.8% decrease, and are taking less time (-16 days) to sell than last year. However, Turboprops showed a decrease of -0.7% in sale transactions, and are taking more time (13 days) to sell. Turbine Helicopters saw increases in sale transactions in Q1 2018, at 4.7%, and these took eight fewer days to sell. However, Piston Helicopters are taking 104 fewer days, with a decline of 1.7% in sale transactions. Commercial Airliners include the numbers for sale for both Commercial Jets (including airliners converted to VIP) and Commercial Turboprop aircraft. Interestingly, Business Jets (605) and Advertising Enquiries see Page 12

WORLDWIDE TRENDS MARCH 2018

BUSINESS AIRCRAFT

HELICOPTERS

COMMERCIAL AIRLINERS

TOTAL

JET

TURBO

TURBINE

PISTON

JET

TURBO

ALL

IN-OPERATION FLEET

21,604

15,337

21,983

9,960

27,898

7,548

104,333

FOR SALE

2,020

1,051

1,349

554

313

388

5,675

% FLEET FOR SALE 2018

9.3%

6.9%

6.1%

5.6%

1.1%

5.1%

5.4%

% FLEET FOR SALE 2017

11.2%

7.8%

6.8%

5.4%

1.4%

5.8%

6.2%

CHANGE - % FOR SALE

-1.9%

-0.9%

-0.7%

-0.3%

-0.7%

-0.8%

0.2%

JANUARY - MARCH 2018 FULL SALE TRANSACTIONS

605

293

355

230

516

129

2,128

AVERAGE DAYS ON MARKET

297

303

492

287

607

394

397

YTD, JANUARY - MARCH 2018 vs 2017 % CHANGE - SALE TRANSACTIONS

-3.8%

-0.7%

CHANGE- AVG DAYS ON MARKET

-16

13

4.7% -8

-1.7%

5.7%

41.8%

2.5%

-104

-85

30

-28

Source: JETNET

Commercial Jets (516) accounted for 53% of the total full sale transactions (2,128) in Q1 2018. The total full sale transactions were up 2.5%, with Commercial Airliners showing the highest percentage increases.

Used Aircraft Sale Transactions Summary

In total, there were 24 fewer business jet transactions (-3.8%) in Q1 2018 than Q1 2017. The results were mixed by weight class when comparing Q1 2018 and 2017. www.AVBUYER.com

While the Light jet weight class accounts for 33% (200 out of 605) of the total sale transactions, its change in the quarterly comparison showed a difference of 52 fewer transactions, and it was the only weight class to show a decline. The Heavy jet segment (>35,000lbs) showed the largest increase in full retail sale transactions, up by 13 units (5.9%). At 233 total sales, this segment accounted for 38% of all used jet retail transactions in Q1 2018. continued on page 24  MI www.jetnet.com June 2018 – AVBUYER MAGAZINE

21


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BIZAV INTELLIGENCE T MARKET INDICATORS

Flight Activity - North America APRIL 2018 vs APRIL 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

5.2%

-0.1%

-7.6%

2.6%

LIGHT JET

3.7%

-0.4%

0.3%

1.8%

MID-SIZE JET

1.4%

-0.7%

7.9%

2.2%

6.2%

11.8%

-19.9%

4.7%

1.3%

0.6%

2.6%

LARGE CABIN JET

ALL

4.1%

APRIL 2018 vs MARCH 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-1.2%

-5.4%

2.8%

-2.8%

LIGHT JET

-1.9%

-5.8%

-1.3%

-3.2%

MID-SIZE JET

-2.8%

-7.8%

-3.8%

-4.8%

LARGE CABIN JET

-5.3%

-8.9%

-8.9%

-7.0%

ALL

-2.4%

-6.7%

-3.4%

-4.1%

TRAQPak’s review of Year-over-Year (YoY) flight activity indicates an increase in April 2018 versus April 2017. An expected Month-overMonth (MoM) decrease was realized in April versus March, however… YoY, the results by operational category were all positive, with Part 91 activity leading the way. The aircraft categories were all posive, too, with large jets posting the largest gain from 2017.

Month-Over-Month

By operational category, MoM results were all negative for the month, with the Part 135 segment posting the largest monthly decrease. Aircraft categories were all red as well, with Large jets posting the largest drop.

May Activity Forecast

Looking ahead to May, TRAQPak analysts estimate there will be a 2.3% increase in overall flight activity YoY in North America. MI www.argus.aero

Read more BizAv Market Insights at: avbuyer.com/articles/market-insight

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ONLINE I PRINT I BROADCAST I EVENTS

Flight Activity – Europe Business Aviation traffic bounced back in April with a 5% YoY increase, according to WingX Advance, after a slowdown in March activity... Traffic improved in France, the UK, Switzerland and Germany (the latter seeing activity jump 11% in April) and is up 4.8% through the first four months of the year. Overall, charter flights saw a 6% increase, and private flights a 4% increase in April. Turboprop flights enjoyed the greatest gains during April, up 7% YoY, while the business jet segment was up by 4%. Super-Midsize business jets marked the strongest growth (up 20% YoY), reflecting the rejuvenation of fractional fleets according to WingX. Ultra-Long-Range (mostly private) flights were up 11%. Small jet flights climbed by more than 10% in France, Germany and Switzerland, offsetting declines in Italy and Spain. “The negative effect of the Easter holiday on March trends was positive for April, reflected in robust year-over-year growth in flights,” said WingX Advance Managing Director Richard Koe. While owner activity is fairly flat and fractional operations have been boosted by fleet rejuvenation, charter activity has turned up in the top markets. Koe forecasts another strong summer in this area. MI www.wingx-advance.com

JSSI: Utilization Reaches Decade-Long High JSSI's Q1 2018 Business Aviation Index found that Business Aviation average flight hours were up 2.9% YoY. The index tracks utilization of 2,000 business jets, turboprops, and helicopters worldwide. “The end of 2017 saw the highest flight hour activity since the peaks of 2008,” observed Neil Book, President & CEO, JSSI. “While the first three months of the year often sees a material drop in [quarter-over-quarter] flight hours, this Q1 dropped by only 0.3%.” MI www.jetsupport.com continued on page 29

24

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129


EAGLE AVIATION +1 803.822.5520 SALES@EAGLE-AVIATION.COM EAGLE-AVIATION.COM

1999 CITATION EXCEL • 560-5022

2007 CITATION CJ3 • 525B-0144

1998 CITATION CJ • 525-0326

2000 LEARJET 31A • 31A-204

2008 CIRRUS SR22 GTS • 3221

2006 COLUMBIA 400SLX • 41669

2011 CESSNA T206H • T20608997

2005 CESSNA TURBO 182T • 18208424

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3,722 Total Time. Winglets. Engines-ESP Gold. APUMSP Gold. 10 Passenger Interior. ADS-B. WAAS/LPV.

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MarketIndicators June18.qxp_Layout 1 23/05/2018 12:10 Page 5

MARKET INDICATORS T BIZAV INTELLIGENCE

Large Used Bizjet Sales Improve in Q1 2018

Stabilizing Prices for Used Jets Research from Colibri Aircraft reveals stabilizing prices and sharply reduced depreciation across six diverse types of popular private jet. The average asking price across these six models (which included the Cessna Citation CJ2, Cessna Citation Excel, Gulfstream G550, Bombardier Global XRS, Cessna Citation Mustang and Bombardier Learjet 45) rose 1.56% over 2016, and in 2017. The Learjet 45 saw its average used asking price decrease by 4.77% between 2016 and 2017 (compared to 17.14% the previous year), while the Bombardier Global XRS saw its average used asking price fall by 5.08% (compared to previous annual depreciations of 17.10%, 14.41% and 9.25%). These highlight the wider trend in private jet markets of stabilizing prices and much more muted price declines when compared to recent history. However, the larger Gulfstream G550 saw a rise of 8.63% (from $22.378m to $24.308m), following a surge in demand where transactions increased by 46% Yearover-Year. This is a notable difference from the previous year, where prices declined by 25.96%. “After years of falling prices for pre-owned private jets, we are finally seeing them begin to stabilize,” summarized Oliver Stone, Managing Director, Colibri Aircraft. “This is being driven by a fall in the supply of new and pre-owned jets coming on to the market, and an improving global economy, which tends to increase demand for business aircraft and helps to stabilize pricing.” MI www.colibriaircraft.com

Year

Avg Ask Price (Across Six Jet Types)

2014

$12.369m

-11.83%

2015

$10.891m

-11.90%

2016

$9.004m

-17.32%

2017

$9.145m

+1.56%

% Difference on Previous Year

Cessna Citation CJ2, Cessna Citation Excel, Gulfstream G550, Bombardier Global XRS, Cessna Citation Mustang and Bombardier Learjet 45

Used heavy business jet sales flourished in Q1, according to AMSTAT, with increased transactions and shrinking inventories. Q1 2018 brought increases in sales for Heavy jets (>40,000lbs) with 1.9% of the newer fleets (10 years or younger) exchanging hands. This compares with 1.1% a year earlier. Sales of newer Mid-size jets (20,00040,000lbs) slowed however. 2.2% turned-over in Q1 2017 versus 1.5% in Q1 2018. Newer Light jets also slowed slightly, with 2% percent turning over in the quarter, down from 2.1% in Q1 2017. Fewer active aircraft are available ‘For Sale’ in all market segments, and only 4.9% of the newer Heavy jet segment is ‘For Sale’, compared with 8% a year ago. Inventory of newer Mid-size jets shrunk from 6.9% a year ago to 5.6%, and Light jets contracted from 8.6% to 5.8%. Though pricing strengthened for Heavy jets (up by 9.1 percent for newer models), AMSTAT notes they’re still sliding in many Mid-size and Light jet models. MI www.amstat.aero

Used Business Jet Market Finds Balance

The decline in preowned business jet inventory has brought an end to the buyer’s market, suggests Jay Mesinger, CEO Mesinger Jet Sales. “but it’s not quite a seller’s market, yet—it’s more of a balanced market.” Speaking at the recent NBAA Business Aircraft Finance, Registration, and Legal Conference, he added, “It’s becoming hard to find good pre-owned airplanes.” “While business jets are still depreciating assets, preowned selling prices have firmed,” Mesinger explained. “Even if it turns back to a seller’s market, I hope we don’t get to the point again where aircraft go up in value. That’s unsustainable.” MI www.jetsales.com continued on page 32

Advertising Enquiries see Page 12

R

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

29


O'GaraJets June.qxp_Layout 1 23/05/2018 09:50 Page 1


O'GaraJets June.qxp_Layout 1 23/05/2018 09:50 Page 2


MarketIndicators June18.qxp_Layout 1 24/05/2018 09:38 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

Q1 2018 Avionics Sales Up 13 Percent According to AEA, during Q1 2018, total worldwide Business and General Aviation avionics sales amounted to ~$639.8m representing a 13% increase in total sales versus Q1 2017... Of the more than $639.8m in Q1 2018 sales, 56.8% came from the retrofit market, while forward-fit sales accounted for the remaining 43.2% sales. According to the companies that separated their total sales figures between North America (US and Canada) and elsewhere, 76.1% of the Q1 2018 sales volume occurred in North America while 23.9% took place in international markets. "The report shows that industry saw a significant increase in sales in both the retrofit and forward-fit markets to begin the year, a positive indicator for the overall health of the industry," summarized AEA President Paula Derks. Following a 2017 Year-End report showing the retrofit market was up 20% over the previous year, avionics sales growth has clearly continued into the first three months of 2018. MI www.aea.net/marketreport

-11.83% 2

-11.90%

2

-17.32%

2

+1.56% C

Q1 Worldwide Business & General Aviation Avionics Sales Quarter

Retrofit

Forward-Fit

North America

International

Q1 2017

57.0%

43.0%

69.3%

30.7%

Q1 2018

56.8%

43.2%

76.1%

23.9%

Global Jet Capital: China is Second-Largest Market

VIVEK KAUSHAL, GLOBAL JET CAPITAL

Speaking during ABACE2018, Global Jet Capital’s Vivek Kaushal said China has overtaken Europe as the second most important Business Aviation region, with activity increasing over the course of the past 12 months. A recent shift in attitudes has seen Chinese buyers not only accepting used aircraft but also beginning to look at smaller aircraft, and Mr Kaushal sees two types of Chinese buyers. The first is a group whose members’ business interests are truly global and who need to globe-hop all of the time. For this group, a long-range, LargeCabin business jet makes sense, as its true capability is used often. The second group, consists of members whose business interests are largely regional, with just the occasional long-range flight. Members of this group are becoming more educated on

Business Aviation. They are starting to realise that for 90% of their usual flights a Large-Cabin business jet is not needed. As the Chinese market has begun to mature, more owners and potential owners are beginning to understand that they could purchase an aircraft based on their usual mission profile, and use commercial first-class flights for longrange travel. The shift towards smaller aircraft won’t be happening overnight, but Mr Kaushal predicts that we will see what he calls a “reality check” happening over the course of the next few years. “As the market matures and people start looking more closely at operating costs and what they really need, I think we will see more purpose-built aircraft specific for that region,” he projected. MI www.globaljetcapital.com continued on page 34

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet. 32

AVBUYER MAGAZINE – June 2018

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ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 129


Freestream June.qxp 22/05/2018 15:11 Page 1

2008 Boeing BBJ

S/N: 36852

2012 Gulfstream G550

1998 Gulfstream V FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

S/N: 5406

S/N: 512 FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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

2012 Gulfstream G550

2001 Gulfstream V FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

S/N: 5391

S/N: 635 FREESTREAM AIRCRAFT USA LIMITED

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


MarketIndicators June18.qxp_Layout 1 22/05/2018 15:36 Page 7

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition Asset Insight’s market analysis of April 30, covering 92 fixed-wing models and 1,616 aircraft listed ‘For Sale’ revealed a 2.5% reduction to the tracked fleet, across all four aircraft groups… Large Jets led the way with a decrease of 6.3%, Medium Jets followed (-2.7%), then Small Jets (-0.6%) and Turboprops (-0.3%). Average Ask Price decreased 1.6% to register its third consecutive record low monthly figure (total decrease is 3% YTD). Large jet pricing increased 4%, however, achieving the highest Ask Price since September 2017. Nevertheless, Medium and Small jet prices fell 6% and 1.1%, respectively, to post new record low figures, and Turboprop prices receded 0.4% for a 12-month low.

Chart A

Fleet Maintenance Condition

Inventory Fleet Maintenance Condition

Large and Medium jet asset quality dropped in April, while Small jet and Turboprop asset quality improved (Small jets reached a 12-month high figure). Maintenance Exposure fell (improved) for all but Large Jets, with Medium Jets achieving a 12-month low (best). The tracked fleet Quality Rating rose to 5.257 (‘Excellent’) in April from March’s 5.219, on our scale of -2.5 to 10. The tracked inventory’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) improved another 0.8% to $1.379m, the lowest (best) figure since July 2017.

Maintenance Exposure to Ask Price (ETP) Ratio

The ETP Ratio is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases. Market analysis in Q1 reveals that over 51% of all models and 62% of all units listed ‘For Sale’ posted an ETP Ratio above 40%, and the average Days on Market were 61% greater for those aircraft (189 versus 303 days). Our tracked fleet’s ETP Ratio worsened slightly to 63.5% in April. As has been the case for some time, Turboprops posted the lowest (best) ETP Ratio (50.8%), Large jets followed (58.0%), then Medium jets (65.3%), and Small jets (72.5%).

Market Summary

Large Jets: Units listed ‘For Sale’ decreased by 22 in April, while the asset quality of traded aircraft was mixed. The tracked fleet retained its ‘Excellent’ Quality Rating, even though it was a little lower than March at 5.333, and the group’s Financial Exposure worsened 2.9%. Ask Prices have risen 7% since December, but they’re only marginally above the group’s 12-month average, so good values are still available. Medium Jets: Though Medium jets offer some good values, the problem for sellers is the group’s Ask Price which posted a record low figure in April, and the large number of assets listed ‘for sale’, even though the tracked fleet’s inventory decreased by 15 units in April. The groups’ Quality Rating recorded a negligible 0.33% decrease, but that was superseded by a 0.8% Financial Rating improvement. A ‘Very Good’ rating has been retained for the past twelve months and April’s figure is the best since August 2017, excepting last month’s rating. Small Jets: Inventory decreased by three units in April. Jets leaving inventory were mostly of below average asset quality, while those entering it were above average. Consequently, April’s Quality Rating vaulted to a 12-month high, and near the top end of the ‘Excellent’ range, while Maintenance Exposure improved to the best figure since August 2017. Ask Price dropped another 1.1% to a new record low, but the improvement in Maintenance Exposure helped decrease the ETP Ratio 1.8%. If there was ever a time to identify good values within this group, that time has arrived. Turboprops: This group’s statistics have been on a wild ride during the past twelve months but, at 5.038, Turboprops maintained their ‘Very Good’ quality in April while posting a slight improvement. Maintenance Exposure also improved 0.9%, but Ask Price did not follow that trend, falling 0.4% to post a 12-month low. With the group’s ETP Ratio improving 2.7%, the message here is that good values are readily available, especially considering that inventory only dropped by one unit last month. MI www.assetinsight.com T

34

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Chart B LOW RISK AIRCRAFT MODEL ETP RATIO

HIGH RISK AIRCRAFT MODEL ETP RATIO

3.1% G650 6.5% Boeing BBJ 9.3% Citation CJ4 525C 10.7% F900EX EASy 11.5% Phenom 300 12.2% F2000LX G150 14.6% Falcon2000EX EASy 15.3% Pilatus PC-12 15.6% G 450 17.2% Citation Sovereign 680 18.1% Learjet 45XR 18.6% Piper Meridian 18.8% CL-605 19.7% Citation CJ3 20.2% Citation CJ2+ 525A 20.6% Hawker 900XP 21.6% Citation XLS (MSG3) 21.9% F900DX 22.2% G550 22.8% Citation Encore 24.1% KingAir 350 - Post-2000 24.7% Global 5000 26.5% CL-300 26.7% Phenom 100 28.1% Citation XLS 28.8% KingAir B-200 - Post-2000 29.1% Falcon 50EX 30.0% F900B 30.5% Global XRS 31.0% F900EX 32.0% Citation Mustang 510 32.5% Learjet 60XR 33.8% Citation CJ2 34.0% Citation X (MSG3) 35.5% Citation Bravo 35.6% Citation CJ1+ 36.7% KingAir 350 - Pre-2001 38.2% Embraer Legacy 600 38.4% Citation Excel 560XL 39.0%

40.8% CL-604 KingAir B-200 - Pre-2001 42.4% 42.5% Hawker 850XP Hawker 400XP 42.6% G200 43.2% Hawker Beechjet 400A 44.5% 47.9% Premier 1A 48.4% Learjet 45 w/APU 49.3% Learjet 45 51.2% KingAir 300 51.3% Piaggio P-180 II F900 52.1% Citation V 560 52.7% Citation V Ultra 55.6% GV 56.3% Hawker 800XP 59.2% Premier 1 59.7% Falcon 2000 62.7% GIV-SP 70.2% Hawker 1000A 78.7% Falcon 50 83.8% Piaggio P-180 87.7% Global Express 88.5% GIV-SP (MSG3) 97.2% Learjet 60 99.0% Beech B-1900C 102.1% KingAir C90 105.6% GIV 110.4% Citation VI 110.4% Citation ISP 110.8% Citation II 114.9% Hawker Beechjet 400 132.2% Hawker 800A 138.5% Learjet 31 148.9% CL-601-3R 166.4% CL-601-3A 172.0% CL-601-1A 191.4% Learjet 55 196.5% Learjet 35A 205.8% Falcon 20-5 260.4%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of April 30, 2018 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com)

Tony Kioussis is President of Asset Insight. The company provides audit and valuation services and has developed a standardized Asset Grading System scale that evaluates an aircraft’s maintenance condition.

Aircraft Index see Page 129


MarketIndicators June18.qxp_Layout 1 22/05/2018 15:37 Page 8

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

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

Advertising Enquiries see Page 12

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June 2018 – AVBUYER MAGAZINE

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Avjet FP June.qxp_Layout 1 23/05/2018 11:09 Page 1


Avjet multi June.qxp_Layout 1 23/05/2018 11:18 Page 1

2000 Boeing 757 SN 29306

2007 Learjet 45XR SN 349

2000 Challenger 604 SN 5427

2002 Gulfstream GV SN 699

2007 Gulfstream G150 SN 240

1998 Falcon 50EX SN 268

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

SALES | ACQUISITIONS | CONSULTING AVJETGLOBAL.COM

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


OEM June.qxp_Finance 23/05/2018 10:35 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

Q1 2018 New Airplane Shipment Analysis What are the new airplane shipment trends in Q1 2018? Which OEMs enjoyed increased jet and turboprop sales, and what were the market undercurrents? Mike Potts assesses… he General Aviation Manufacturers Association released its Q1 2018 new airplane shipment data, and it contains all the hallmarks of a continuing flat market for business aircraft. Total fixed-wing aircraft deliveries rose 2.8% from a year ago to 447 units, compared with 435 in Q1 2017. Turboprops were the strongest segment at 115 units, which GAMA listed as gaining 12.7% over last year’s total of 102. Business jet deliveries came in at 132, up two from the 130 units delivered in Q1 2017 (+1.5%). Piston aircraft shipments lagged last year, with 200 units versus 203 the year before (-1.5%). Fixed-wing billings were up 3.3% from $3.71bn last year to $3.83bn this year. “We are pleased to see the industry is, overall, trending upward” remarked GAMA President and CEO Pete Bunce. “We expect the introduction of new products to drive future growth.”

T

Jet Market Overview

There can be little question that new products are spurring what growth there is in the current market. The best-selling jets in Q1 2018 were the Hondajet, Citation Latitude and Challenger 350, all tied for first place in the sales race with 12 units each. All are recent introductions to the market. It is also an interesting statement on the status of today’s market that only one of the three sales leaders, the Hondajet, could be considered an entry-level product. The other two are in the uppermiddle portion of the market range. Thus, low cost is not a requirement to generate good sales volume in business jets today. 38

AVBUYER MAGAZINE – June 2018

Looking at the specifics of the jet market we see a field of 11 OEMs – two more than in Q1 2017. Clearly the soft market isn’t deterring new entrants. Five (including the two new OEMs) enjoyed improved results over Q1 2017, four were down, one was level and one (Dassault) only reports on a half-yearly cycle. The leader in the jet market in Q1 2018 was Textron’s Cessna unit with 36 deliveries, up one from 35 a year ago. The marketleading Latitude accounted for fully one-third of Cessna’s deliveries. Second place in jet deliveries went to Bombardier, with 31 shipments. Like Cessna, Bombardier was among the jet OEMs with better sales than last year (29 units shipped). Bombardier’s leading product is the Challenger 350, which matched Cessna’s Latitude with 12 deliveries for Q1 2018. Challenger 350 shipments were up from nine in Q1 2017, Citation Latitude shipments were up from ten shipped in that period. Regrettably, the rest of the market is not doing so well. Gulfstream captured third position in jet deliveries with 26 units for Q1 2018, down from 30 a year ago. The weakness is clearly in the upper-end of the market, as Gulfstream’s G150 and G280 series airplanes reported seven deliveries both this year and last, while its high-end G450, G550, G650 and G650ER models were down from 23 last year to 19 this year. Gulfstream does not report its deliveries by individual model so it is impossible to tell whether any of its models might have exceeded the 12-unit total recorded by the market leaders. Fourth, fifth and sixth places in jet deliveries were hotly contested, with Honda capturing the fourth position at 12 units. Embraer narrowly edged out newcomer Cirrus for fifth by a margin of 11 to 10. Honda and Embraer’s results trailed the prior year’s Q1 results when both shipped 15. Cirrus started shipping its VisionJet in Q2 2017.

www.AVBUYER.com

Aircraft Index see Page 129


OEM June.qxp_Finance 23/05/2018 12:18 Page 2

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

Boeing (seventh) reported four deliveries, up from three a year ago, while Pilatus (eighth) joined the ranks of GAMA’s jet OEMs this year with two PC-24 light jet shipments. With a solid backlog for the PC-24, Pilatus can be expected to move up in the years to come, although its delivery schedule does not appear to be overly aggressive. Cirrus appears to be a better candidate to challenge for the top delivery positions, perhaps as soon as later this year. Neither Airbus nor ONE Aviation reported any jet deliveries for Q1 2018. Airbus reported none throughout 2017 (though discussions with company officials lead us to believe Airbus makes business aircraft deliveries it does not report to GAMA). ONE Aviation will discontinue its Eclipse EA-550 in favor of a new EA700 model. In Q1 2017, ONE delivered three aircraft. While the jet market’s failure to accelerate much from last year’s performance is a disappointment, it should not come as a huge surprise. Honeywell and JETNET iQ, the premier forecasting organizations in the business jet industry, predicted last fall that this year would likely be only marginally better than last. Honeywell’s assessment is that things should begin to pick up in 2019.

Turboprop Market Overview

Things are picking up in the turboprop market where GAMA reports deliveries to be up 12.7%, versus Q1 2017. As a matter of fact, they’re doing quite a bit better than that! Excluding the agricultural airplanes, the market is actually up 26.8%. Delivery totals number 71 units for Q1 2018 versus 56 in Q1 2017. Of the nine traditional turboprop OEMs reporting to GAMA, five are ahead of last year’s pace, two are even and two are down. Textron’s Beechcraft segment regained the top spot in turboprops after nearly being overtaken by its Cessna stablemate last year, and finished well ahead of its competitors with 17 units, up from 12 a year ago. Second place was a tie between Textron’s Cessna unit and Pilatus, both of whom made 12 deliveries for Q1 2018. Cessna’s total was up from eight a year ago while Pilatus matched its Q1 2017 results. Piper’s ten deliveries was good enough for fourth place and represented a significant gain from the four shipped in Q1 2017. Fifth place went to Daher with eight units delivered, up from seven the year before. Sixth-placed Quest reported seven deliveries, down from nine the year before. Rounding out the turboprop market were Piaggio with three Advertising Enquiries see Page 12

Aircraft Shipment by Type, Manufactured Worldwide

Single-Engine Piston

Q1 2018

Q1 2017

Annual Change

162

176

-14

Twin-Engine Piston

38

27

+11

Total Piston Airplanes

200

203

-3

Single-Engine Turboprops

95

88

+7

Twin-Engine Turboprops

20

14

+6

Total Turboprop Airplanes

115

102

+13

Business Jets

132

130

+2

Total Turbine Aircraft

247

232

+15

Grand Total Airplane Shipments

447

435

+12

Grand Total Airplane Billings ($Bn)

$3.83bn

$3.71bn

+$0.12bn

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.

deliveries (something of a surprise since they reported only two sales all last year, both in Q4) followed by Pacific Aerospace which had two, matching its prior year total and AVIC which made no shipments in Q1 2018 (versus two in Q1 2017). In previous years the agricultural airplanes have tended to buoy GAMA’s turboprop numbers, making the market appear to be performing better than it was. This year, being relatively flat, they actually dragged the market down. It will be interesting to see if the non-agricultural turboprops can support this growth rate in the coming quarters.

Piston Market Summary

We have assessed the piston twin- and single-engine markets, too. Readers seeking to understand the piston market trends can view our analysis online at www.avbuyer.com T Are you looking for more Market Insight Articles? Visit www.avbuyer.com/articles/business-aviation-market-insight

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

39


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

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1993 KING AIR B200 S/N BB-1462

3’698 TT, Engines 995 Hrs, FAA, New VIP Int., Wi-Fi, 8 Pax.

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6’580 TT, RVSM, EASA, Fresh DOC 10 & ENG OVH, 6 (+1) Pax.

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2008 AGUSTA WESTLAND AW139 S/N 31116 4’900 TT, Pop-Out Floats, Auxiliary Fuel Tank, 11 (+2) Pax.

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1979 CESSNA CITATION I S/N 500-0392 13’748 TT, EASA, CESCOM, Refurbished in 2014, 6 Pax.

Deal Pending

2008 AGUSTA A109E POWER S/N 11728 217 TT, EASA, Engines PW206C

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2003 BELL 427 S/N 56039

1’188 TT, Executive Tan Leather Interior, 5 (+2) Passengers

$1’550’000


JetBusiness profile.qxp_Layout 1 22/05/2018 15:18 Page 1

BIZAV INTELLIGENCE T INTERVIEW

An Interview With Steve Varsano When someone who has lost count of the number of private jets he’s sold around the world says the market is recovering, it is a good idea to pay attention. Rohit Jaggi speaks with Steve Varsano of The Jet Business…

S

teve Varsano is not just any jet broker. The president of The Jet Business has a unique offering – a walk-in showroom in a citycenter location that caters for those who want to spend anything up to $75m on a used private jet. The way he guides buyers through the process is also unique, but the initial ‘wow factor’ is definitely the mock-up of a section of Airbus Corporate Jet interior that is very visible to passers-by on London’s Park Lane. Varsano is busy capitalising on what he says is the most encouraging market for a decade. When we last talked about six months ago, he was already enthusing about the pro-business, pro-jet attitude of the US Administration. Now, he says, “The Trump tax cut has been a major boost.

44

AVBUYER MAGAZINE – June 2018

“A lot of the newer inventory in the market – 2010 and later - has been taken up out of the market. Almost 50%, I would guess, in some models. “It’s maybe a little too good,” he laughs, “because you now can’t really find good products for buyers. You have buyers, but you don’t have airplanes.” He identifies some of the stars of the market. “The Gulfstream G650, for example… Out of the 300 that have been produced there’s probably just seven or eight available ‘For Sale’. As for Dassault’s Falcon 7X, 50% of those available a year ago are gone. And there were a lot – I’d say 30. Half of them are gone, and that was a market that maybe used to see four move per year.” Prices of jets were still falling after the tax changes, “but at a much slower pace,” Varsano says. “The market had dropped significantly – overall prices

www.AVBUYER.com

Aircraft Index see Page 129


JetBusiness profile.qxp_Layout 1 22/05/2018 15:19 Page 2

“It was partly the passion for aviation that led him to create a showroom in which customers, most of whom know little about the detail of jets, appreciate what their money could buy...” were down 25-30% over the last three or four years. “And then everything hit not so much of a bottom, but a plateau. When the tax plan came, that really gave an extra boost.” For prices, that’s meant “…a firmness across the line - you’ve not seen anything going down in that newer market.” Jet OEMs also stand to benefit, he predicts, as the price gap between old and new falls.

Business Bourne out of Passion

Varsano sprinkles his sentences generously with incredibly fine detail on the capabilities and dimensions as well as values of the aircraft he brokers. Yet it’s more than just a mastery of his business – it’s born from a passion for airplanes first ignited as a kid when he went up in a friend’s small Cessna. Subsequently he worked extra jobs to pay for flying lessons and then aviation fuel. There’s a touch of New York brash about Varsano, despite the elegant suit. The business card he hands me is a slab of engraved metal. But he’s also understated about his selling record. “I know how many airplanes I sell a year, and I don’t tell anybody,” he says. “But on a cumulative basis, I don’t know. I’ve stopped thinking about it.” It was partly the passion for aviation that led him to create a showroom in which customers, most of whom know little about the detail of jets, can appreciate what their money could buy – and allows

Advertising Enquiries see Page 12

him to guide them away from buying the wrong aircraft.

Immersive Decision-Making Process

“Just to spend the most is stupid,” he says. “I can give you an idea of the most suitable aircraft pretty quickly if you answer half a dozen questions. But it’s more effective, and people are much more honest with themselves, when they see the app in the showroom and input the data.” A huge wall of screens allows Varsano, using his own app, to display performance figures, range maps and even life-size cabin outlines that potential buyers can stand against, to check whether the aircraft that takes their fancy fits their needs. Varsano feeds in the customer’s requirements and range circles expand and contract, airports pop-up or disappear depending on whether the favoured aircraft can land there, and cabin silhouettes overlap in different colours. It’s immersive and edifying rather than confusing, despite the welter of information. And once the model is decided, Varsano can bring up specific aircraft that are available. It’s a virtuoso performance that almost merits applause.

What’s in a Location?

The current showroom is not his first. That was on Hyde Park Corner in 2012. But why London, when 55% of the world’s business aircraft are based in the US?

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

45


JetBusiness profile.qxp_Layout 1 22/05/2018 15:20 Page 3

BIZAV INTELLIGENCE T INTERVIEW

“...but Varsano’s creation certainly grabs attention, which does rather prompt the question of when he will open the next one... ” “In the old location the pedestrian traffic was mostly people coming from work and walking down to Victoria station,” Varsano says. “I don’t want to say that people walking from Hyde Park Corner to Victoria were not my client base, but people driving in a car down Park Lane are. “There are 92,000 vehicles coming down Park Lane daily,” he says. That’s “about 1,500 millionaires (and I figure about 40 people who own an airplane) who go past the window every day.” He reckons footfall is about three times higher in the new location. ”There are a lot of people from Africa or the Middle East that you’d never find if you googled them. And they just come in. It’s an amazing source of introductions.”

Market Observations Echoed

Varsano’s thoughts on the market, underpinned by an extensive client-base he keeps in close contact with, are backed up by others within the sector. For example, Jetcraft’s ten-year market forecast to 2026, released this year, sees steady growth in the sector, with the worldwide business jet fleet growing from just over 21,000 now to more than 28,000 by the end of the forecast period. And in April, Textron Aviation’s Scott Donnelly said the order book at the biggest OEM of private aircraft (by volume) had grown to be worth $1.6bn – the highest level since 2012, when orders from before the 2008 slump were still in the system. Meanwhile Tim Barber, Aircraft Sales Rep for Duncan Aviation in Europe, Middle East and Africa, says that while sales of aircraft in Q1 were down 5% on the same period last year, despite a storming start 46

AVBUYER MAGAZINE – June 2018

to the year with a 12% rise in January over the year before, the “buzz in the market is more than we have seen in many years. “If we remove the aircraft that are probably never going to sell, the market statistics look even better.” Per AMSTAT, 27% of the aircraft ‘For Sale’ are more than 30 years old while 21% are under 10 years old, making the overall figure of 9.5% of the overall inventory ‘For Sale’ look less alarming.

The Jet Business: More to Come?

The Jet Business is not the only act in town – Jetcraft and manufacturer Gulfstream also have offices fairly close by in London, but Varsano’s creation certainly grabs attention, which does rather prompt the question of when he will open the next one… “I’d like to do something in New York on Park Avenue,” he shares. “It makes sense. And I’m hoping it’s sooner rather than later. The key is finding the right partner. I want someone else to be the anchor of that location. It’s not as if it’s an easy commute for me.” The one way that the ‘commute’ could work is if he had his own personal jet. He has obviously been paying attention to his own pitch about business tools and time machines, as he concludes, “I’m getting to that point very, very soon.” T More information from www.thejetbusiness.com

www.AVBUYER.com

Rohit Jaggi holds airplane and helicopter licenses and frequently conducts flight tests of airplanes and helicopters for print and video. He held a number of news editing and reporting posts with the Financial Times before becoming a freelance writer. Find out more via rohitjaggi@gmail.com

Aircraft Index see Page 129


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

2016 Gulfstream G650

Challenger 350

Serial Number 6198

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2007 Citation CJ3

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2008 Citation Encore +

2004 King Air B200

Serial Number 560-0777

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OPERATING COSTS JUNE.qxp_Finance 22/05/2018 14:47 Page 1

OWNERSHIP T OPERATING COSTS

Tips for Comparing Aircraft Operating Costs What is a Life Cycle Cost analysis and why does it matter when buying a new business aircraft? David Wyndham explains the process…

A

consulting client I worked with was evaluating Large Cabin business jets. Initially the client was more concerned with minimizing the operating expenses and less concerned with the capital costs. As long as the acquisition price fitted within their $25m budget, they would be satisfied. Yet those evaluating business jet ownership should be concerned with more than just the acquisition costs. They should also factor operating costs (variable and fixed), amortization, interest, depreciation, taxes and the cost of capital. Items like depreciation, interest and taxes – for example – can add as much as 60% to the Aviation Department’s costs depending on the value of the aircraft. Furthermore, you should also consider when the costs occur.

General Methodology for Life Cycle Costing

When analyzing the potential acquisition of a whole aircraft or a share of one, Life Cycle Costing 48

AVBUYER MAGAZINE – June 2018

ensures that all appropriate costs should be considered. The Life Cycle Costing includes acquisition, operating costs, depreciation and the cost of capital. Amortization, interest, depreciation and taxes also play a part in what it costs to own and operate an aircraft and can be included in the Life Cycle Costing as appropriate. The first step is to know what aircraft to evaluate. This is achieved with an understanding of the key missions and the technical analysis of all potential aircraft. You need to be sure you are not buying more (or less) aircraft than you need. There should be no room for assumption in the process. The costs should cover a specific period and take into account the aircraft’s expected value at the end of the term of ownership. Comparisons of two or more aircraft should cover the same period of time and utilization, ensuring an apples-to-apples comparison is provided. On the subject of utilization, you are advised to

www.AVBUYER.com

Aircraft Index see Page 129


OPERATING COSTS JUNE.qxp_Finance 23/05/2018 10:08 Page 2

use miles if the aircraft is flying point-to-point and convert each aircraft to hours based on their speed. To have an accurate comparison, you will need to measure performance using the same criteria. Different aircraft fly at different speeds. Using a mile-based measurement accounts for the speed differences between aircraft. I also recommend that you have a baseline. If an existing aircraft is to be replaced, that aircraft becomes the baseline. If you charter or own a fractional share in an aircraft, then continuation of that charter or fractional share would be the baseline. The baseline essentially forms a basis for the comparison, establishing whether the new option under consideration costs less than the current baseline or more. If the cost will be more, what is the value of the increased cost?

Net Present Value Analysis

A complete Life Cycle Cost accounts for the timevalue of money in a Net Present Value (NPV) analysis. Using NPV enables the differing cash flows from two or more options to be compared and analyzed from a fair and complete perspective. An NPV analysis takes into account the time value of money, as well as income and expense cash flows, type of depreciation, tax consequences and residual value of the various options under consideration. When an expense (or revenue) occurs can be as important as the amount of that item. This is useful in the comparison of Cash Buy vs Lease vs Finance options for the same aircraft. Business aircraft do not directly generate

revenue except for the sale of the aircraft. Thus, the NPV results are typically negative. When comparing negative NPVs, the "least negative NPV" is the more favorable. In other words, if Option A has an NPV of $5m and the NPV of Option B is $6m, Option A has a better NPV. You may want to run several scenarios. For example, what if you owned the aircraft for five years? How about ten? What if utilization was increased? What is the break-even point to move from fractional ownership to whole ownership? There may be many possible best alternatives when you adjust the important criteria.

In Summary

Regarding the client mentioned previously, we evaluated new and used business aircraft and found several options that were at the top of the acquisition budget had lower total life cycle costs than aircraft with lower acquisition prices. A Life Cycle Cost analysis is an important decision-making tool, but it is not the answer all by itself. I like to use the term "Best Value" in combining both the capabilities and the costs of the various options analyzed. Run the numbers and use them in your decision but remember: Never let a spreadsheet make the decision for you. T 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

“You may want to run several scenarios. For example, what if you owned the aircraft for five years? How about ten? What if utilization was increased?”

Advertising Enquiries see Page 12

www.AVBUYER.com

June 2018 - AVBUYER MAGAZINE

49


Jeteffect 6 aircraft June.qxp 21/05/2018 12:58 Page 1

Gulfstream GIVSP • S/N 1220

Gulfstream G200 • S/N 028

Gulfstream G150 • S/N 238

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Learjet 40XR • S/N 2101

Learjet 40XR • S/N 2090

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Jeteffect 6 aircraft June.qxp 21/05/2018 12:58 Page 2

Citation X • S/N 11

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


Buying & Selling 1 JUNE.qxp_Finance 22/05/2018 15:02 Page 1

OWNERSHIP T BUYING & SELLING

Buying an Aircraft: How Much Corrosion is Too Much? No one wants to buy an aircraft riddled with corrosion, but some will be unavoidable, argues Jet Tolbert. What are the different causes and remedies, and how much should be deemed too much by the aircraft buyer?

A

lmost anything will cause corrosion on a metal airplane if it’s not cared for appropriately. Air that comes into contact with bare metal can expose it to moisture and oxidization. The blue fluids used in the various aircraft systems (such as the lavatory) can cause serious structural corrosion if they leak into the belly of the aircraft. The de-icing fluids used by ground crew can seep into certain aircraft parts, causing deep corrosion. Even the environment the aircraft is based in if particularly humid, sandy or saline can cause varying degrees of corrosion. Any of these situations could necessitate highdollar repairs that have the potential to exceed the value of the aircraft, and a prospective buyer needs 52

AVBUYER MAGAZINE – June 2018

to be aware of them. The aircraft OEMs are also aware of most scenarios causing corrosion, and have developed preventative procedures. Most require bare metal to be treated. Aircraft are inspected around the lavatory (for example) to ensure that any leaks are caught quickly before corrosion takes hold. Procedures have been developed to perform deep washes of aircraft exposed to anti-ice/de-ice fluids, and similarly for airplanes that operate in more corrosive environments. Most times the corrosion is found during the inspection process and treated quickly with very little impact on the aircraft’s structure. On occasion, though, the inspection process reveals corrosion that requires a high-dollar repair. 

www.AVBUYER.com

Aircraft Index see Page 129


Asian Sky June.qxp_Layout 1 21/05/2018 13:00 Page 1


Buying & Selling 1 JUNE.qxp_Finance 22/05/2018 15:03 Page 2

OWNERSHIP T BUYING & SELLING

Corrosion doesn’t just go away. It is essential that it is quickly cleaned and any affected areas are treated for prevention of future corrosion.

Effects of Corrosion on Aircraft Marketability

Light Corrosion: Nearly all aircraft will have some history of light surface corrosion that has been treated and maintained. This type of superficial corrosion is not very costly to keep on top of, and should not unduly concern a potential buyer.

Contained Corrosion: Let’s imagine, however, that an aircraft had a leaking window or lavatory that was not detected in time to prevent corrosion impacting the aircraft structure… This type of corrosion has the potential to go much deeper, requiring structural repairs involving engineering and special re-inspection requirements after the repairs have been made. In such instances a reputable maintenance facility will eradicate any signs of corrosion with no need for special inspections in the future. Yet, following the repairs, although the aircraft can operate just the same as any other aircraft, an experienced aircraft acquisition broker may advise a prospective buyer that the corrosion history should impact the value of the airplane. The extent of the impact on value will be more pronounced in a buyer’s market than in a seller’s market, however. Extensive Corrosion: Now let’s imagine an aircraft based in a tropical climate or excessively exposed to de-icing fluid is being considered for purchase. It may have undergone significant corrosionrelated repairs due to a lack of deep washes and inspections, and could carry a high repair bill to rectify all of the identified corrosion. This aircraft could also be liable to detection of additional corrosion at later inspections, having 54

AVBUYER MAGAZINE – June 2018

been removed from the previous corrosive environment to operate in a more moderate one. Needless to say that in this scenario the impact of higher maintenance bills (not to mention the stigma that comes with the aircraft’s prior operations in a corrosive environment) will have a much greater potential impact on the new owner, and a prospective buyer should be very thorough in their understanding of this aircraft, its maintenance record, and its value in this context.

Identifying Corrosion or Potential Corrosion

Though an aircraft’s base location can say much about what it’s exposed to on a regular basis, the maintenance history will provide the deepest understanding of compliance with corrosion prevention, revealing any history of corrosion and its associated repairs. First impressions can sometimes be misleading, but walking up to an airplane that has extensive surface corrosion will indicate that the aircraft has not been treated properly during a recent repaint, or that the aircraft is getting significant exposure to corrosive conditions. These should cause a buyer to be wary of what might be found by a deeper inspection. While some corrosion is common, having the right professional team around you should minimize the risk of an aircraft being acquired that will require substantial investment to rectify its previous owner’s mistreatment or mishandling. T

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.

www.AVBUYER.com

Aircraft Index see Page 129


Elliott Jets June.qxp_Layout 1 21/05/2018 13:01 Page 1


Buying & Selling 2JUNE.qxp_Finance 22/05/2018 16:02 Page 1

OWNERSHIP T BUYING & SELLING

Ethics Not Antithetical to Back-toBack Deals

If you want transparency and ethical conduct in your aircraft buy/sell transactions, certain back-to-back structures might not work for you. David Mayer elaborates… n its basic form, a back-to-back occurs when an aircraft broker buys an aircraft from the principal seller and then immediately sells the aircraft to the end-user buyer. Brokers enter into a purchase agreement with the seller and then a separate sales agreement with the buyer. Usually, neither the buyer nor the seller sees the terms of the other’s agreement with the broker. Understandably, the broker enjoys an intermediary position where it need not, depending on the circumstances, disclose the full compensation to the broker’s client and/or to the client’s counterparty. In this structurally insulated place, a broker can engage in questionable conduct, illustrated in this egregious hypothetical back-to-back:

I

• • • •

• •

A broker exclusively represents a seller that wants to sell its G280 for $10m. The broker advises the seller that the seller should ask $9m. The seller does so, and the broker finds an off-market buyer who is willing to pay $9.5m. The buyer makes a $250,000 ‘deposit’ to buy the G280, and the broker instructs the escrow agent to use this $250,000 deposit as the broker’s own deposit to satisfy the broker’s deposit obligation under a purchase agreement with the seller (the broker’s client). Then, the broker ‘purchases’ the G280 from the seller using the buyer’s funds. The broker immediately sells the G280 to the buyer for $9.5 million.

For the broker, this sequence results in a cashless transaction because the broker uses the buyer’s $250,000 deposit and other purchaser funds to perform the broker’s purchase agreement with the seller. The broker retains a $500,000 ‘cut’ of the purchase price at closing, as well as 56

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129


Buying & Selling 2JUNE.qxp_Finance 22/05/2018 16:03 Page 2

David is a partner in the global Aviation Practice Group at the Shackelford Law Firm in Dallas, Texas. His practice encompasses worldwide private aircraft matters, including regulatory compliance, tax planning, purchases, sales and financing, risk management, insurance, cross-border structuring, operations and more. Contact him via dmayer@shackelfordlaw.net

a fee of $150,000 from the seller at closing—a total of $650,000. However, the seller believes the $150,000 fee is full compensation to its broker and has no knowledge of the $500,000 received by the broker. Since the buyer and the seller received their agreed purchase and sale price, respectively, the broker has no reason to disclose to anyone, especially the seller, that the broker received a $500,000 payday.

Can Back-to-Back be Ethical?

Did the broker wrongfully take $500,000 in sale proceeds from its client, the seller? Is the broker’s unethical behavior characteristic of self-dealing, or of a conflict of interest? Should the broker have disclosed the $500,000 cut to the seller—the broker’s client, which it is supposed to be representing—and explain to the buyer how the buyer’s deposit and purchase price funds were used? Despite the broker’s improper conduct illustrated above, back-to-backs often make sense for economic, transactional, cultural and other reasons. For example, in domestic and, perhaps more often in international buy/sell deals, the buyers or sellers might refuse to pay broker’s fees, especially to a buyer’s agent or broker. However, the buyer and/or the seller might agree to the broker’s use of a backto-back as an acceptable, if not essential, way to compensate the broker. Like all back-to-backs, the hypothetical example above should have been executed transparently, honestly, ethically and with minimized legal risk. So, is the key to conform to, and build on currently available principles and practices of ethical conduct in buy/sell deals? You can see a trend moving affirmatively in that direction as company policies, industry guidance, and regulatory mandates seem to be coalescing to promote integrity, transparency, honesty, accountability and ethical conduct in aircraft buy/sell transactions, including back-to-backs. In particular, current industry guidance supports the evolving trend. In December, the NBAA approved a formal statement, ‘Ethical Business Aviation Transactions’. The statement outlines best practices for ethical transactions between buyers and Advertising Enquiries see Page 12

sellers of business aircraft products and services. A month earlier, the National Aircraft Resale Association (NARA) elected Brian Proctor as its president. Proctor has pledged to continue efforts “to ensure that members abide by the association’s Code of Ethics,” which includes requirements for honesty, integrity and transparency. The National Air Transportation Association (NATA) approved a ‘Statement Regarding Ethical Conduct’ in January 2013 and two months ago renewed its call for a code of ethics for General Aviation based on principles of safety, integrity, respect, accountability and ethical conduct. Finally, certain title companies have implemented policies aimed at questioning, if not stopping improper and potentially illegal cash flows in closings in which they manage funds. In other instances, brokers and other industry companies have established a culture of ethical conduct.

Heightened Legal and Tax Risks

Back-to-backs lacking transparency and/or stretching ethical boundaries might also heighten legal and tax risks for the parties. The parties might experience these risks if, for example, the warranty of title granted by the seller does not reach the buyer, stopping at the broker under its bill of sale, even though the buyer bargained for the warranty of the principal seller; state sales or use taxes become payable by the unsuspecting buyer as a result of incomplete tax exemption work by the broker; tax and other liens of the broker attach to the aircraft when the broker takes title and clouds the true buyer’s title to the aircraft; and/or the use of the buyer’s deposit and other purchase funds by the broker may lead all parties into contract disputes, potentially arising out of diligence of title companies. To enhance the integrity, quality and delivery of products and services in Business Aviation, including back-to-backs, industry players should ideally comply with the applicable ethics statements/codes of NBAA, NARA and NATA. To do otherwise can breed distrust in transacting with each other and shows a player’s disrespect for our industry’s core values. T This article was first published in AINalerts.

www.AVBUYER.com

June 2018 - AVBUYER MAGAZINE

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Finance June18.qxp_Layout 1 23/05/2018 10:29 Page 1

OWNERSHIP T FINANCE

How to Enhance Your Chance of Aircraft Financing There are some obvious points and some less obvious ones a prospective borrower should know with regard to getting aircraft financing. What are these, and what do they all have in common? We asked Greg Holst, President, 1st Source Bank’s Aircraft Financing group…

W

hen searching for a financier to provide a loan for your next aircraft purchase, the natural thing would be to scrutinize the lender – and rightly so… Often, though, prospective borrowers fail to check their own expectations and commitments, which can lead to disappointment. With this in mind, Greg Holst spoke with us to offer more insight into what a borrower can do to send the right signals to a finance provider… AvBuyer: What are the basics that a borrower can expect all creditors to be looking for before approving an application for financing? Holst: There are various items that allow the lender a basic understanding of the loan request, a background and credit check, and some indication of the financial capacity and trends of the borrower. 58

AVBUYER MAGAZINE – June 2018

These include the following: • The name, address and State of organization, along with the date of birth and tax ID of the borrowing entity and any guarantors; • Information on who the principals of the primary borrowing/operating entity are, with brief bios; • Three years of financial statements and tax returns for each borrower/guarantor; and • Some details on the aircraft you wish to purchase, its purpose, and any loan structure preferences. AvBuyer: Presumably the ‘basics’ differ slightly from one lender to another. Where can borrowers get the information that will enable them to approach a preferred lender prepared? Holst: The best place to get the specific items a lender will be seeking is to go to the lender’s website

www.AVBUYER.com

Aircraft Index see Page 129


Rates As Low As 3.99%

With Our Benchmark 20 Year Amortization How Is Aircraft Finance Corporation Different From Other Lenders?

Martin S. Ormon President & Founder

Aircraft Finance Corporation is a direct lender. We service, underwrite and portfolio our own loans. We also offer brokerage options to clients as necessary, and we have private equity sources for clients requesting a different source of financing. We closely manage the finance process from start to finish, ensuring that our clients are in direct contact with the people funding their loan, and making sure that they get funding in a timely manner. Located in Palm Beach, Florida, our team is a combination of aviation and finance experts. With over 15 years in the industry, we do not only understand the finance side of a transaction, but we are also able to offer our clients assistance with their aircraft purchase as needed.

With a background in investment banking, as well as an extensive knowledge about aircraft financing, leasing and acquisitions, Martin started Aircraft Finance Corporation in 1999. Martin felt there was a void in both the new and the pre-owned aircraft market, and knew that his investment banking relationships would allow him to generate a method of offering better terms on aircraft financing, which excluded the traditional banks. With over $900 million in transactions and counting, Martin’s decision to develop Aircraft Finance Corporation has proven to be a successful endeavor. Aircraft Finance Corporation owes their prosperity in it’s entirely to their team’s vast industry knowledge and dedication to their clients. The Aircraft Finance Corporation team works around the clock to ensure that all transactions run smoothly for the client. The goal is to make sure that the client feels confident that they are getting the best deal out there.

This Is Why We Always Beat The Big Banks After the financial crisis of 2008, the “Big Banks” altered the way in which loans are made on aircraft transactions. With significantly shorter terms and stricter aircraft age requirement, they are no longer offering clients what we consider to be, “good deals”. These banks typically offer 5- to 7-year terms on pre-owned aircraft and require that the aircraft is no older than 7 to 10 years in age. Aircraft Finance Corporation offers all clients 20-year terms – no matter the age of their aircraft – with 20-year amortization designed to maximize their cash flow. Noted to the right is an excellent example from earlier this year:

Earlier this year, we refinanced a Challenger 605 for a Texas business owner. The client had previously financed the aircraft with one of the “Big Banks” with a monthly payment of $70,169 on a 7-year term. With our 20-year term at 3.99%, his payment became $29,515 per month, allowing his

business to utilize their cash flow.

Martin S. Ormon (949) 698-0085 | (800) 434-4185 info@AircraftBanker.com | www.AircraftBanker.com


Finance June18.qxp_Layout 1 23/05/2018 09:33 Page 2

OWNERSHIP T FINANCE

or, better yet, call them and ask by phone. Each borrower’s situation is different. A conversation with an aircraft loan officer can help you learn specifics needed to properly evaluate your unique situation without unnecessary document production. AvBuyer: Moving beyond the basics, what are some of the less well known items someone seeking aircraft financing could do to enhance their chances, and make a lender’s decision easier? Holst: Most folks prefer to keep the activity of borrowing money as simple as possible. Actually, most lenders have this same goal too. However, having a few added details on you or your business can greatly benefit the processing speed of your request and may improve the terms or rate for which you qualify. Some topics to address or share may include: • • • • • • •

The history/background of your business. A business forecast, information on recent expansions or new contracts. Detail on any previous whole aircraft ownership, fractional ownership or charter experience. Reviewed or audited financial statements. A synopsis of the pedigree/maintenance history of aircraft being purchased. A pre-buy inspection or independent appraisal. Detail on whether the aircraft is a beneficial business tool – and if so, how? Will it be required to generate revenue of its own?

Borrowers should also research which lenders are leading activity in the aircraft category they’re pursuing financing in. Reputable dealers and brokers should be able to offer at least a couple of names that are knowledgeable and consistent lenders, and will provide good service - not just in the good times, but year-in, year-out. The bottom line is to seek a relationship, not just a rate. AvBuyer: With the used aircraft market picking up at this time, presumably there are plenty of lenders looking for opportunities. How can a borrower distinguish one seeking to cherry-pick opportunities in an up-market, versus one they can build a relationship with? What are the tell-tale signs a borrower should look for? Holst: This is difficult to determine at best. In favorable times most lenders are aggressive and put their best foot forward. A phone call to multiple lenders may tell you little about who is who in this field. Your best resource, however, is a seasoned dealer or a reputable aircraft broker. They will know who was doing business when the markets were on their knees and which lenders consistently work with their clients through 60

AVBUYER MAGAZINE – June 2018

challenging business cycles. Borrowers who expect to be long-term aircraft owners should seek a relationship with a lender that carries them through their successes and their setbacks with a minimum of pain. Essentially, experience and transaction volume are strong positive indicators. While rate-driven lenders may be inclined to cherry-pick opportunities, a relationship lender should be there for the long-haul, even in a downmarket when you may need to renew your loan, or finance an engine or an upgrade.

In Summary

It’s clear that a prospective borrower should be thinking not only about their immediate need for financing, but for the longer-term. A good business plan for buying and operating an aircraft will also include a forecast on when it may be necessary to sell the aircraft and upgrade into something more capable. You can use that plan to assess whether a potential lender could also help with your projected need for your next purchase beyond the current one. The more prepared and open you are with your lender as to your present and future needs, the higher the likelihood both you and your lender will be able to develop a mutually beneficial relationship that can keep both parties happy for many years to come. T More information from www.1stsource.com/business/specialtyfinancing/specialty-financing/aircraft-and-helicopter

www.AVBUYER.com

Aircraft Index see Page 129


Bank of the Ozarks April.qxp_Layout 1 21/05/2018 14:13 Page 1

BANK OF THE OZARKS’ BUSINESS AVIATION GROUP

gĚƥƭƙĺĚŕƎNjūƭijĚƥNjūƭƑǶŠîŠČĿŠij ūIJIJƥĺĚijƑūƭŠēɍ LENDING TO PILOTS, BY PILOTS

ūIJƥĺĚ~ǕîƑŒƙĿƙîŠîƥĿūŠîŕŕĚîēĚƑƙƎĚČĿîŕĿǕĿŠijĿŠîĿƑČƑîIJƥǶŠîŠČĿŠij to the aviation marketplace for new and pre-owned planes.

COMPETITIVE RATES • EXTENDED TERMS AVAILABLE NEW PURCHASES OR REFINANCING

Michael Cole, ATP

Senior Vice President, Aviation Business Aviation Group Direct: 501-541-5875 Cell: 630-399-0826 mcole@bankozarks.com

Jacqueline B. Rambacal Vice President Business Aviation Group Direct: 336-671-1990 Cell: 989-721-0919 jrambacal@bankozarks.com

ŕŕîƎƎŕĿČîƥĿūŠƙƙƭċŏĚČƥƥūƭŠēĚƑDžƑĿƥĿŠijîŠēČƑĚēĿƥîƎƎƑūDŽîŕɍ

Gregory V. Renna

Vice President Business Aviation Group Cell: 760-717-9727 grenna@bankozarks.com

MEMBER FDIC


Values Intro.qxp_Finance 23/05/2018 09:42 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Business Aircraft Values: Medium Jets

Of all the business jet categories, none does more to

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

F

or the purpose of our Retail Price Guide, Medium Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Medium Jet cabin, particularly when applied to longer trips. That is ultimately where the Medium Jets’ basic advantage comes into play over the Light Jet segment. Medium Jets tend to cruise towards the upper-end of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles. In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way. Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150

62

AVBUYER MAGAZINE – June 2018

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

Medium Cabin Jet Price Guide

The following Medium jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook– Price Digest. The study spans model years from 1998 through Spring 2018. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Cessna Citation Latitude values reported in the Spring 2018 edition of the Bluebook show $12.5m for a 2016 model, $12.0m for a 2015 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration. Note: We have included 30 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 66. 

www.AVBUYER.com

Aircraft Index see Page 129


1 Leviate Air Group June.qxp_Layout 1 22/05/2018 09:55 Page 1

1990 Cessna Citation V 560-0073 | N100WP

2014 Cessna Citation X+ 750-0512 | N512CX

• Very Low Time (AFTT: 4,078) • Engines Fully Enrolled on ESP Gold • Only 732 Hours Since Engine Overhaul • Fully Modernized Glass Cockpit • 3-Tube Universal EFI-890R Flat Panel EFIS • Dual Garmin GTX-750 w/ XM Weather & Charts • Upgraded w/ Encore Style Entry Steps

• Very Low Time Like New Aircraft • Garmin G5000 Avionics Suite • Synthetic Vision Technology (SVT) • Dual Mode S Diversity Transponders w/ADS-B Out • Gogo ATG-4000 High Speed Internet (Contiguous US Coverage) • Aviator 300 Internet (Worldwide Coverage) • Fastest Civilian Aircraft w/ Max Operating Speed of Mach 0.935

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+1 (877) 407-8507

INFO@LEVIATEAIR.COM

WWW.LEVIATEAIR.COM


Retail Values2018.qxp_RPG 23/05/2018 10:26 Page 1

OWNERSHIP T RETAIL PRICE GUIDE

Medium Jets: Average Retail Price Guide MODEL YEAR $

2018 US$M

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

12.650

11.650

10.650

9.650

9.150

4.4

4.2

3.8

3.5

3.2

4.9

4.6

4.2

3.9

3.5

3.2

2.9

2.7

9.7

8.7

7.7

6.7

8.8

8.1

7.5

7.1

6.6

6.7

6.2

5.8

5.6

5.4

MODEL BOMBARDIER CHALLENGER 300

13.4

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

CESSNA CITATION X+ 750

22.0

18.0

15.0

12.0

--

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

15.5

12.5

12.0

CESSNA CITATION SOVEREIGN+680

16.750

15.0

12.750

11.250

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+560

11.750

8.8

8.5

7.5

10.5

CESSNA CITATION XLS 560

4.8

CESSNA CITATION EXCEL 560

DASSAULT FALCON 2000 DASSAULT FALCON 50EX

GULFSTREAM G280

20.0

18.0

16.0

15.0

14.0

13.0

GULFSTREAM G200

7.0

6.4

5.7

6.7

6.0

5.8

5.5

HAWKER 4000

5.0

4.7

4.4

4.1

HAWKER 900XP

5.9

5.4

4.9

4.4

GULFSTREAM G150

10.5

8.5

8.1

7.7

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 850XP PRO LINE

3.7

HAWKER 800XP HAWKER 750

3.8

3.3

2.8

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

64

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129


Retail Values2018.qxp_RPG 23/05/2018 10:26 Page 2

RETAIL PRICE GUIDE T OWNERSHIP

What your money buys today

Spring 2018 2008 US$M

2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

8.3

7.5

7.1

6.7

6.4

6.1

2.9

2.7 2.7

2.5

2001 US$M

2000 US$M

1999 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

2.4

2.3

2.2

BOMBARDIER LEARJET 60SE 2.1

3.6

2002 US$M

3.4

3.0

2.7

2.6

2.4

2.8

2.5

2.2

2.0

1.8

2.3

2.0

1.550

1.850

1.650

1.450

2.0

1.8

1.7

1.6

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

1.7

1.6

1.5

1.4

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.350

BOMBARDIER LEARJET 40

CESSNA CITATION X+750 6.0

5.3

4.9

4.6

4.3

4.1

3.8

3.5

3.3

3.1

CESSNA CITATION X 750

2.0

1.9

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

6.2

5.9

5.5

5.1

4.8

CESSNA CITATION SOVEREIGN 680

5.2 4.6

CESSNA CITATION XLS+560 4.2

4.0

3.8

3.6

CESSNA CITATION XLS 560

2.7

2.5

2.4

2.3

2.1

1.9

CESSNA CITATION EXCEL 560

7.5

7.0

6.4

5.9

5.2

4.9

4.6

3.9

3.7

DASSAULT FALCON 2000

5.6

5.4

5.2

5.0

4.6

4.1

3.6

3.2

3.0

DASSAULT FALCON 50EX

GULFSTREAM G280 5.2

4.4

4.2

5.0

4.6

4.3

5.0

3.1

2.9

3.9

3.4

3.2

3.0

2.8

2.5

GULFSTREAMG200 GULFSTREAM G150

2.7

2.6

2.3

2.1 2.1

GULFSTREAM G100 1.9

1.8

GULFSTREAM/ ASTRA 1125 SPX

3.9

HAWKER 4000

3.9

HAWKER 900XP

3.4

3.1

2.7

2.4 2.4

HAWKER 850XP PRO LINE 2.3

2.2

2.1

2.0

1.9

1.8

2.5

HAWKER 800XP HAWKER 750

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 12

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

65


ACSpecs Intro.qxp_AC Specs Intronov06 23/05/2018 10:16 Page 1

OWNERSHIP T SPECIFICATIONS

Aircraft Performance & Specifications Medium Jets

T

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

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

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

66

AVBUYER MAGAZINE – June 2018

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

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 129


LEA RJET 40X R BOM BAR DIER

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

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

AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 22/05/2018 16:35 Page 1

$2,767.04

$2,806.11

$2,806.25

$2,543.15

$2,810.69

$2,549.98

$2,078.05

$2,100.03

5.75

5.75

5.75

5.75

5.75

5.75

4.92

4.92

CABIN HEIGHT FT.

6

6

6

6

6

6

5.12

5.12

CABIN WIDTH FT.

21.3

21.3

21.3

21.3

21.3

21.3

17.67

17.67

CABIN LENGTH FT.

551

551

551

551

551

551

369

369

CABIN VOLUME CU.FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.8

4.8

DOOR HEIGHT FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.5

2.5

DOOR WIDTH FT.

47

48

49

50

50

50

15

15

BAGGAGE VOL. INT. CU.FT.

32

-

-

-

-

-

50

50

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

8

8

8

8

8

8

6

6

SEATS - EXECUTIVE #

27000

28000

28000

28000

28000

28000

20350

21000

MTOW LBS

23350

23350

23350

23350

23350

23350

19200

19200

MLW LBS

16250

16250

16250

16500

16330

16500

13718

13949

B.O.W. W/CREW LBS

8500

10000

10000

10000

10000

10000

5375

6062

USEABLE FUEL LBS

2200

1750

1750

1620

1790

1620

1507

1239

PAYLOAD WITH FULL FUEL LBS

2200

2050

2050

1950

2120

1950

2282

2051

MAX. PAYLOAD LBS

2050

2470

2470

2733

2525

2733

1573

1778

RANGE - SEATS FULL N.M.

2200

2620

2620

2929

2710

2929

1707

1960

MAX. RANGE N.M. (4 PAX)

4647

5200

5200

5260

5640

5258

4000

4250

BALANCED FIELD LENGTH FT.

3803

3803

3803

3805

3810

3805

4033

4060

LANDING DIST. (FACTORED) FT.

3500

3415

3415

3415

3415

3415

2820

2820

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

530

470

470

570

470

570

710

394

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

447

449

449

452

452

452

465

465

MAX. CRUISE SPEED KTAS

430

430

430

430

430

430

436

436

NORMAL CRUISE SPEED KTAS

402

402

402

402

402

402

428

432

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

TFE 731-5BR

TFE 731-5BR

TFE 731-5BR

TFE 731-50R

TFE 731-5BR

TFE 731-50R

TFE 731-20AR

TFE 731-20BR

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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

Advertising Enquiries see Page 12

www.AVBUYER.com

June 2018 - AVBUYER MAGAZINE

67


AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 23/05/2018 10:18 Page 2

CHA LLEN GER 350

CHA LLEN GER 300

LEA RJET 75

$2,168.99

$2,347.26

$2,168.32

$2,030.94

$2,089.69

$2,861.86

$2,871.36

CABIN HEIGHT FT.

4.92

4.92

5.71

5.71

4.92

4.92

6.08

6.08

CABIN WIDTH FT.

5.12

5.12

5.92

5.92

5.12

5.12

7.17

7.17

CABIN LENGTH FT.

19.75

19.75

17.67

17.67

17.67

19.75

23.7

23.7

CABIN VOLUME CU.FT.

415

415

447

447

369

415

930

930

DOOR HEIGHT FT.

4.8

4.8

5.3

5.3

4.8

4.8

6.22

6.22

DOOR WIDTH FT.

2.5

2.5

2

2

2.5

2.5

2.5

2.5

BAGGAGE VOL. INT. CU.FT.

15

15

24

24

15

15

106

106

BAGGAGE VOL. EXT. CU.FT.

50

50

24

24

50

50

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

7

7

6

8

8

8

MTOW LBS

20500

21500

23500

23500

21500

21500

38850

40600

MLW LBS

19200

19200

19500

19500

19200

19200

33750

34150

B.O.W. W/CREW LBS

13890

14125

14772

14896

13715

13890

23850

24800

USEABLE FUEL LBS

6062

6062

7910

7910

6062

6062

14045

14043

PAYLOAD WITH FULL FUEL LBS

798

1563

1068

944

1973

1798

1105

1907

MAX. PAYLOAD LBS

2110

1875

2228

2104

2285

2110

3350

3400

RANGE - SEATS FULL N.M.

1423

1685

2186

2044

1849

1805

3065

3277

MAX. RANGE N.M. (4 PAX)

1968

1937

2418

2398

2000

1998

3340

3421

BALANCED FIELD LENGTH FT.

4400

4550

5920

5920

4353

4425

4950

5090

LANDING DIST. (FACTORED) FT.

4063

4105

5208

5317

3917

3917

3951

4033

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

2800

2630

4500

4500

-

-

4240

-

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

590

589

714

718

-

-

474

-

MAX. CRUISE SPEED KTAS

465

465

465

465

465

465

470

470

NORMAL CRUISE SPEED KTAS

436

436

436

436

436

436

459

459

L/RANGE CRUISE SPEED KTAS

416

432

423

423

432

432

459

459

2

2

2

2

2

2

2

2

TFE 731-20AR

TFE 731-20BR

PW305A

PW305A

TFE 731-40BR

TFE 731-40BR

HTF7000

HTF7350

ENGINES # ENGINE MODEL

BOM BAR DIER

BOM BAR DIER

$2,120.69

VARIABLE COST PER HOUR $

BOM BAR DIER

BOM BAR DIER

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R

BOM BAR DIER

LEA RJET 60

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

OWNERSHIP T SPECIFICATIONS

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

68

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129


Learn why savvy owners are turning to operating leases.

An operating lease is a popular financing tool that can provide you with the benefits of a private aircraft without the traditional risks of aircraft ownership. There are several different options, but in each case you do not take ownership of the aircraft, but have the full use of it as if you did. Plus instead of a large down payment, you put down a more modest security deposit and return the aircraft at the end of the lease term to Global Jet Capital. You can choose to: · Enter into a sale and leaseback arrangement for your current aircraft · Identify a new or pre-owned aircraft for us to purchase · Assign your purchase contracts to us for your new, on-order aircraft

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AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 23/05/2018 10:19 Page 3

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

CES SNA CITA TION VII

CES SNA CITA TION XLS CES SNA CITA TION XLS +

CES SNA CITA TION EXC EL

OWNERSHIP T SPECIFICATIONS

$2,158.05

$2,089.83

$2,121.00

$2,833.64

$2,545.73

$2,463.14

$2,336.91

$3,518.33

$3,499.24

CABIN HEIGHT FT.

5.7

5.7

5.7

5.7

6

5.7

5.7

5.7

5.7

CABIN WIDTH FT.

5.5

5.5

5.5

5.5

6.42

5.5

5.5

5.5

5.5

CABIN LENGTH FT.

18.5

18.5

18.5

18.4

21.08

25.25

25.25

23.92

25.2

CABIN VOLUME CU.FT.

422

422

422

422

587

571

585

538

593

DOOR HEIGHT FT.

4.54

4.5

4.5

5

5.42

4.58

4.58

4.5

4.5

DOOR WIDTH FT.

2

2

2

2

2.58

2.5

2.5

2.1

2.1

BAGGAGE VOL. INT. CU.FT.

10

10

10

-

27

35

35

-

-

BAGGAGE VOL. EXT. CU.FT.

80

80

80

54

100

100

100

82

82

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

7

8

8

7

9

9

9

8

8

MTOW LBS

20000

20200

20200

23000

30800

30300

30755

36100

36600

MLW LBS

18700

18700

18700

20000

27575

27100

27575

31800

32000

B.O.W. W/CREW LBS

12500

12800

12800

14250

18656

18150

18510

22025

22464

USEABLE FUEL LBS

6740

6740

6740

7330

11394

11223

11390

12931

12931

PAYLOAD WITH FULL FUEL LBS

960

860

860

1620

1000

1177

1125

1444

1505

MAX. PAYLOAD LBS

2500

2300

2300

2250

2544

2650

2490

2375

2514

RANGE - SEATS FULL N.M.

1449

1539

1528

1693

2455

2620

2773

2890

3229

MAX. RANGE N.M. (4 PAX)

1839

1989

1976

1824

2870

3010

3163

3125

3380

BALANCED FIELD LENGTH FT.

4100

3940

3910

5100

3760

3750

3260

5250

5242

LANDING DIST. (FACTORED) FT.

4917

4738

4738

4500

3597

3867

3725

4693

4702

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

3790

3500

3500

4315

3800

4016

-

3650

3650

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

699

800

800

510

1145

1237

-

1120

1120

MAX. CRUISE SPEED KTAS

433

433

440

452

429

459

459

525

527

NORMAL CRUISE SPEED KTAS

433

433

440

452

429

459

459

525

527

L/RANGE CRUISE SPEED KTAS

373

373

373

417

372

388

-

470

470

2

2

2

2

2

2

2

2

2

PW545A

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

AE 3007C1

AE 3007C2

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

70

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129


Corporate Concepts June.qxp 24/05/2018 10:52 Page 1

Corporate Concepts International, Inc. Exceptional Falcon 900EX EASy ll Corporate owner open to all offers to sell immediately, best value in the market. Can be delivered as Falcon 900LX, call for details.

■ Latest Year Model and Highest Serial Number Falcon 900EX EASy on the Market ■ Full EASy II Upgrades Including FANS-1/A, ADS-B out, CPDLC, HUD & Synthetic Vision ■ Engines and APU on Honeywell MSP Gold - Airframe on Falcon Care ■ Fourteen Passenger Interior with Forward and Aft Lavatories ■ Swift Broadband and GoGo Internet Systems Provides Worldwide Connectivity ■ Satellite TV System with Dual Receivers ■ For Sale - Long Term Leasing Also Considered ■ OPEN TO ALL OFFERS ■ Full Details and Photos Available at www.flycci.com

Exceptional 1997 Falcon 900B

■ 2013 Complete New Interior & New Paint ■ Engines and APU on Honeywell MSP Gold ■ Ovation Select CMS, Alto Sound System, SWIFT and ATG-5000 Broadband ■ 14 Seats with Forward and Aft Lavatories ■ Fresh Major Inspections, October 2017 ■ Current FAR Part 135 ■ For Sale, Lease, Some Trades Considered ■ For Details Call

1997 Gulfstream G-V

■ Nineteen Passengers with Forward and Aft Lavatories ■ New Softgoods in August 2017 ■ SWIFT Broadband and GoGo Biz Internet ■ Vision and Talk & Text Options ■ Enrolled in Corporate Care, CASP and HAPP ■ Heater Ribbon ASC completed - Recent Inspections ■ For Sale - Current Part 135

For full details and photos of these and other large VIP aircraft and helicopters, please visit www.flycci.com. Coming soon - Falcon 7X

Larry Wright +1 704 906 3755

Chris Zarnik +1 919 264 6212

Fernando Garcia +52 55 54077686

Dennis Blackburn +1 832 647 7581


AircraftPer&SpecJUNE18.qxp_PerfspecDecember06 23/05/2018 10:19 Page 4

G28 0

G20 0

G15 0

$2,545.09

$2,221.89

$2,253.54

$2,939.24

$2,910.81

$2,221.26

CABIN HEIGHT FT.

5.9

6.2

6

5.6

5.75

6.25

6.25

5.6

CABIN WIDTH FT.

6.1

7.7

6.83

4.75

5.75

7.2

7.2

4.75

CABIN LENGTH FT.

23.5

31.2

24

17.1

17.7

24.5

32.25

17.1

CABIN VOLUME CU.FT.

569

1028

705

304

521

869

888

304

DOOR HEIGHT FT.

5

5.64

5.42

4.3

4.33

6

6

4.3

DOOR WIDTH FT.

2.6

2.63

2.4

2.08

2.1

2.75

2.75

2.08

BAGGAGE VOL. INT. CU.FT.

25

134

27

9

25

25

34

9

BAGGAGE VOL. EXT. CU.FT.

90

-

150

55

55

125

120

55

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

9

10

7

7

7

8

8

7

MTOW LBS

39700

35800

35758

24650

26100

35450

39600

24650

MLW LBS

35715

33000

32518

20700

21700

30000

32700

20700

B.O.W. W/CREW LBS

22250

22750

23150

14365

15100

19950

24150

13400

USEABLE FUEL LBS

15520

12155

12130

9365

10300

15000

14600

9345

PAYLOAD WITH FULL FUEL LBS

2130

1095

611

920

850

650

1000

2055

MAX. PAYLOAD LBS

3320

5910

2754

2635

2400

4050

4050

3600

RANGE - SEATS FULL N.M.

3223

2841

2498

2550

2760

3130

3590

2330

MAX. RANGE N.M. (4 PAX)

3388

3130

2963

2910

3130

3530

3690

2780

BALANCED FIELD LENGTH FT.

4950

5100

4061

6000

5030

6991

5160

6400

LANDING DIST. (FACTORED) FT.

3500

4333

3472

4362

4050

4352

5083

4362

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

3515

3730

3783

3400

3340

3700

5000

3700

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

671

377

831

493

606

395

844

1010

MAX. CRUISE SPEED KTAS

480

475

468

474

470

470

482

460

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

459

470

448

L/RANGE CRUISE SPEED KTAS

430

430

436

430

430

430

459

414

3

2

2

2

2

2

2

2

TFE 731-40

CFE 738-1-1B

HTF7500E

TFE 731-40R

TFE 731-40AR

PW306A

HTF7250G

TFE 731-3C

ENGINES # ENGINE MODEL

IAI A STR A SP

$3,654.63

GUL FSTR EAM

$3,670.96

VARIABLE COST PER HOUR $

GUL FSTR EAM

GUL FSTR EAM

G10 0 GUL FSTR EAM

EMB RAE R LE GAC Y 45 0

DAS SAU LT F ALC ON 200 0

DAS SAU LT F ALC ON 50E X

OWNERSHIP T SPECIFICATIONS

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

72

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

Aircraft Index see Page 129

T


Hatt & Associates May.qxp_Layout 1 21/05/2018 14:15 Page 1

2009 Hawker 900XP S/N: HA-82 Reg: N479M

4,007.7 Hours since New E, F, and G Insp. Completed AirCell ATG-5000 High Speed Internet in September2016 by Standard Aero Engines and APU Enrolled on MSP Teflon Coating completed in 2017 Program

Unique in Experience, Global in Scope. 2007 Dassault Falcon 2000EX EASy S/N: 104. Reg: TC-DGN 4,394.5 Hours Since New Engines and APU Enrolled on JSSI Impeccable Maintenace History EASA Certified Fresh Pre-Buy completed at RUAG in Switzerland

2000 Hawker 800XP S/N: 258474. Reg: N833TM 11,919.5 Hours since New

1-(303) 790-1050 hattaviation.com

Engines Enrolled on MSP Aircell Wi-Fi HBC Winglets Paint Touch Up June 2017 G Inspection c/w November 2015

1999 Hawker 800XP S/N: 258409. Reg: N409BH 4,578.4 Hours since New Engines and APU Enrolled on MSP Meticulously Maintained Will be delivered with Fresh Paint Aircell 3100 Satellite Communication System Phone

Hatt & Associates: Global Aviation Sales Acquisitions

Brokerages

Consulting

Pre-Buy Management

Contract/Legal Services

Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami


AirCompAnalysis June18.qxp_ACAn 22/05/2018 16:14 Page 1

OWNERSHIP T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Beechcraft King Air 350i vs Pilatus PC-12 NG

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular business turboprops – one a single-engine model, and the other a twin-engine model - for the purpose of valuing the pros and cons of each. ow does the twin-engine Beechcraft King Air 350i turboprop compare to the single-engine Pilatus PC-12 NG turboprop in the market today? Over the following paragraphs, we’ll consider productivity parameters (Payload, Range, Speed and Cabin Size) and cover current market values. Is a single-engine or twin-engine turboprop the better choice for your mission needs? We’ll explore the merits of each over the following paragraphs…

H

place in 1991. Swiss and US certification was received in 1994. The PC-12/45 was manufactured from 1995 to 2008; the PC-12/47 was manufactured between 2006 and 2008; and the PC-12 NG (Next Generation) is the updated version, starting at serial number 1,001 in 2008. The cockpit is equipped with Honeywell Apex Avionics. The PC-12 NG is equipped with both a passenger door and a cargo door, and is available in several configurations, including six-passenger executive, nine-passenger standard, or commuter, cargo and combi. It is also certified for single-pilot operation.

King Air 350i

Worldwide Appeal

The King Air family has been in continuous production since 1974, the longest production run of any civilian turboprop aircraft in its class. The first King Air 350 deliveries occurred in 1990 as the ‘Super’ King Air 350, and the King Air 350 was built until 2009. The King Air 350 is essentially a model 300 with a 34-inch fuselage stretch; two additional cabin windows on each side; 41ins wing span increase; drag-reducing winglets (for extra range); and 1,000lbs additional MGTOW. The model 350i is a derivation of the original model 350 featuring a "FlexCabin" configuration that can be swapped easily for a variety of missions such as passenger transport, cargo, air ambulance or other special missions. The King Air 350i also boasts a quieter cabin with sound levels reduced to an average of 78dBA.

Pilatus PC-12 NG

The Pilatus PC-12/45 is a high-powered single-engine turboprop with a four-blade propeller. The first flight of the first of two prototypes took

74

AVBUYER MAGAZINE – June 2018

The total number of PC-12 NG aircraft manufactured (as of this writing) is 798, with 754 remaining in operation globally (per JETNET). 688 are wholly owned, 33 are in shared ownership and 39 in fractional ownership. Two have been retired. As of April 2018, the PC-12 NG market is comprised of 72% flying with the same owner since new versus 28% purchased on the used aircraft market. Just 3.9% of the fleet is currently ‘For Sale’ and the average time on the market is 180 days. By comparison, 398 King Air 350i aircraft have been built, with 363 in operation globally. 360 are wholly-owned with three in fractional ownership. Six have been retired. As of April 2018, the King Air 350i market is comprised of 84% flying with the same owner since new versus 16% purchased on the used market. The fleet percentage currently ‘For Sale’ is just 2.8%. Average time on the market before a sale is completed is 255 days. North America is home to the majority of the PC-12NG and King Air 350i fleet (accounting for 66% of each), whereas next, the PC-12 NG

www.AVBUYER.com

Aircraft Index see Page 129


AirCompAnalysis June18.qxp_ACAn 22/05/2018 16:15 Page 2

HOW MANY

EXECUTIVE SEATS

BEECHCRAFT King Air 350i

8

$6.5 Million

(Manufactured between 2010-Present)

(2017 Model)

vs.

PILATUS

PC-12 NG

7

$4.7 Million

(Manufactured between 2008-Present)

(2017 Model)

WHICH OF THESE TURBOPROPS WILL COME OUT ON TOP HOW MUCH

Boeing BBJ2King Air 350i Beechcraft

DO I NEED?

Pilatus PC-12 NG

RUNWAY

(Balanced field length, ft)

2,450

1000

HOW FAR

3000

CAN WE TAKE?

Beechcraft King Air 350i 1,550 1,635

HOW MANY

UNITS IN

OPERATION? 363 754

Sources used: Conklin & de Decker, JETNET, Vref.

(Lbs)

2,500

Beechcraft King Air 350i Pilatus PC-12 NG

4000

5000

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax)

Advertising Enquiries see Page 12

2000

PAYLOAD

CAN WE GO?

Pilatus PC-12 NG

3,300

2,257

HOW MANY

NEW/USED SOLD

EACH MONTH?

LONG RANGE

CRUISING SPEED?

(Knots)

234

Beechcraft King Air 350i Pilatus PC-12 NG

209

WHAT’S THE

COST PER HOUR?

5 (2.8%) 13 (3.9%)6 (5.5%)

Beechcraft King Air 350i

$1,277

Pilatus PC-12 NG $774

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

www.AVBUYER.com

 June 2018 – AVBUYER MAGAZINE

75


AirCompAnalysis June18.qxp_ACAn 23/05/2018 10:06 Page 3

OWNERSHIP T AIRCRAFT COMPARATIVE

Table A - Payload & Range

has 17% of its fleet based in Europe while the King Air 350i has 16% in Asia.

Beechcraft King Air 350i

Status of ADS-B Out Equipage

Pilatus PC-12 NG

Of the 760 PC-12 NGs worldwide, 208 (27%) are ADS-B equipped, leaving 73% of the fleet yet to comply. Meanwhile, 134 (37%) of the 363 King Air 350i fleet is ADSB equipped. That leaves 63% yet to comply.

15,000 10,450

As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. Table A (top, right) shows the King Air 350i ‘Available payload with Maximum Fuel’ (2,500lbs) is greater than that offered by the Pilatus PC-12 NG (2,257lbs), per Conklin & de Decker.

2,704

Max Fuel (lb)

MTOW (lb)

Payload & Range

3,611

2,500

2,257

Max Payload (lb)

1,489

1,535

1,009

1,638

MAX P/L w/avail. fuel IFR Range (nm)

Avail Payload w/Max Fuel (lb)

Source: Conklin & de Decker.

Chart A - Cabin Cross-Section

Beechcraft King Air 350i

Pilatus PC-12 NG

Cabin Cross-Section Views

Chart A (right) shows a cabin cross-section comparison with the King Air 350i offering less width (4.5ft) than the PC-12 NG (5.0ft). The height of the King Air 350i (4.8ft.) is also slightly less than the PC-12 NG at 4.83ft. However, the King Air 350i cabin length is longer (19.2ft) compared to the PC-12 NG (16.92ft). Overall, according to Conklin & de Decker, the King Air 350i has a smaller cabin volume (344cu.ft) compared to the PC-12 NG (356cu.ft), or a difference of 3.5%. Also worth noting is that the PC12 NG has 40cu.ft of internal baggage space, while the King Air 350i has 56cu.ft of internal and 16cu.ft external baggage space.

Source: UPCAST JETBOOK

Chart B - Range Comparison

King Air 350i Pilatus PC-12 NG

1,550 nm (w/4Pax) 1,635 nm (w/4Pax)

As depicted by Chart B (right) using Broomfield, Colorado as the origin point, the PC-12 NG (1,635nm) shows slightly more range coverage than the King Air 350i (1,550nm). Each turboprop’s range covers all of the US (excluding Alaska), Mexico and much of Canada. Note: For turboprops, ‘four passengers with available fuel’ represents the maximum IFR range of the aircraft at LongRange Cruise with four passenger

76

AVBUYER MAGAZINE – June 2018

Source: Chase & Associates

Range Comparison

 www.AVBUYER.com

Aircraft Index see Page 129


Boutsen June.qxp_Layout 1 21/05/2018 14:17 Page 1

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FOR

SALE

Deal Pending!

2013 Boeing BBJ

2010 Gulfstream G550 - s/n 5292

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2011 Dassault Falcon 7X - s/n 112

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2000 Dornier 328 Jet - s/n 3139 Price Reduced!

1997 Dassault Falcon 2000 - s/n 037

2001 Challenger 604 - s/n 5481

2009 Citation Mustang - s/n 510-0182

1980 King Air E90 - s/n LW-329

2001 Colibri EC120B - s/n 1206

5 x 2009/2010 Hawker 400XP

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sales@boutsen.com


AirCompAnalysis June18.qxp_ACAn 22/05/2018 16:16 Page 4

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart C – Variable Cost

seats occupied. NBAA IFR fuel reserve calculation for a 100nm alternate is assumed. The lines depicted do not include winds aloft or any other weather-related obstacles.

Beechcraft King Air 350i

Powerplant Details

Pilatus PC-12 NG

The Pilatus PC-12 NG aircraft has a single Pratt & Whitney Canada PT6A-67P offering 1,200shp. The King Air 350i aircraft utilizes two PT6A-60A engines, rated at 1,050shp.

Table B (right) contains the 2017 model new prices from Vref for each aircraft. The average speeds and ranges are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ and average sold are as reported by JETNET. The King Air 350i fleet has 2.8% of its fleet ‘For Sale’ and the PC-12 NG has 3.9% ‘For Sale’ (as of the end of April 2018). Currently, the average number of used transactions (sold) per month shows five for the King Air 350i, and an impressive 13 for the PC-12 NG.

Maximum Scheduled Maintenance Equity

Chart D (right) and Chart E (overleaf) display the King Air 350i and Pilatus PC-12 NG, respectively, and depicts/projects the Maximum Maintenance Equity available, based on the average aircraft’s age. The Maximum Maintenance Equity figure was achieved the day the aircraft came off the production line (since it had not accumulated any utilization toward any 

78

AVBUYER MAGAZINE – June 2018

$500

$0

$1,000

$1,500

US $ per hour

Table B - Aircraft Comparison Table Beechcraft King Air 350i Pilatus PC-12 NG

234

209

344

Long Range Cruise Speed (Kts)

356

Cabin Volume Cu Ft

1,550

1,635

$6.50

$4.70

New 2017 Vref Price $USm

4 Pax w/available Fuel IFR Range (nm)

363

754

2.8%

3.9%

5

Average Pre-owned Sold*

% For Sale

In Operation

13

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

Chart D - Maximum Scheduled Maintenance Equity (King Air 350i)

Assumed Annual Utilization: 300 Flight Hours Average Maximum Maintenance Equity: $1,305,552

Beechcraft King Air 350i

Pct of Avg Max Mtnc Equity vs. Aircraft Age 100% 90% 80%

Pct of Max Mtnc Equity

Aircraft Comparison Table

$774

Source: Conklin & de Decker

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart C, top right (per Conklin & de Decker), is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the twinengine King Air 350i computes at $1,277 per hour, which is considerably more than the single-engine PC-12 NG ($774 per hour).

$1,277

70% 60% 50% 40% 30% 20% 10% 0%

1

2

3

4

5

6

7

Source: Asset Insight (www.assetinsight.com)

www.AVBUYER.com

8

9

10

11

12

13

14

15

16

Aircraft Age (Years)

Aircraft Index see Page 129


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AirCompAnalysis June18.qxp_ACAn 22/05/2018 16:17 Page 5

OWNERSHIP T AIRCRAFT COMPARATIVE

Chart E - Maximum Scheduled Maintenance Equity

maintenance events). The percent of the Maximum Maintenance Equity that an average aircraft will have available based on its age, assumes:

-

Average annual King Air 350i utilization of 300 Flight Hours Average annual Pilatus PC-12 NG utilization of 290 Flight Hours All maintenance is completed when due.

Depreciation Schedule

Assumed Annual Utilization: 290 Flight Hours Average Maximum Maintenance Equity: $921,082

Pilatus PC-12 NG

Pct of Avg Max Mtnc Equity vs. Aircraft Age 100%

90%

Pct of Max Mtnc Equity

-

(Pilatus PC-12 NG)

80%

70%

Aircraft that are owned and operated by businesses are often depreciable for income tax 60% purposes under the Modified Accelerated Cost Recovery 50% System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of 40% assets by taking a greater 5 1 2 3 4 6 7 8 13 14 15 9 10 11 12 percentage of the deductions Source: Asset Insight (www.assetinsight.com) Aircraft Age (Years) during the first few years of the applicable recovery period (see Table C, right). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated MACRS Schedule for PART 91 under the less favorable Alternative Depreciation System 2 4 5 6 Year 1 3 M (ADS) where depreciation is based 32.0% 11.52% 11.52% 5.76% Deduction 20.0% 19.20% on a straight-line method, meaning that equal deductions MACRS Schedule for PART 135 are taken during each year of the applicable recovery period. In Year 1 2 3 6 4 5 7 most cases, recovery periods Deduction 14.29% 24.49% 17.49% 8.92% 12.49% 8.93% 8.93% under ADS are longer than Source: NBAA recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct 2017 Beechcraft King Air 350i - PRIVATE (PART 91) depreciation method and Full Retail Price - Million $6.500 recovery period that should be utilized. For example, aircraft used 6 5 4 2 Year 1 3 in charter service (i.e. Part 135) are 5.8% 11.5% 11.5% 32.0% Rate (%) 20.0% 19.2% normally depreciated under $0.374 $0.749 0.749 $2.080 Depreciation ($M) $1.300 $1.248 MACRS over a seven-year $0.000 $0.374 $1.123 $3.120 Depreciation Value ($M) $5.200 $1.872 recovery period or under ADS $6.500 $6.126 $5.377 $3.380 Cum. Depreciation ($M) $1.300 $4.628 using a twelve-year recovery 2017 Beechcraft King Air 350i - CHARTER (PART 135) period. Aircraft used for qualified Full Retail Price - Million $6.500 business purposes, such as Part 6 5 4 7 2 Year 1 3 91 business use flights, are 8.9% 8.9% 12.5% 8.9% 24.5% Rate (%) 14.3% 17.5% generally depreciated under $0.580 $0.580 $0.812 $0.580 $1.592 Depreciation ($M) $0.929 $1.137 MACRS over a period of five years $0.870 $1.450 $2.031 $0.290 $3.979 Depreciation Value ($M) $5.571 $2.842 or by using ADS with a six-year $5.630 $5.050 $4.469 $6.210 $2.521 Cum. Depreciation ($M) $0.929 $3.658 recovery period. There are certain Source: Vref uses of the aircraft, such as nonbusiness flights, that may have an 

16

Table C - Part 91 & 135 MACRS Schedule

8 4.46%

Table D - MACRS Depreciation Schedule

80

AVBUYER MAGAZINE – June 2018

www.AVBUYER.com

8 4.5% $0.290 $0.000 $6.500

Aircraft Index see Page 129


Project1_Layout 1 22/05/2018 10:08 Page 1

2014 Dassault Falcon 7X

2003 Global Express

s/n 212

s/n 9082, N782SC

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7,300 TT/4500 TC, MSP Gold, Winglets, New P&I Refurb 2016, WAAS, ADS-B Out, TCAS 7.1, Worldwide Internet, New Cabin Ent. System, NDH

2001 Bombardier Lear 45

1990 Gulfstream GIV

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8850 TT, BR Engines on MSP Gold, New exterior and interior 2015, NDH

8,700 TT/3800 TC, 700/700 SOH engines, Fresh ARCS, Fresh 72 month inspection, Gogo 4G Internet, Excellent cosmetics, ADS-B Out, TCAS 7.1

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Only 2575 TT / 2,000 TC, MSP Gold Engines, Smartparts, Raisbeck Locker, Large Door, TR’s, No Damage

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AirCompAnalysis June18.qxp_ACAn 22/05/2018 16:17 Page 6

OWNERSHIP T AIRCRAFT COMPARATIVE

impact on the allowable depreciation deduction available in a given year. The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100% of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business turboprops until December 31, 2026. Table D (previous page) and Table E (below) depict examples of using the MACRS schedule for a 2017 model King Air 350i and Pilatus PC-12 NG, respectively, in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a 2017 list price of $6.5m for a King Air 350i and $4.7m for a Pilatus PC-12 NG (per Vref).

Asking Prices & Quantity

The current used market for the King Air 350i aircraft

shows a total of 11 aircraft ‘For Sale’ with five displaying asking prices ranging from $4.0-4.9m. We also reviewed the PC-12 NG (31 for sale) with 11 asking prices ranging between $2.9m and $4.7m. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. The final negotiated price remains to be decided between the seller and buyer.

Productivity Comparisons

The points in Chart F (below) 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/Eight Passenger Range (nm) with available fuel; 2. The long range cruise speed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities.

Table E - MACRS Depreciation Schedule 2017 Pilatus PC-12 NG - PRIVATE (PART 91)

Summary

Full Retail Price - Million $4.700 Year

2

1

6

5

4

3

Rate (%)

20.0%

32.0%

19.2%

11.5%

11.5%

5.8%

Depreciation ($M)

$0.940

$1.504

$0.902

$0.541

$0.541

$0.271

Depreciation Value ($M)

$3.760

$2.256

$1.354

$0.812

$0.271

$0.000

Cum. Depreciation ($M)

$0.940

$2.444

$3.346

$3.888

$4.429

$4.700

2017 Pilatus PC-12 NG - CHARTER (PART 135) Full Retail Price - Million $4.700 1

2

3

4

5

6

7

8

14.3%

24.5%

17.5%

12.5%

8.9%

8.9%

8.9%

4.5%

Year Rate (%) Depreciation ($M)

$0.672

$1.151

$0.822

$0.567

$0.420

$0.419

$0.420

$0.210

Depreciation Value ($M)

$4.028

$2.877

$2.055

$1.468

$1.049

$0.629

$0.210

$0.000

Cum. Depreciation ($M)

$0.672

$1.823

$2.645

$3.232

$3.651

$4.071

$4.490

$4.700

Source: Vref

Chart F - Productivity Comparison Price (Millions)

$10.0 $8.0

Beechcraft King Air 350i

$6.0

Pilatus PC-12 NG

$4.0 $2.0 $0.0 0.0000

0.0600

0.1200

0.1800

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

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AVBUYER MAGAZINE – June 2018

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Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the King Air 350i and PC-12 NG display a high level of productivity. The King Air 350i is offered at a much higher price of $6.5m ($1.8m more than the PC-12 NG), with nearly the same range and cabin volume. The King Air 350i does have a higher ‘Available payload with Maximum Fuel’ number, and a greater long range cruise speed (234kts versus 209kts). However, the PC-12 NG has considerably lower variable cost per hour with one engine and one pilot compared to the twin-engine King Air 350i with two pilots. Operators should weigh up their mission requirements precisely when picking which option is the best for them.

0.2400

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 King Air 350i and PC-12 NG continue to be popular today. Those operators in the market should find the preceding comparison useful in establishing not only which model is the most appropriate for their individual mission needs, but whether one engine or two will suffice. T

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

Aircraft Index see Page 129


Aradian April.qxp 25/04/2018 11:08 Page 1

File photo

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Avionics June18.qxp_Finance 22/05/2018 16:39 Page 1

OPERATING T AIRSPACE

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

What’s the Long-Term Impact of UAS on BizAv? Ken Elliott discusses Unmanned Aircraft Systems (UAS) and how they impact Business and General Aviation. He concludes his series considering longterm regulation, airspace operation and other related areas.

O • • • • •

84

f all the evolutionary forces influencing the future direction of unmanned aircraft, there are five that truly stand out. These include:

Developments to improve upon the limitations and order of the current airspace A reassessment of the need for multiple pilots in large aircraft cockpits The introduction of eVTOL and hybrid propulsion A need to transport people and cargo close to, but not on the ground A growing trend for completing industrial and opportunistic enterprise autonomously.

AVBUYER MAGAZINE – June 2018

At some point in the long-term, the outcome of these will merge within an aviation tradespace, nurtured by our fast-evolving society. A relaxation of airspace restrictions around urban centers, the competition and innovation of industry and the need to solve a regular reoccurrence of pilot shortages will further spur activity. The development and merging will be cyclical, with peaks of rapid change, followed by virtual doldrums of normality while we soak it all in. However, there are conservative forces at work to ensure a safe and dependable transition. The keen involvement of pilot interest groups and unions will, until the time is right, ensure pilots remain in their airborne seats. The ever present activity of nefarious groups in the business of physical destruction and cyber disruption will need to be thwarted. Citizens concerned with privacy infringement, noise abatement and environmental impacts are requesting an audience.

www.AVBUYER.com

Aircraft Index see Page 129


NBAA BACE June.qxp_Layout 1 21/05/2018 14:21 Page 1


Avionics June18.qxp_Finance 22/05/2018 16:39 Page 2

OPERATING T AIRSPACE

Courtesy of NASA

Unmanned vehicles will need a recovery plan in the event of control loss, and there will need to be an adequate pototyping of each new technology. Finally, unmanned traffic management is only just emerging and it cannot be developed in isolation. Given the pressure for drone integration and a safety bound restraint to change, the new airspace norm is very difficult to predict or even describe. Its timeline and eventual appearance can only be guessed.

Limitations & Order of the Current Airspace

The FAA has recently engaged in figuring out solutions to a (US) North East Corridor problem. There are several major airports surrounding high density populations within the sprawling urban environments from Boston to Washington. Here the weather is unpredictable and the demand for airspace high. This problem brings into sharp focus the shortcomings of our current hub and spoke transportation system, along with an uneasy marriage between air carriers and General Aviation. The emergent rapid air transit within this urban sprawl will only add to the dilemma. Fixing the airspace with a major overhaul and not tinkering around its edges, may be the only viable long-term solution. The technology and knowledge resources are there, but the funds and will to act are not. Incremental changes will make new space available for all participants, with air carrier interests calling most of the shots.

and the other as Pilot Not Flying (PNF). This safe assumption is being challenged by the onset of reliable aircraft systems, installed with redundancy and designed for adequate risk mitigation. Being developed and certified for transport operations these systems are most likely going to be at a sufficient level of complexity and integrity to enable pilot arrangements to change. Additionally, if a ground control station performs as a back up for an incapacitated single pilot, the risk mitigation improves. However, it is precisely this same transportation sector that receives the most scrutiny, while its pilots have optimum representation. We should not expect a quick change here. A potential reduction in the need for pilots is only a first step, however. On the heels of that change will be the sole use of remote pilots (a current requirement for drones – from small quadcopters to high altitude, fixed-wing military surveillance aircraft). Much later and following that will be the implementation of fully autonomous operations. By then, after the passing of several generations of our grandchildren, populations will be totally accustomed to autonomy in all facets of life, so no big deal!

eVTOL and Hybrid Propulsion

The term SWaP-c (size, weight and power with an eye on cost) will not be familiar to everyone, but the four factors of SWaP-c determine the ability of innovation to be meaningful. For instance, if any one of these factors prevents its use in the aviation field, an innovation may be a non-starter. Advances in technology to meet the demands of SWaP-c are occurring so rapidly, start-ups are emerging everywhere. A recent look at the eVTOL (electric Vertical Take 

Cockpit Pilot Requirement Reduction

For large transport and business aircraft in flight, there are two pilots in the cockpit, one as Pilot Flying (PF) 86

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Aircraft Index see Page 129


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Avionics June18.qxp_Finance 22/05/2018 16:40 Page 3

OPERATING T AIRSPACE

THE AIRBUS GROUP’S ‘PROJECT VAHANA’ -A PROJECTED SELF-PILOTED PASSENGER AIRCRAFT

Sketch Courtesy of NASA

“From insurance claims to pipeline inspections, the desire for a less intrusive, less risky and more efficient way to do business is being sought, and the use of drones answers that call.” Off and Landing) market highlighted 65 eVTOL aircraft in development, as of April 2018. The energy source (power) is the crucial issue for eVTOL, and one way to accommodate its shortcomings is to gradually phase into full electric via hybrid technologies that initially rely on a large percentage of traditional fuels and engines. Weight saving can partially be achieved using a remote pilot, so as eVTOL progresses through its hybrid phase there will be versions introduced without an onboard pilot. eVTOL traffic is anticipated E-VOLO’S TWO-SEAT ELECTRIC VOLOCOPTER

to be largely for people movement and package delivery, mostly transiting airspace below 400ft, while maintaining a 100ft buffer between themselves and the traditional traffic operating above 500ft. While Google and others toy with autonomous cars and smart highways, they and others are also taking to the skies immediately above the existing ground infrastructure. The concept of regional hubs, consolidated under unmanned traffic management, will allow for operations below and above 200ft, with an overall ceiling of 400ft. Small drones for enterprise, including personal package distribution, will be focused below 200ft and larger eVTOL transit, above. Traditional manned fixed-wing and rotorcraft will continue to traverse this overall space, operating in and out of airports and runways. (At last, the Jetsons will have taken to the skies.) Uber’s arrangement with NASA’s Unmanned Traffic Management concept, to be trialed in Los Angeles somewhere around 2020, is a good example of the way forward within this aviation sector.

Trend to Complete Enterprise Autonomously From insurance claims to pipeline inspections, the desire for a less intrusive, less risky and more efficient way to do business is being sought, and the use of drones answers that call. There is just so much that can be accomplished using drones, with new and smarter processes discovered daily. Apart from fixed-wing special mission and rotorcraft public service work, there has been very little undertaken by airborne platforms not involving passengers and freight before drones came along. 88

AVBUYER MAGAZINE – June 2018

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Aircraft Index see Page 129


It’s time. What are the most precious things in your life? Your family, your friends, your business? Whatever they are, the most precious resource that links them all together is time. That’s why CorporateCare® offers our customers the industry’s most comprehensive global service network and leading edge digital tools, all focused on getting you to your destination as planned. It’s time to protect your most precious resource. It’s time to consider CorporateCare®. For more information, email corporate.care@rolls-royce.com. The future. Rolls-Royce.


Avionics June18.qxp_Finance 23/05/2018 10:45 Page 4

OPERATING T AIRSPACE

Figure A: US-Based Drone Operations Available Today

500 FT >

( N ote i nte nt i o na l 1 0 0 F T bu ffe r )

< 400 FT Pa rt 107 with waivers + exten sio n s FAA -I P P P ro gra m at State & Lo ca l l e ve l Pa r t 1 0 7 C o mme rci a l l i ne of s i gh t o p e rat i o ns* Be yo nd Li ne of S i gh t & O ve r Pe o p l e ( Tr i a l s ) FAA LAA N C P ro gra m ( C l os e to a i r p o r ts , ba s e d o n ma ps ) Pa r t 1 0 1 Re creat i o na*

*Away from airports and sensitive sites

DRONES

Now however, airborne industrial enterprise solutions are everywhere. This amounts to an increasing demand for airspace access, even stretching to the airspace that exists indoors (examples being the inside inspection of storage tanks and in-hangar large aircraft empannage inspections). Manned aircraft operations include onboard space for people and cargo, but today commercial drones mostly carry small payloads (predominantly sensors and cameras recording and analyzing everything around us). The SWaP-c and performance capability of the payloads is forever improving.

This allows the drones to maintain a small size and even operate in groups (swarms). Their missions rarely involve a requirement to exceed 400ft above ground level. In the future they will be operating all around us, at beyond line of sight of the pilot.

The Melting Pot

It may not be too hard to notice how energy sources, propulsion, platforms, payloads, missions and the airspace we fly in all seem to be fusing together. The enabling force of innovation is driving this so fast that anyone on the sidelines will soon feel as though theyâ&#x20AC;&#x2122;re watching an action-packed aviation movie. A PIPELINE INSPECTIONS (COURTESY OF AEROSTAR DRONE SOLUTIONS)

90

AVBUYER MAGAZINE â&#x20AC;&#x201C; June 2018

www.AVBUYER.com

Aircraft Index see Page 129


Avionics June18.qxp_Finance 23/05/2018 10:44 Page 5

Figure B: Future, US-Based, eVTOL Unmanned Traffic Management Systems Operating Alongside Drones Tra n sp o rt A irc ra ft- GA - H el i co pte rs t ra ns i t i o ni ng to a nd f ro m a i r p o r ts a nd h e l i pa d s Part 107 with waivers + extensions

500 FT >

Fast Transit Small manned/unmanned eVTOL

< 400 FT Part 107 based existing programs

< 200 FT

LOC AL U TM

Away from airports and sensitive sites

Part 101 Recreational

eVTOL

DRONES

The regional and international regulations guiding the design, construction, operation and continued airworthiness of these new platforms can hardly stay abreast of innovation. Existing certification methods are being reconsidered and rewritten to accommodate the new paradigm, while speeding up the integration process. Also, because of the crossover taking place between platforms and their propulsion, a lot of leveraging can be applied.

What This all Means to BizAv…

Strictly managed trials and implementations are underway in several countries. Several regulation initiatives by EASA and ICAO are also in work to enable the sharing of airspace with drones. Following are a few FAA managed initiatives either underway or due to start: •

• •

Unless very specific exemptions or approvals are obtained, drones are operating no closer than five miles from an airport and away from sensitive sights. Managed by the FAA, Low Altitude Authorization and Notification Capability (LAANC) programs, are being introduced to the vicinity of a significant number of airports during 2018. Introduced by NASA and embraced by FAA, are new Unmanned Traffic Management areas for the local control of low altitude drone operations. Carefully vetted, Beyond Visual Line of Sight (BVLOS) and Operations Over People (OOP) trials are being conducted at dedicated test sites and locations.

Advertising Enquiries see Page 12

White House initiated, Department of Transport authorized and FAA managed is the Drone Integration Pilot Programs (IPP), for use by Regional, State and Local Authority and their strategic partners. Trials are due to commence later in 2018, once sites have been selected from the many web applications.

The forces at work for continued safety – ‘do no harm’ and non-interference – are providing a significant level of due diligence for all aviators and their machines. Also, concerns of communities for privacy, identification and non-interference are providing a conservative filter of time and of complex requirements to the integration of drones and other vehicles into airspace. This should provide a reasonable level of assurance to flight departments. Everybody wants to stay in business and make a dime, so the desire to operate within set requirements will be self-serving. Apart from the whimsical antics of a small, unaware segment of recreational flyers, there is little for airborne pilots (as opposed to remote drone pilots), to be concerned about. In fact, there will come a day when the flight department will have no resemblance to the one we experience today. Tomorrow’s flight department will be an organic and dynamic mix of aircraft trackers, once called pilots, seamlessly monitoring and assessing multiple flights, involving different platforms and payloads, engaged in variable activities, all simultaneously. But by then, anyone reading this will be long retired! T

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

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OPERATING T CONNECTIVITY

Jet Connectivity: How Does AVANCE L3 Work? Since introducing AVANCE L3 in January, Gogo has shipped more than 65 units. Dave Higdon reviews this lighter jet connectivity solution to find out why it’s proving so popular… vionics and electronics firms continue to advance the state-of-the-art for in-flight internet connectivity, shrinking the size, weight and power needs of the hardware. And as they do, the fleet of eligible aircraft, and uses of these systems expands. Gogo Business Aviation offers one of the more versatile options in its AVANCE L3 system. “The AVANCE L3 is sized to fit single-engine turboprops and light jets, but it's not a lightweight system,” explains Paul Bowman, Gogo's product manager for the AVANCE products. “Both the L3 and L5 operate on the AVANCE platform – a software-based system that allows flexibility and customization as customer needs

A

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AVBUYER MAGAZINE – June 2018

change. It's made to fit a new user's existing needs with a robust feature set, and can also accommodate service-level changes without the need to touch the unit in the aircraft.” According to Gogo, the AVANCE L3 package represents “the smallest fully-integrated connectivity system available today.” It connects to the Gogo broadband network with the integration and flexibility of the company's powerful AVANCE software platform. While it isn’t promoted as a ‘be-all’ solution, the L3 package does deliver a broad array of services and features. The main feature lacking is support for heavy data-use live streaming. Streaming live files and

www.AVBUYER.com

Aircraft Index see Page 129


Connectivity 1 June18.qxp_Layout 1 24/05/2018 09:23 Page 2

services such as video conferences are more within the remit of Gogo's more capable AVANCE L5 platform, which employs the same network. But that difference means little to most users of the L3 system, thanks to the depth of its other features. From my findings, ‘feature-deep’ aptly describes the L3 platform for operators of smaller aircraft.

How it Works...

Gogo's AVANCE L3 platform works similarly to the L5, making its connection between aircraft and Gogo's digital-backbone via a ground network similar to the network of towers through which our cell phones connect to their providers’ system. The use of a ground-based network results in some brief performance limitations at altitudes below 10,000ft msl, where connections may drop out briefly as the aircraft transitions between one tower’s coverage-area to the next. Business aircraft spend relatively little time below 10,000ft, however, so this limitation imposes little practical burden on the user. Typically business jets and turboprops clear 10,000ft within minutes of take-off. Once above 10,000msl, Bowman explained, the connection becomes fully robust. “Once above 10,000msl, hand-offs from tower-to-tower are smooth with no drop-outs,” he explained. The coverage area ranges beyond the coastal boarders of the Continental US, into the Canadian plains and Rockies, and north along Canada's western

shore to cover much of Alaska. When on the ground at an airport the L3 can connect with wireless internet or cell phone networks for continued use. The question for the prospective user centers on which level of capability to select.

One Upgradable Box, Three Levels of Capabilities

Gogo offers three levels of capability from the same MCU hardware package for L3, with pricing starting around $40,000, plus installation. Level 1 – Gogo Core: Offering the lowest level of capability, Gogo Core optimizes the L3 MCU for “light internet use” (defined as web browsing that’s limited to sites with minimal bandwidth requirements). Sites with minimal graphics and without embedded videos offer a better experience here. L3 Core level also supports Gogo Talk and Text, using individuals’ phones with a subscription for the service and connections (up to five devices simultaneously with L3 Core). It also supports email with file attachments, and Gogo Vision information and entertainment services. (Gogo Vision includes moving map displays, weather information, Bloomberg news clips, licensed movies, TV and magazine libraries with a subscription). Level 2 – Gogo Plus: The first step up from Gogo Core supports all the same services for as many as seven devices, but provides a more robust internet experience, minus streaming. 

“The question for the prospective user centers on which level of capability to select.”

Advertising Enquiries see Page 12

www.AVBUYER.com

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OPERATING T CONNECTIVITY

THE AVANCE L3 SOLUTION USES ATG CELULAR TOWERS ACROSS NORTH AMERICA

$6.95. For 60Mb of data use, however, Gogo charges $395 month (plus $5.95 per additional megabyte). Fee levels continue for 250Mb, 1Gb and 2.5Gb monthly, with overage charges reduced for each step-up in service. At Gogo's Pro level for heavy users, clients face no fixed data ceiling and no overages at a monthly subscription fee of $3,995. For the low data users on the L3 Core system, Gogo’s hourly data plan starts at $99 an hour. Conversely, for users whose flight hours vary from month to month and want predictable yearly costs, Gogo offers pre-paid plans starting at $2,495 annually for up to 500Mb of data. Unused data rolls over, while overages are billed on a monthly basis. For 2Gb the annual subscription fee rises to $7,995, and $12,995 for 5Gb.

Ease of Interchange Level 3 – Gogo Max: Once installed, Gogo Max offers the same experience available with Gogo Plus, but can support up to 25 devices.

Flexible Service Plans

Gogo matches the three levels of capability with depth in its available service plans. Under the Core level of service, for example, Gogo offers plans based on hourly, monthly and annual rates, providing subscribers plenty of flexibility, whereas both the Plus and Max levels of service also offer pay-as-you-go, monthly or annual rate plans. The least-binding plan is the pay-as-you-go plan which does not have an initial or monthly charge, but users of the plan face a per megabyte charge of GOGO AVANCE L3 UNIT

Regardless of which service level a client elects to install, switching to one of the other levels means making software changes only. In other words, the same MCU and antenna support all three levels of service – Core, Plus or Max. According to Bowman, the change between steps can be performed with the aircraft in the shop or on the ramp, remotely from a Gogo dealer, or from wherever the system can make a connection with MCU. No one has to physically board the aircraft and touch the system, which is new for the industry. The owner is simply required to pay the price difference between the original and the new configuration if they choose to move up the scale to add more capabilities. “It's made to be easy for the operator to move up or down as their needs require it,” Bowman said.

Connectivity for Smaller Cabins

Gogo positions AVANCE L3 as being Business Aviation's smallest, lowest-cost solution for giving the company airplane in-flight internet capabilities. “Examples of smallest aircraft L3 can fit?” Bowman pondered. “It would fit on a Cirrus SF50 VisionJet, a HondaJet or a Pilatus PC-12 single-engine turboprop. Those are just examples - but the list is long.” The AVANCE L3 will also work in larger aircraft for the operator who requires airborne-internet capabilities – but without the need for the larger, more powerful systems available on the market. T More information from https://business.gogoair.com 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

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www.AVBUYER.com

Aircraft Index see Page 129


Avbuyer Full Page ACE 2018.pdf 1 4/16/2018 11:00:35 AM

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

How to use Graphical Broadcast Weather Overlays Dave Higdon reviews the evolution of Graphical Broadcast Weather Overlays in the cockpit, offering tips on how to make the most of the services offered by Flight Information System-Broadcasts…

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ot long ago, an in-flight pilot's best option for seeing current weather involved using one of three available options: The on-board weather radar, Flight Service Station readings with pilot reports, or the venerable Mk.II EB (i.e. the aviator's own eyes). Each option offered benefits within its limited scope. But a couple of decades back new options became available, yielding several new opportunities for gaining almost up-to-the-minute weather observations. And since then, the availability of inflight weather data has expanded to levels that were previously unimaginable… The first two advances came through on-demand datalink weather, delivered via request/response systems. The pilot would request an updated report via satellite and either a ground-based system or

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orbiting satellite broadcast updated that information. Both came from subscription-based services, and both also had their own limitations. Each required installation of a specialized piece of equipment in the aircraft, thus their popularity centered on the upper end of the GA market. Pilots at the lower end of the spectrum welcomed the availability of near-live aviation weather graphics delivered via color-screen portable GPS navigators. Indeed, many a corporate pilot opted to augment their business aircraft's on-board weather radar with one of those useful, hand-held navigators. Weather radar improved with the introduction of digital-Doppler radar systems and color-coded displays, but even then the airborne weather radar still faced constraints. More satellite- and ground-based sources

www.AVBUYER.com

Aircraft Index see Page 129


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“Today there seem to be as many options for getting graphical-weather images in the cockpit as there are cockpit packages.” emerged and avionics OEMs found more ways to accommodate pilots' needs. Then came the start of a revolution in digital computer technology… namely, the iPad. Cockpit resources changed permanently, and the changes continue today, where graphical weather overlays exist for cockpit avionics as well as for portable devices like the iPad. Both types offer distinct benefits and advantages. Unfortunately, real-time is still not one of these. Nevertheless, consider the following advances as they relate to graphical weather overlays today.

Take One Tablet for Every Flight…

Today there seem to be as many options for getting graphical-weather images in the cockpit as there are cockpit packages. Among the earliest iPad buyers were thousands of pilots anxious for access to the numerous aviation apps made available for the tablet almost simultaneously with its release. But the subscription services were always destined to face competition, particularly with the advent of Automatic Dependent Advertising Enquiries see Page 12

Surveillance-Broadcast (ADS-B) In. For the cost of receiving the hardware (iPad, other tablet or one of many pieces of specialty avionics) any aircraft with the display capability could receive both near-live satellite-based weather and live traffic via the FAA's Flight Information System-Broadcast (FIS-B) and Traffic Information System-Broadcast (TIS-B), with one big difference from the prior subscription-based services: ADS-B In services are free from the FAA after buying a receiver. The receiver requires some form of display to show the weather (and traffic), and many options exist for this. The display method most coveted in business aircraft cockpits involves linking the weather receiver to overlay the weather graphics on the cockpit avionics, followed by those systems which work as stand-alone packages independent of the installed electronics. But even aircraft lacking today's hot new digital displays can enjoy the advantages of datalink weather – if not through the installed avionics, certainly through an iPad or other tablet computer. 

www.AVBUYER.com

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The Common Denominators

The FAA's FIS-B resembles many commercial weather services, but with some important differences. First, an aircraft needs an ADS-B In receiver to receive 978 MHz broadcasts, and a display capable of showing the products. Basically, FIS-B delivers information ranging from text (airport conditions, etc.) to graphic representations of weather radar. Indeed, one of the most-coveted benefits of graphical weather over in-flight radar is its scope. When using FIS-B an operator can scroll around the map and see weather far beyond the range of airborne weather radar. Figure A (right) provides an inventory of FIS-B products.

Figure A: Inventory of FIS-B Products PRODUCT

Airmen's Meteorological Information (AIRMET)

&RQYHFWLYH6LJQLƓFDQW Meteorological Information (Convective SIGMET)

6LJQLƓFDQW0HWHRURORJLFDO Information (SIGMET)

The Limitations of Today’s Weather Overlays

Whether from FIS-B or another service supplier, use of weather radar and other information should be utilized with a full understanding of its limitations. FIS-B information (including weather information, NOTAMs and TFR areas), are intended for advisory use only. The system lacks sufficient resolution and updating capability that is necessary for tactical aerial maneuvering around localized weather phenomena. In extreme scenarios, the oldest weather radar data on the display can be up to 20 minutes older than the display's age indication. This latency occurs because of the mechanics of how radar and other data come into the system. Doppler weather radar makes six one-minute swings to obtain a full image of weather, from ground-level up into the flight levels. The graphics from those six scans are combined and distributed for broadcast. By the time the process starts anew as much as 20 minutes may have elapsed from the start of the first sweep of the radar antenna. At its best the images a pilot sees from FIS-B are six minutes old. Furthermore, pilots cannot claim to have obtained a standard pre-flight weather briefing on the basis of having FIS-B weather information in front of them. Nevertheless, used regularly FIS-B can deliver life-saving weather information unlike that in any other system, whether shown on a cockpit display or tablet computer. Used wisely graphical weather can make a day's travel more productive than it might otherwise have been. T 98

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DESCRIPTION A weather advisory issued by a meteorological watch office for aircraft, advising on weather that is potentially hazardous to low-level aircraft/aircraft with limited capability. AIRMETs cover less severe weather than SIGMETs, such as moderate turbulence and icing, surface winds of 30 knots, or widespread restricted visibility. Issued for an area of thunderstorms affecting an area of 3,000 square miles or greater, a line of thunderstorms at least 60 nautical miles long, and/or severe or embedded thunderstorms affecting any area that are expected to last 30 minutes or longer. A weather advisory that contains meteorological information concerning the safety of all aircraft, including severe or greater turbulence over a 3,000-square-mile area, severe or greater icing over a 3,000-square-mile area, IMC conditions over a 3,000-square-mile area due to dust, sand or volcanic ash.

Aviation Routine Weather Report (METAR)

Contains data for the temperature, dew point, wind speed and direction, precipitation, cloud cover and heights, visibility and barometric pressure. Reports are typically generated hourly.

SPECi

A Special METAR generated if conditions change significantly within the hour.

Continental US Next Generation Radar (NEXRAD) Distant Notice to Airmen (D-NOTAM) Flight Data Center Notice to Airmen (FDC-NOTAM) Pilot Reports (PIREP)

Detects precipitation and atmospheric movement or wind. Returns data which, when processed, can be displayed in a mosaic map which shows patterns of precipitation and its movement. Information requires wide dissemination: en route navigational aids, civil public use landing areas and aeronautical data. Information that is regulatory – changes to charts, procedures and airspace usage. A report of actual weather conditions encountered by an aircraft in flight.

Special Use Airspace Status (SUA Status) Terminal Aeronautical Forecast (TAF)

Issued four times per day.

Amended TAF (AMEND)

Issued when the current TAF no longer adequately describes the ongoing weather, or the forecaster feels the TAF is not representative of the current or expected weather.

Winds & Temperature Aloft TIS-B Service Status

Computer-prepared forecasts of winds and temperatures aloft. Provides periodic status of TIS-B service via FIS-B UAT uplink.

The FAA added the following four new FIS-B products in 2017: • Lightning • Turbulence • Icing • Cloud Tops www.AVBUYER.com

Aircraft Index see Page 129


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OPERATING T FINANCE

What are the Basics of Aircraft Finance?

What should a Flight Department Manager know about aircraft financing, and why? Andre Fodor shares some of his own experiences in this aspect of aircraft ownership… he exercise of asking tough questions and continuously broadening knowledge is crucial to the role of a Flight Department Manager. Knowledge enables us to ask good, thought provoking questions that help others within our companies make good choices. For example, learning about all of the options for the purchase and payment of an aircraft – either through cash buying, financing or a lease arrangement – will ensure you remain in the loop and are an active participant during the acquisition process. Aircraft financing has been a topic at aircraft OEM

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sales meetings and management workshops for years, and for good reason… If we were to use the argument that most cars sold at dealerships are financed, it would be a valid assumption that having accessible financing generates larger sales volume. But then, we’d need to consider the volume of cars sold that generate a critical mass, and the cash in-flow that helps balance and spread the risk of financing to the lending institutions. In the case of car finance, if a borrower defaults on a loan, collection and re-marketing will not represent a single large value asset that damages the lessor’s balance sheet. Aircraft financing, however,

www.AVBUYER.com

Aircraft Index see Page 129


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

presents a completely new set of risks. For example, an aircraft can easily be flown to a location causing the collateral to be unreachable. For this reason, financing companies may require alternative collateral as a way to secure the loan and manage the risk. Higher interest rates may also be part of the risk mitigation.

Count the Cost of Borrowing

In deciding the best way to buy, an operator needs to consider the cost of borrowing money. While previously helping to structure a purchase, I learned a memorable lesson from one accounting wizard… His metrics showed that although there were substantial cash reserves to purchase the aircraft, because of existing low interest rates and the fiscal benefits for borrowing money (tax deferrals and the lowering of bracketed tax rate), it made better sense to use the cash for business expansion and to borrow money for the aircraft purchase. In another purchase I was involved with, when faced with the option of cash-buying or making multiple payments (and paying higher taxes), it was decided that a new factory could be bought with the cash inhand and increase profitability, while an aircraft could be financed. (After all, taxes would always be lower than net profit.)

When Lease Becomes an Option…

“But along with the incentives and availability, it is the responsibilty of the Flight Department Manager and the rest of the acquisition team to be cautious.”

Advertising Enquiries see Page 12

An alternative to financing or cash buying is the option to lease. These transactions can work well for companies that can take full advantage of the tax benefits of leasing laws. Some would argue that a large downpayment added to a sizable monthly leasing payment that ultimately leaves you with no ownership is a bad investment. But that argument could be countered with the fact that at the end of a lease term the lessee returns the asset, unencumbered by the hassles of selling the aircraft, and is free to lease a newer

airplane that’s still under warranty. In some instances, lessors may consider a lease extension or a lease with an option to buy at the current market value. That means that at the end of the term, you can choose to pay the residual value and become the de-facto owner of the aircraft.

A Balancing Act

The above should highlight how financing is a valuable tool that creates options for buyers. Nevertheless, buyers must balance their aircraft needs with forecasted cash inflow over time. As the economy strengthens and financing institutions become more eager to lend money, they will create new models that capture the attention of qualified buyers who might otherwise have opted for a cash buy. Governments may further polarize the borrowing market by offering incentives in the form of tax benefits designed to warm up their economies. But along with the incentives and availability, it is the responsibility of the Flight Department Manager and the rest of the acquisition team to be cautious. Buyers must make sure they’re well matched to an aircraft; that they can not only afford to buy, but also afford to operate. Buying a Larger jet simply because of their lower market prices, regardless of the need, will invariably end badly.

You’re the Hub

Remember: As Flight Department Manager you are the catalyst - the hub of the knowledge network. It’s our goal to direct resources in the most efficient way. You will engage the accountants, financiers, technicians and lawyers that bring expert knowledge to your transaction. It’s through your management skills that these professionals will use their expertise to yield the best aircraft, optimum terms and the happiest aircraft ownership experience. T

Are you looking for more Finance? Visit www.avbuyer.com/articles/finance-biz-av www.AVBUYER.com

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OPERATING T MAINTENANCE

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

Get The Best From Your Aircraft Maintenance Shop Which maintenance shop should you choose? How can you work well with them? Dave Higdon offers some tips and strategies to help ensure you get the most out of your aircraft’s downtime… ou may have thought you faced a lot of options when you shopped for (and bought) your latest aircraft. Now that it's yours, however, the plethora of major decisions to be made continues as the aircraft approaches the biggest of all cyclical events in aviation. But those decisions can be a lot easier if you are proactive in working with your selected maintenance shop. Regardless of the aircraft type, make or model,

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if the company jet or turboprop flies on an airworthiness certificate the Federal Aviation Regulations (FARs) outline a periodic-inspection regimen that operators must follow. They differ only by the type of use the aircraft flies (something to consider for operators contemplating letting the company plane fly Part 135 to generate Charter revenue that partially offsets the cost of ownership. Aircraft operated solely under private FAR Part 91

www.AVBUYER.com

Aircraft Index see Page 129


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operations face a simple annual-inspection requirement. Under FAR 91.409(a), an aircraft must undergo an annual inspection every 12 calendar months to be legal to operate. (For an annual inspection, the period of 12 calendar months extends from any day of any month to the last day of the same month in the following year, giving an operator the latitude and essentially making the annual cycle 13 months long if that better suits the operator.) However, if the aircraft operates under for-hire use (even part time), 100-hour inspections are added to the regimen required by the FARs, moving the aircraft into a deeper inspection routine. Such aircraft also must undergo either an annual or 100-hour inspection within the preceding 100 hours of time in service. So if the aircraft flies 150 hours a year, a 100-hour and an annual are both on the cards. If it flies 210 hours in a year, a second 100-hour may be warranted. And 500 hours a year would necessitate four 100-hour and one annual inspection. It's also important to note that an annual inspection can fulfill the 100-hour inspection requirement, but a 100-hour inspection cannot substitute for an annual, because the inspection coverage mandated for the 100-hour inspections doesn't come up to the level of the annual, which requires delving deeper into the airframe, powerplants and systems. With those differences outlined, the aircraft operator will not only need to select a good maintenance home for their aircraft but know how to get the best results out of their shop visit. But what should one look for when shopping around for the ideal maintenance partner, and once selected, how can be done to ensure a smooth working relationship? The following tips should help… 106

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#1. Expertise

You wouldn't take a BMW to a Chevy dealer for upkeep, or viceversa. Neither should you take your business aircraft, a highly sophisticated and complex machine, to a center that doesn’t specialize in your aircraft type. Your business aircraft deserves hands and minds that are trained in the type and, ideally, the specific model. Many maintenance shops handle the upkeep of several makes – and there’s nothing wrong with that. But you need to know whether the shop has invested in training its staff on your aircraft type. To this end, work with a factory or factory-certified maintenance shop to get recommendations for the area where you base your aircraft.

#2. License

Many maintenance shops for smaller aircraft may lack certification as an FAA-approved repair station. Thus, in addition to being trained to work on your make/model aircraft, you should also require a prospective shop to exhibit its repair-station licenses.

#3. Foresight

Maintenance needs will inevitably arise. Unfortunately, you can't live without them and it's not legal to ignore them. Show some foresight by not only establishing your maintenance provider but working with them months ahead of a scheduled inspection and/or other recurrent maintenance need. This is the only way to avoid the surprise of finding your aircraft grounded, pending an inspection sign-off or other required work. Waiting until the last minute to drop the airplane off for required work is a sure way to incur higher costs and possible delays. 

www.AVBUYER.com

Aircraft Index see Page 129


P107.qxp 24/05/2018 12:36 Page 1

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#4. List of Needs

Flight crew, cabin crew and company personnel should contribute to a list detailing maintenance needs before the time comes to deliver the aircraft to the shop. Having established your maintenance partner, work with them far enough in advance for parts to be ordered, again saving time and money.

#5. Work List

After consultation with your preferred maintenance provider, ahead of the start date they should provide you with a written estimate detailing part costs, labor rates, a labor estimate, warranty details on new or replacement parts, and details on how payments will be made. If you have selected a good maintenance provider for your aircraft’s needs, there should be no unpleasant surprises relating to costs and downtime.

#6. Flexibility and Proactivity

How flexible is your maintenance shop? In an ideal world, you could plan a work sheet that outlines what, if any, additional work the aircraft needs during its scheduled shop visit. Making time for any planned avionics upgrades (for example) is a wise way to squeeze the most benefit out of a shop visit. So, assuming your own requirements are reasonable, how proactive and flexible is the shop to fulfill these aims?

#7. Software Updates

In today's modern glass cockpit, software drives so much – so software updates long-ago became a fact of life. Because of differing cycles, schedules and suppliers, pin-down, in writing, 108

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how your maintenance provider will handle (or not handle) avionics systems software updates.

#8. Managing Priorities

Some maintenance needs may be actions you can defer, while others are crying out for your attention yesterday. To avoid a snowball effect of unanticipated maintenance expenses, work with your aircraft's maintenance home to identify items you can delay. You may be able to defer low-priority and low-complexity needs until a subsequent 100-hour or annual inspection, reducing downtime and lowering the immediate bill.

#9. Thinking Long-Term

Since periodic inspections and unplanned maintenance events typically send the maintenance chief digging into the aircraft and engine logs, every maintenance event is an opportunity to look ahead as well as to the past. Looking into the past will help assure everyone that everything is up-to-date and legal. Looking into the past also helps the maintenance folks look forward for recurrent maintenance needs and other periodic requirements, and schedule them for future attention.

#10. Preparing to Repeat

The end of this year's annual, or the next 100-hour inspection provides a perfect milepost for planning future work, such as reupholstering, repainting or replating – or indeed, for the ADS-B mandate that is fast approaching… T Are you looking for more Business Aircraft Maintenance articles? Visit www.avbuyer.com/articles/jet-maintenance

www.AVBUYER.com

Aircraft Index see Page 129


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Community News June18.qxp_Layout 1 22/05/2018 15:41 Page 1

COMMUNITY NEWS T REVIEW

OEM Bites

Aerion says its AS2 supersonic business jet is on track to fly by 2023, with certification expected to follow by 2025. Aerion plans to use an existing GE Aviation engine for the aircraft, which would benefit from the agreement signed with Lockheed Martin in December to develop the aircraft.

More information from www.aerionsupersonic.com

SyberJet’s SJ30i Set for Q3 Maiden Flight As reported in Flight International recently, SyberJet Aircraft has begun ground functional testing on the SJ30i, in preparation for the revamped light business jet's first flight in early Q3 2018...

M

ark Fairchild, general manager and director of sales for the Cedar City, Utah-headquartered company, says the test aircraft's systems are being “rigorously evaluated”, including the hydraulics, avionics, electrical power generation, pressurisation, engines, fuel system, landing gear and flap/slat actuation, as well as flight control and engine rigging. The $8.3m, Williams International FJ442A-powered SJ30i is an upgraded version of the SJ30-2, which was certificated in

2005 by its former owner, Emivest Aerospace. Four examples were delivered and remain in service today. The program was acquired in 2011 by SyberJet’s parent company MTI, whose subsidiary Metalcraft Technologies was the aft fuselage supplier for the aircraft. The SJ30i's flight-test campaign is expected to take a year to complete and will involve around 250 hours of flying. "We hope to get an amendment to the type certificate in mid-2019 and deliver the first aircraft soon after," adds Fairchild. More information from www.syberjet.com

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

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ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

Dassault CEO John Rosanvallon is encouraged by the activity surrounding the recently unveiled Falcon 6X, with strong order conversions from customers of the now-shelved 5X program. The company unveiled the 6X in late February after ongoing engine problems with Silvercrest, forcing Dassault to halt the large-cabin 5X program.

More information from www.dassaultfalcon.com

Embraer X, an Embraer organization dedicated to developing disruptive businesses, has unveiled its first electrical Vertical Take-Off and Landing (eVTOL) aircraft concept. The eVTOL represents an aircraft with a mission to serve passengers in an urban environment, based on safety, passenger experience, affordability and a very low noise and emissions footprint.

More information from www.embraerX.com

Aircraft Index see Page 129


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COMMUNITY NEWS T REVIEW

OEM Bites

Gulfstream says the G500 and G600 recently flew together, each accomplishing records in their respective weight classes. They flew from Shanghai to Honolulu at an average speed of Mach 0.90 in 8 hours and 34 minutes and 8 hours and 35 minutes, respectively, and Honolulu to Savannah at Mach 0.90 in 7 hours and 44 minutes, and 7 hours and 49 minutes, respectively. More information from www.gulfstream.com

Scott Donnelly Textrons

Textron Plays Down Sales Backlog

Cessna and Beechcraft-branded aircraft finished Q1 with a $1.6bn backlog, $400m higher than on December 31. This was the largest increase since Cessna acquired Hawker Beechcraft in 2014 and absorbed the latter’s backlog… ince 2015, Textron Aviation’s combined backlog has hovered between $1bn and $1.2bn. But Textron chief executive Scott Donnelly downplayed the first quarter backlog surprise, which one analyst on an earnings call likened to a “dam bursting”. “I wouldn’t say it’s a dam bursting,” Scott Donnelly replied. Despite the three-month order windfall, Donnelly remains dissatisfied with the profits earned on each aircraft

S

sold, suggesting the Business Aviation sector is not yet strong enough to afford manufacturers pricing power over customers. “We’re still at price levels that we’re not very happy about,” Donnelly says. “The amount of capital and the amount of investment you make in this business warrants a better return. “We have been walking away from deals that are at price levels that are just not acceptable to the business.” More information from www.txtav.com

The BEST AIRCRAFT FOR SALE SEARCH

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AVBUYER MAGAZINE – June 2018

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

HondaJet Central Europe announced the region’s first HondaJet available for charter has debuted with an appearance event at the Chopin-Warsaw Airport. The aircraft, owned by Chopin Vodka, becomes the first HondaJet available for private charter throughout Europe and Russia. More information from www.gulfstream.com

Quest Aircraft appointed Clay Lacy Aviation the authorized Kodiak 100 turboprop dealer in the Northeast US. Clay Lacy’s Oxford, Connecticut facility will handle new Kodiak sales throughout New York, New Jersey, Connecticut, Maine, Massachusetts, New Hampshire, Rhode Island, and Vermont, and is also an authorized Kodiak service center. More information from www.questaircraft.com

Aircraft Index see Page 129


Wright Brothers May.qxp_Layout 1 23/04/2018 15:53 Page 1


Community News June18.qxp_Layout 1 22/05/2018 15:42 Page 3

COMMUNITY NEWS T PEOPLE Marc Drobny has joined StandardAero as president of the company's Business Aviation division. Drobny replaces Marc McGowan who has retired, and he most recently served as President of Executive Jet Management (EJM). Robin Eissler was named Texas Aviator of the Year and is the first female ever to receive the award. Eissler is the COO at aircraft brokerage JetAviva. Marc Drobny

Marillyn Hewson

Scott Goodley has been appointed to Director, Quality Assurance and Chief Inspector for Baker Aviation. Kasey Harwick, who joined the senior management team at Duncan Aviation in July 2017 and has served as Director of Maintenance for the last year, has been named Vice-President, Maintenance at the company’s Battle Creek, Michigan facility.

Robin Eissler

Marillyn A. Hewson, Chairman, President and CEO of Lockheed Martin Corp., has been named 2018 Chief Executive of the Year by Chief Executive magazine, an honor bestowed upon an outstanding corporate leader, nominated and selected by peer CEOs.

John Illson

John Illson has been promoted to Executive Vice President, Professional Resources in System Management, LLC, a wholly-owned subsidiary of ARGUS International. John Spellmeyer is appointed regional avionics sales manager for the western United States, on behalf of Duncan Aviation. Scott Goodley

Dave Thompson has accepted the position as team leader for the first dedicated Falcon team at the Duncan Aviation Provo, Utah facility.

Grazia Vittadini

Grazia Vittadini has been promoted Chief Technology Officer at Airbus, joining the company’s Executive Committee. Kenneth F. Wiegand, principal of Business Airport Consulting, LLC, will provide airport consulting services to The Business Aviation Group clients.

Kasey Harwick

Bill Yantiss has been appointed COO, ARGUS International, a new position within the company. Yantiss previously oversaw ARGUS’ PRISM division. T

Bill Yantiss

BizAv Events France Air Expo Jun 7 – 9 Le Bourget, France www.franceairexpo.com

AeroExpo UK Jun 14 – 16 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

NBAA: Regional Forum Jun 21 White Plains, NY, USA www.nbaa.org

LABACE Aug 14 – 16 Sao Paulo, Brazil www.abag.org.br

CBAA Convention & Exhibition Jun 12 – 14 Waterloo, Ontario, Canada www.cbaa-acaa.ca

Heli UK Expo Jun 14 – 16 Wycombe Air Park, Bucks, UK www.heliukexpo.co.uk

NBAA: Flight Attendants/Technicians Conf Jun 26 – 28 Saint Paul, MN, USA www.nbaa.org

Festival of Flight Aug 18 – 19 London Biggin Hill, UK www.bhfof.com

Isle of Man Aviation Conference Jun 13 Isle of Man, UK www.isleofmanaviationconference.com

GliderExpo UK Jun 14 – 16 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

UK School of Corporate Jet Finance Jul 2 – 4 Surrey, UK www.corporatejetinvestor.com

Mediterranean Business Aviation Sep TBA Sliema, Malta www. aeropodium.com

Corporate Jet Investor Asia 2018 Jun 13 - 14 Grand Hyatt, Singapore www.corporatejetinvestor.com

AOPA – Fly-in Jun 15 - 16 Missoula, MT, USA www.aopa.org

Farnborough Int’l Airshow Jul 16 – 22 Farnborough, UK www.farnboroughairshow.com

MEBAA Conference Sep 3 Jeddah, Saudi Arabia www.mebaa.com

Global Business Aviation Workshop Jun 14 Montreal, Canada www.aeropodiumcom

JETNET iQ Global Business Aviation Summit. Jun 19 - 20 White Plains, NY, USA www.jetnetiq.com

EAA: Airventure Jul 23 - 29 Oshkosh, MI, USA www.eaa.org

NBAA: Regional Forum Sep 6 San Jose, CA, USA www.nbaa.org T

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Aircraft Index see Page 129


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Jetsense Aviation Citation Falcon 50 June.qxp_Empyrean 22/05/2018 10:41 Page 1

S H O W C A S E

Priced at $1,095,000 USD 1989 Falcon 50 Serial Number: Registration: Airframe TT: Landings:

0188 N188FJ 6310 4600

 6,310 Hours TTAF (One Of The Lowest Time Falcon 50’s On The Market)  Landing Gear Overhaul Complied With July 2011, Next Due July 2023  1C, 2C, & 4C Complied With In July 2013 by West Star Aviation  Part 135 Operated and Maintained  Beautiful Paint And Interior  5-Screen Collins ProLine II  Fresh Prebuy Airframe Maintenance Tracking Enrolled on CAMP Engines Honeywell TFE731-3-1C Position: 1 2 S/N: P76652 P76640 THSN: 6310 Hours 6310 Hours TCSO: 4600 Cycles 4600 Cycles TSO: 3974 Hours 3983 Hours TSHO: 1160 Hours 1160 Hours Program: MSP Gold MSP Gold Position: 3 S/N: P76655 THSN: 6040 Hours TCSO: 4413 Cycles TSO: 2294 Hours TSHO: 940 Hours Program: MSP Gold

APU Description Honeywell GTCP36-100(A) Serial Number P-296 Total Time Since New 3793Hours Avionics COLLINS PROLINE II SUITE Autopilot / Flight Director 2 Collins APS-85 Air Data Computers 2 Collins ADS-82 Cockpit Voice Recorder 1 Fairchild A100A Cockpit Displays 5 Collins EFIS-86C-14 Flight Management System 2 Global GNS-XLS w/GPS (approach certified) Global Positioning System 2 GNS-XLS Transponder 2 Allied Signal MST-67A w/Mode S VHF Communication 2 Collins VHF-22B w/8.33 spacing Radar Altimeter 1 Collins ALT-55B Navigation Radio 2 Collins VIR-32 w/FM immunity Traffic Collision Avoidance System 1 Allied Signal TCAS-II w/change 7 General Specifications Seating 2/9 Baggage (CuFt Ext/Int) 90 / 25 Cabin Height (Ft) 5’10” Cabin Width (Ft) 6’1” Cabin Volume (CuFt) 833.92 Interior Galley Location - Forward with microwave, coffee maker, and oven Lavatory Location - Aft (Belted) Exterior Base Paint Color(s) - Matterhorn White Stripe Color(s) - Gold and Green

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

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 129


Jetsense Aviation Hawker 850XP June.qxp_Empyrean 22/05/2018 10:42 Page 1

S H O W C A S E

Priced at $2,595,000 USD 2006 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258752 N752MT 7190 4161

 One Corporate Owner Since New  Part 135 Operated & Maintained  Fresh G (48-Mo.) Inspection  Gear Overhauled 2015  Collins ProLine 21  ATG-5000 WiFi  WAAS/LPV Engines Honeywell TFE731-5BR-1H LEFT ENGINE RIGHT ENGINE S/N: P-129157 P-129156 THSN: 7088.4 Hours 7119.3 Hours TCSN: 4105 Cycles 4126 Cycles TSO: 2882.8 2882.8 TSHS: 775.9 775.9 Program: MSP MSP APU Honeywell GTCP36-150(W) S/N: P-872 TTSN: 3775 Hours Program: MSP Avionics Autopilot / Flight Director 2 Collins FGC 3000 Air Data Computers 2 Collins ADC 3000 Attitude and Heading Reference 2 Collins AHC 3000 Cockpit Voice Recorder 1 Universal 120 Flight Data Recorder 1 Honeywell Flight Management System 2 Honeywell FMC

6000 with WAAS/LPV Global Positioning System 2 Collins GPS 4000A Global Proximity Warning System 1 Honeywell MK V EGPWS Transponder 2 Collins TDR-94D Mode S High Frequency Radio 1 Collins HF 9000 Electronic Standby Instruments 1 Meggit MK2 Radar Altimeter 1 Collins ALT 4000 Communication Radio 2 Collins VHF 4000 Navigation Radio 2 1—Collins NAV-4500, 1— Collins NAV-4000 Traffic Collision Avoidance System 1 Collins TTR 4000 General Specifications Seating 2/10 Baggage (CuFt Ext/Int) 0/50 Cabin Height (Ft) 5’9” Cabin Width (Ft) 6’0” Cabin Volume (CuFt) 736 Seats Full Range (NM) 2462 Balance Field Length (Ft) 5,499.98 Landing Distance (Ft) 2,910.05 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 392 Fuel Usage (Gal/Hr) 287 Service Ceiling (Ft) 41,000 Interior Number of Passengers 10 Including Belted Lav Galley Location Forward Lavatory Location Aft (Belted) Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Yellow and Blue

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com June 2018 – AVBUYER MAGAZINE

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CAAP June.qxp 22/05/2018 09:48 Page 1

S H O W C A S E

Ask price: $6,750,000

2005 Challenger 300 Serial Number: 20048 Registration: N70CR Airframe TT: 5039 Landings: 3054 Airframe FlightDocs computerized maintenance tracking Bombardier Smart Parts Plus 48-month inspection C/W August 2017 (including 96-month items) 96-month inspection C/W August 2013 by Bombardier Wichita Service Center Landing gear OH July 2013 at 3776 AFTT, 2263 landings Engines Honeywell AS907-1-1A Engine Hours: 5039; Cycles 3054 On-Condition Maintenance Engines enrolled in Honeywell MSP (current rate $336.21/hr) Auxiliary Power Unit Honeywell 36-150 (BD) APU S/N P-149; 4088 hours since new APU enrolled in Honeywell MSP (current rate $81.07/hr) Avionics Rockwell Collins ProLine 21 avionics suite Four adaptive flight displays Dual IFIS / dual file servers FMS: Dual FMS-5000 upgraded with SBAS/LPV GPS: Dual GPS-4000S AP: Dual FGC-3002 COMM: Triple VHF-4000 (third unit is dedicated

VHF datalink) HF: Dual HF-9031A RIU: Dual RIU-4100 radio interface units NAV: Dual NAV-4500 DME: Dual DME-4000 AHRS: Dual AHC-3000 Transponder: Dual TDR-94D Radio Altimeter: ALT-4000 TAWS: Honeywell MK-VIII EGPWC CVR: L3 Communications part 2100-1020-000 FDR: L3 Communications part 2100-2043-00 TCAS: Collins TTR-4000 TCAS II RADAR: RTA-844 with turbulence detection ELT: Sextant S1821502-02 XM Weather. DBU-5000 data loader Interior 9-passenger configuration plus belted lavatory Forward 4-place club group Aft LH 3-place divan Aft RH 2-place club group Forward extended galley with sink, microwave, espresso, and TIA coffee maker Curtain between galley and cabin Externally serviced aft lavatory with belted seat Two LCD monitors in cabin Three electrical outlets in cabin, one each in galley and lavatory Aircell Gogo Biz ATG-4000 high-speed internet Exterior Overall white with dark red lower fuselage and dark red and gray stripes, repainted 2010 by Duncan Aviation, Battle Creek

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

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www.AVBUYER.com

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

Aircraft Index see Page 129


Mente June.qxp 22/05/2018 09:49 Page 1

S H O W C A S E

2010 Gulfstream G550

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Registration: Airframe TT: Landings:

Interior 12 seats + 1 Crew Rest ▪ FWD Cabin - Dual Two Place Club Seats (4) w/ Stowable Tables ▪ MID Cabin Dual Two Place Club Seats (4) w/ Stowable Tables ▪ AFT Cabin - Four Pace Conference/Dining (4) and Credenza ▪ Galley - AFT Full-Service Galley w/ Gasper Chilled Storage, One Microwave, ▪ One Enflite High-Temp Oven, Two TIA Coffee Makers ▪ LAVS - FWD Dedicated Crew LAV and Full AFT LAV ▪ Crew Rest Area - Enclosed FWD Dedicated Crew Rest Area ▪ Electric Window Shades ▪ Therapeutic Oxygen System ▪ 30 Gallon Pressurized Water System Exterior Matterhorn White with Blue and Gold Stripes

5290 N3M 3183 1240

• ONE U.S. FORTUNE 100 OWNER SINCE NEW • ENGINES ENROLLED ON ROLLS-ROYCE CORPORATE CARE • AFT GALLEY WITH CREW REST AREA CONFIGURED FOR 12 PASSENGERS • SWIFT BROADBAND HIGH SPEED INTERNET • ENHANCED NAVIGATION ASC-84 (FANS1/A) • SYNTHETIC VISION PRIMARY FLIGHT DISPLAY • RAAS, ADSB-OUT AND TCAS 7.1 APU ▪ Honeywell RE-220 ▪ Serial Number P-623 ▪ Total Time 1,326 Hours

Engines CorporateCare ▪ BR700-710C4-11 Left Right ▪ Serial Numbers 15689 15688 ▪ Hours 3,176 3,176 ▪ Cycles 1,242 1,242 ▪ Engines are On-Condition/Task Oriented Avionics & Connectivity Honeywell PlaneView Suite ▪ (4) Honeywell DU-1310 Flat Panel Display Units ▪ (2) Honeywell DC-884 Display Controllers ▪ (3) Honeywell MC-850 Multifunction Control Display Units ▪ (3) Honeywell AZ-200 Air Data Modules ▪ (1) Honeywell WU-880 Weather Radar receiver/Transmitter Antenna ▪ (2) Honeywell WC-884 Weather Radar Controllers ▪ (1) L3 Cockpit Voice Recorder (CVR) ▪ (2) Mason Cursor Control Devices

2008 Gulfstream G450

E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595

Serial Number: Airframe TT: Landings:

One (1) L3 Flight Data Recorder (FDR) Two (2) Davtron Digital Clocks One (1) L3 EBDI-4000 Radio Magnetic Indicator (RMI) One (1) Honeywell MCS 7000+ SATCOM

4131 2634.1 1031

Airframe ▪ Maintenance Tracking CMP ▪ Certification Part 91 Engines Engines: Mid-Life C/W Dec 2017 ▪ Tay 611-8C Left Right ▪ Serial Numbers 85287 85286 ▪ Hours 2,629.9 2,629.9 ▪ Cycles 1,029 1,029 ▪ Next Shop Visit (O/H) Dec 2027 Dec 2027 ▪ Next Shop Visit (hrs) 8,629 8,629

APU Honeywell 36-150(G) ▪ Serial Number P-246 ▪ Total Time 1,232 Hrs. ▪ Total Cycles 978 Avionics & Connectivity Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/Kollsman Visual Guidance System (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units One (1) Honeywell MT-860 Third Navigation/Communication Cabinet

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

Advertising Enquiries see Page 12

www.AvBuyer.com

Interior 16 Pax, Forward Cabin has Double Club seats with executive fold-out tables. Mid-cabin has conference group opposite a credenza. Aft cabin has dual 4 person divans in neutral cloth covering. ▪ Forward Galley ▪ Forward and Aft Lav ▪ Two Pocket Doors; manual Galley / Forward cabin and electric mid-cabin / aft cabin Exterior 2008 Paint: Matterhorn White and Gloss Black with Orange, Gold, and Silver stripes

Tel: +1 214 351 9595 E-mail: info@mentegroup.com www.mentegroup.com

June 2018 – AVBUYER MAGAZINE

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Dassault Falcon 900EX EASy II.June.qxp 23/05/2018 10:01 Page 1

S H O W C A S E

2006 Falcon 900EX EASy ll Serial Number: Airframe: Landings:

162 4564 2073

Honeywell Primus Epic System EASy II, Honeywell MCS-7120 Satcom (Preferred sitcom for CPDLC Compliance), Tripe FMS/IRS, Honeywell TCAS-2000 (Change 7.1), Spacious open and bright 12 passenger cabin interior, Forward & aft lavatories, Engines and APU-on MSP, Z,3A AND 2A+/1A+ Inspections completed 2016 by DAS-Remo, 2C/C Inspection and Landing Gear overhaul due 4th Quarter of 2018 Avionics & Connectivity Honeywell Primus Epic System EASy II (Baseline – Cert. I - without options) Flight Display System : Honeywell EASy (four 14-inch LCD’s, two Cursor controls & two keyborads) Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell VOR/ILS/Marker Navigation System dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual Honeywell TCAS II System Honeywell TCAS-2000 (Change 7.1)

Color Weather Radar System Honeywell Primus 880 Communication Management Function Honeywell EASy SATCOM Aero H+/Swift Broadband Honeywell MCS-7120 HF Communication Systems dual Collins HF9000 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity & Windshear Warning System Honeywell EASy Radio Altimeter System Honeywell RT-300 Cockpit Voice Recorder Honeywell SSCVR (120 minutes) Flight Data Recorder Honeywell SSFDR Data Acquisition & Central Maintenance Computer Honeywell EASy Additional Equipment Honeywell - 20 inch LCD monitor, DVD-C player, three AV-900 Flight Deck Audio, Selcal, DL-700 Data Management Unit, LSS-860 Lightning Sensor System. Honeywell EASy: Electronic Jeppesen Charts. Miltope printer, Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency), NAV interface to ELT, Airshow 410, Rosen plug-in receptacle for an 8.4 inch LCD monitor, 115 cubic ft oxygen bottle Price: Make Offer Available December 2018

www.dassaultfalcon.com

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Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 Tel: + (1) (201)-541-4620 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned Aircraft Index see Page 129


AirGo May - house style adapted.qxp 22/05/2018 09:50 Page 1

NEW AVANTI EVO

AirGO AOC Package

©PiaggioAerospace

German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • Experienced pilots… Just buy and fly! FEATURES New Noise Reduced Propeller / Anti-Skid / Pro Line 21 / LPV & ADSB out Electronic Charts and Maps Overlay / Paperless Cockpit / 2nd GPS Garmin Steep Approach (approved at London City Airport) Max Take Off Weight Increase (12,100 lbs.) / Polished Leading Edges CABIN • VIP 6 Seat Cabin Arrangement in your color specifications 4 single passenger seats in club arrangement with extra wide space & Dual executive tables, 2 single side-facing seats in front & power outlets • Big refreshment center and additional cabinet • Fully enclosed lavatory, sink with water system and wardrobe

You can’t classify it as jet or turboprop: the Avanti EVO is a class of its own: Faster than a light jet, a stand-up cabin like a midsize jet, flying altitudes like airliners but with the fuel consumption of a turboprop. Low fuel consumption and the noise-reduction propeller design makes the EVO the greenest business jet. The AVANTI EVO amazes every passenger with its inviting 1.75-meter ceiling cabin allowing for comfortable movement and a gangway to walk through. The cabin noise level and vibrations are as low as in modern jets. With a convenient restroom with window, lavatory and wardrobe, the AVANTI EVO is the ideal airplane to be used for long flights while also landing on short runways. AirGO SERVICES The AirGO key business is the commercial charter and corporate management of private jets. The supervision of the process from purchase of your AVANTI EVO to the start of operation is a complementary service included in the AirGO management contract. Under the mandate the AirGO CAMO is fully responsible for maintenance tracking and supervision. The 24-h Sales & OPS Team organises your flight as well as third party charter, schedules crew... and takes care of your special wishes while the approved AirGO Training Organisation oversees continuous pilot training.

2008 AVANTI II sn1159

No enrolment fee & No ground time during owner change Experienced pilots – Just buy and fly! Fresh B-check & 3000h items, all SB current Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 & Satellite Phone Air Cell ST3100 Max Take Off Weight Increase (12,100 lbs.) CABIN VIP 7 seat cabin arrangement with 4 single passenger seats in club arrangement with dual executive tables, 1 forward-facing club seat, two-place divan Refreshment center, additional cabinets & under seat stowage floor drawers Grey leather upholstering, power outlets Fully enclosed lavatory, sink with water system and wardrobe

1.6 Mio. $

Avionics: Collins Pro-Line 21 Radio Management System – Collins RTU-4200, CDU-3000 Dual VHF COM - Collins VHF-4000 Transceiver with 8.33 kHz spacing VHF NAV 1 + ADF - Collins NAV-4000 VOR/ILS/MKR/ADF Receiver VHF NAV 2 - Collins NAV-4500 VOR/ILS/MKR Receiver Single DME - Collins DME-4000 (3 channel) Dual Mode S Flight ID Diversity Transponder - Collins TDR-94D Radio Altimeter - Collins ALT-4000 (Operation to 2500 ft) Turbulence Detection Weather Radar - Collins RTA-852 Color Radar TCAS I – L-3 Communications SkyWatch HP model SKY899 TAWS Class B with Worldwide Database – L-3 Landmark TAWS 8000 EFIS with EIS – 3 Collins displays AFD-3010, two DCP-3030, CCP-3000 Single FMS - Collins FMC-3000 (NAV to NAV and VNAV) CDU-3000 GPS Sensor Unit - Collins GPS-4000A & 2nd GPS Garmin 400 ELT (3 frequency) / Dual Master Annunciator / RVSM and CAT II Compliant AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany

Call: +49 6131 540 63 12 Write: turnkey@airgo.de www.airgo.de

Fly smart – Fly Avanti Advertising Enquiries see Page 12

www.AvBuyer.com

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S H O W C A S E


Mesotis June.qxp 24/05/2018 12:38 Page 1

S H O W C A S E

2006 Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings: • • • •

305 TC-SHY 1938 1041

EASA COMPLIANT ENGINES ON JSSI LOW HOURS NO DAMAGE HISTORY

Engines Description Serial Number Total Time Cycles

ENGINE #2 ENGINE #1 Pratt & Whitney 305A PCE-CA0469 PCE-CA0468 1938 1938 1041 1041

APU

Interior

• Description T-20G-10C3A • Serial Number SP-E060427 • Total Time & Cycles 1261 Hours | 1733 Cycles

Avionics

• The eight (8) passenger fireblocked interior features two (2) forward facing single seats followed by a three (3) place divan opposite a two (2) place conference group. • The forward cabin features a center/galley while the aft lavatory seat is belted offering seating for one (1).

• Four Liquid Crystal Flight Displays (EFIS) (Collins Proline 4) • Dual Collins VHF COMM (VHF-422C with 8.33 Spacing) • Collins Dual VOR/ILS Navigation Receivers (VIR-432 with FM Immunity) • Collins Dual Mode S Transponders (TDR-94D) • Dual Universal Flight Mgmt. Systems with GPS, PRNAV Compliant (UNS-1E) • Dual Rockwell Automatic Direction Finder (ADF-462) • Dual Distance Measuring Equipment (DME-442) • Universal Cockpit Voice Recorder (CVR-120) • Dual Collins Air Data System (ADC-850D)

• Airshow 400 • Increased Gross Weight • Cabin Video System – with Two (2) DVD Players • 10 Disk CD Changer • 15.1 inch (38 cm) Fwd Video Monitor • 15.1 inch (38 cm) Aft Video Monitor • TIA Microwave Oven • Hot Liquid Container • Iridium Phone System with Two (2) Wireless and One (1) Wired Handset

Additional Equipment

2014 Falcon 2000S Serial Number: Airframe TT: Landings:

715 1737 670

• • • • •

EU-OPS 1 COMPLIANT ENGINES ON ESP APU ON MSP ON CAMP HONEYWELL SMARTVIEW SYNTHETIC VISION SYSTEM • UNDER MANUFACTURER GUARANTEE • CORPORATE USAGE • EXTERIOR AND INTERIOR IN EXCELLENT CONDITION • SBAS / LVP

Engines Model Serial Number Total Time Cycles

ENGINE #1 PW308C PCE-CA0469 1737 670

Avionics • Smartview Synthetic Vision System (SVS) • Honeywell Easy II • HUD • Air Data Dual Honeywell AZ-200 • VHF Communication Dual Honeywell TR-866B • Flight Deck Audio Dual Honeywell AV-900 • Emergency Locator W/Navigation System Interface ELTA • Data Interface Unit Aircell Axxess II • Communications Management Function (CMF) WI Arinc Direct • Honeywell EASy

Mesotis Jets Michael Rusetski Fleischmarkt 7/3 1010 Vienna Austria

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ENGINE #2 PW308C PCE-CA0468 1737 670

www.AVBUYER.com

• VOR IILS Marker Dual Honeywell NV-875B • Automatic Direction Finder Honeywell DF-855 • Second Automatic Direction Finder Honeywell DF-855 • SBAS GPS Dual Honeywell • Flight Management Dual Honeywell EASy • Third Flight Management System (FMS) Honeywell EASy

Interior Extraordinary Cabin Design Ten (10) seats configuration: • 4 place club seating • 4 place dining arrangement • 2 place club seating

Mob: +43 660 4630907 Tel: +43 1 533 75 7216 E-mail: mrusetski@mesotisjets.com www.mesotisjets.com Aircraft Index see Page 129


Empyrean Aircraft G450 May.qxp_Empyrean 23/05/2018 14:45 Page 1

S H O W C A S E

2007 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4094 T7-LFZ 4,427 1,806

This December 2007 delivered Gulfstream 450 is the next in line of aircraft to be bought and sold by Empyrean Aircraft Consulting Ltd for the current Owner. The aircraft completed its 96 month inspections in May 2016 in Savannah which included a complete interior refurbishment – the interior retains its “as new” look. The aircraft is aggressively priced and now awaits a new home Engines Rolls Royce Tay 611-8C Engines on Rolls Royce Corporate Care Engines 1 & 2: 4,412 hours Cycles 1,801 APU Honeywell GTCP-36-150(GIV). Total Time: 4,888 Hours APU enrolled on Honeywell MSP. Enrolled on CMP.NET Enrolled HAPP Avionics & MPP (Mechanical) Up Front ….. and more CPDLC and FANS 1A compliant Honeywell PlaneViewTMCockpit Honeywell/KollsmanVGS Visual Guidance System (HUD/EVS) Honeywell MT-860 Communications Cabinet Dual Honeywell MRC-855C Modular Radio Cabinet Triple Honeywell AV-900 Audio Panels

Triple Honeywell AZ-200 Air Data Modules Honeywell GP-500 Flight Guidance Panel Triple Honeywell MAU-913 Modular Avionics Unit Triple Honeywell NZ-2000 FMS Dual 24-Channel Global Positioning System Airborne Flight Information System with SATCOM Link Dual Honeywell RT-300 Radio Altimeter Honeywell LSZ-860 Honeywell TCAS-2000 TCAS (change 7.1 compliant) Enhanced GPWS with WindshearDetection Triple Honeywell LASEREF V IRS L3 FDR Flight Data Recorder L3 CVR Cockpit Voice Recorder Honeywell 880 Radar Additional & Entertainment Inside Airshow4000 EVS on Cabin Display One (1) 24” Forward cabin HD AirshowLCD Monitor (2016) One (1) 19” Aft cabin HD AirshowLCD monitor (2016) Six (6) 7” Forward and Aft HD AirshowLCD monitors mounted to sidewalls (2016) SecuraplaneExternal Camera System (forward, aft and tail views) Aft Equip Bay Storage w/TronairAxle Jack Cabin Layout • Fourteen seats finished in Zinc Cream Leather (2016). • Forward cabin consists of four single-seat. • Mid cabin has four-place divan & two single seats. • Aft cabin has two double-seats around a conference table. Please Call

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

Advertising Enquiries see Page 12

www.AvBuyer.com

Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com June 2018 – AVBUYER MAGAZINE

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M A R K E T P L A C E

Citation CJ2

Capital Jet Group, Inc Price:

$2,395,000 USD

Year:

2002

S/N:

525-0087

Reg:

N474PC

TTAF:

3714

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

Available immediately. TAP Advantage Elite, Two US Owners since new, 3-tube Collins Pro-line 21 EFIS, Skywatch, CVR, 6 pax leather interior +belted lav seat, GoGo WiFi, FAR 135, no damage. Call for more information

Location: USA

Bombardier Challenger 604

Action Aviation Price:

Please Call

Year:

2005

S/N:

5591

Reg:

T7-BIZ

TTAF:

6007

Location: United Kingdom

Tel: +44 (0)7715 990936 E-mail: mbutler@actionaviation.com Excellent condition late model CL604. Always hangered. Entire Cabin Refurbishment Feb 2010. Partial Cabin Refurbishment Mar 2017 (new carpet; refurbished cabinetry and leather seating). Exterior Repainted Jun 2013. Engine on GE On-Point and APU on MSP. Upgraded to GTCP 36-150 APU. Autothrottles. TCAS II Change 7.1. Upgraded FMS to Precision Plus. Collins Airshow 400. Multi-region DVD player + Dual 18” LCD monitors. GoGo Internet w/ GoGo Biz & Video on Demand. GoGo Aviator 300 SATCOM. Forward galley with hi-temp oven and Iacobucci cappuccino maker. EASA Registration, EU-OPS 1

www.actionaviation.com

Embraer Legacy 500

Tel: +1 (305) 812-6168 E-mail: allares@aol.com

Al Lares Price:

Make Offer

Year:

2015

S/N:

TBD

Reg:

TBD

TTAF:

255

Lowest total time currently advertised Legacy 500 for sale in the world, very well equipped Engine/Apu currently enrolled on MSP Gold, warranty until 11/2020

Location: USA

Hawker Beechcraft 850XP

Tel: +7 985 222 6868 E-mail: vitalyo@comavia.ru

Vitaly Okorokov Price:

Please Call

Year:

2007

• Collins Pro Line 21 Avionics

S/N:

258827

• Always hangared

Reg:

G-HSXP

TTAF:

2580

• Engines and APU on MSP Gold

• One owner since new • No Damage History • Fresh E inspection

Location: Russian Federation

Beechcraft Premier 1

Topjets Ltd Price:

$1,470,000 VAT Paid EU VAT paid status ( C88 form) – you can fly the aircraft private

Year:

2005

S/N:

125

Reg:

LZ-PDM

TTAF:

3130

Location: Bulgaria

124

AVBUYER MAGAZINE – June 2018

Tel: +359 888 270 7209 E-mail: aircraft_sales@topjets.eu

www.AVBUYER.com

and never have to worry if some EU country might request you to pay VAT under private flight/registration. 1200 hours Inspection done 12 months ago. 600 hours Inspection done 2 months ago. Free of any CAMP/maintenance tasks for the next 200 hours. Engines on TAP BLUE - 153 usd per hour per engine. Maintained only in German Part 145 MROs. If you choose to leave the aircraft in our AOC you can use 2 or 4 of our Typerated pilots ( you do not have to pay approx. 30 000 EUR per pilot for typerating). Price Reduced

Aircraft Index see Page 129


P124-127.qxp 22/05/2018 11:32 Page 2

Bell 206B III

Ken Porter Auctions Price:

Make Offer

Year:

1987

S/N:

3956

Reg:

N211LA

TTAF:

32154.0

M A R K E Tel: +1 (310) 353 7140 T E-mail: craig@kenporterauctions.com P L To Be Auctioned on Saturday June 2nd at 11am by Ken Porter A Auctions in Carson, CA C On behalf of the City of Los Angeles Police Dept E Inspection on Thursday and Friday 5/31 and 6/1 Contact Ken Porter Auctions or visit website www.kenporterauctions.com

Location: USA

www.kenporterauctions.com

Bell 412

Ken Porter Auctions

Tel: +1 (310) 353 7140 E-mail: craig@kenporterauctions.com

Price:

Please Call

Year:

2004

S/N:

36329

Reg:

N8346A

Inspection on Thursday and Friday 5/31 and 6/1

TTAF:

3195

Contact Ken Porter Auctions or visit website www.kenporterauctions.com

To Be Auctioned on Saturday June 2nd at 11am by Ken Porter Auctions in Carson, CA On behalf of the City of Los Angeles Fire Dept. Only 3,195 hours.

Location: USA

www.kenporterauctions.com

Airbus/Eurocopter EC 130B4

Agnieszka Now

Tel: +1 420 723 752 559 E-mail: sl631984@gmail.com

Price:

€1,400,000 VAT Paid Private heli,white pearl,service eurocopter,camo. Perfect

Year:

2005

S/N:

TBD

condition, Klima, No accident, Information on mail,VAT paid, service eurocopter, 144 mounth inspection is all done

Reg: TTAF:

1170

Location: Poland

Bell 212

Jayrow Helicopters Price:

Please Call

Year:

1988

S/N:

31300

Reg:

VH-JJK

TTAF:

3018

Location: Australia

Bell 212

Jayrow Helicopters Price:

Please Call

Year:

1978

S/N:

30900

Reg:

VH-JJY

TTAF:

11,437

Location: Australia

Advertising Enquiries see Page 12

www.AVBUYER.com

Tel: +61 407 671 672 E-mail: grahame.casey@jayrow.com.au Two pilot IFR including Bell SCAS. Excellent condition, utility and firefighting configuration. 3000 hourly/5 year inspection completed in August 2016. Extensive spares, role equipment, GSE and tooling package available separately. Airframe: BLR Fast Fin and Strakes, Dart Full Vertical Reference Door, Dart Extended Height Skid Gear 39”, 1 x 90 gallon auxiliary fuel tank, 2 x 20 gallon auxiliary fuel tanks. Avionics/Radios: Garmin GNS 530W GPS, KTR 908 VHF COM, Technisonic TFM-138 VHF COM. Additional Equipment: Simplex 304 Fire Attack Tank with offload pump, Kawak electric system and snorkel

Tel: +61 407 671 672 E-mail: grahame.casey@jayrow.com.au Excellent condition, utility and firefighting configuration. 3000 hourly/5 year inspection completed in August 2017. Extensive spares, role equipment, GSE and tooling package available separately. Airframe: BLR Fast Fin and Strakes, Dart Extended Height Skid Gear 39”, 1 x 90 gallon auxiliary fuel tank, 2 x 20 gallon auxiliary fuel tanks, Onboard Systems cargo hook and suspension system. Avionics/Radios: Garmin GNS 530W GPS, KTR 908 VHF COM, Technisonic TFM-138 VHF COM. Additional Equipment: Simplex 304 Fire Attack Tank with offload pump, Kawak electric system and snorkel

June 2018 – AVBUYER MAGAZINE

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P124-127.qxp 22/05/2018 11:32 Page 3

M A R K E T P L A C E

Beechcraft King Air 350i

Tel: +7 918 462 0659 E-mail: marina@simavia.com

Simon Mnoian Price:

$4,100,000 Excl. VAT Radar receiver/Antenna Collins RTA-852. Air Data Computer

Year:

2013

S/N:

FL-857

Reg:

D-CVMG

TTAF:

200

Location: Germany

Airbus/Eurocopter AS 350B-3

Collins ADC-3000. Global Positioning Sensor Unit Collins GPS-4000S. COMM Transceiver Collins VHF-4000. COMM Transceiver Collins HF-9000. ILS/ADF/NAV Receiver Collins NAV-4000. Distance Measuring Equipment DME Collins DME4000. Additional equipment: FL-0250 SB-100 - 220 volt, 1,000 watt. FL-4040 Extra navigation package (second antenna ОМЕ and antenna ADF). FL-4050 Emergency hatchet. FL-9050 Ocean package. FL-0205 AirCell Axxess II with wireless connection to Aircell

Tel: +44 (0)151 448 0388 E-mail: info@helicentre.com

Jon Rayner Price:

£1,395,000 Excl. VAT AS350B3-2B1. 3-axis autopilot. EFIS. TCAS. ELT. AOC

Year:

2007

S/N:

4301

Reg:

G-SPVK

TTAF:

1600

equipped, available with or without AOC leaseback

Location: United Kingdom

Airbus/Eurocopter AS 365N-2

Tel: +44 (0) 1276 859 100 E-mail: gary.butcher@starspeed.co.uk

Starspeed Limited Price:

Make Offer

Year:

1991

S/N:

6393

Reg:

G-LCPL

TTAF:

4,600

Reliable and Professionally operated by Starspeed Ltd since 2005, G-LCPL is in great condition externally and within the 6 place cabin. Double sliding doors are installed and two aft facing Captains' chairs are interchanegable with the supplied bench seat. No expense has been spared maintaining this excellent N2 Dauphin. All maintenance and SB's up to date, floats are installed and this helicopter found fame in the closing sequence of James Bond 'Spectre'!

Location: United Kingdom

Airbus/Eurocopter EC 120B

Heliair B.V. Netherlands Price:

€925,000

Year:

1999

S/N:

1069

Reg:

PH-RBC

TTAF:

3125

Location: Netherlands

Bell 206B III

€320,000

Year:

1975

S/N:

1827

Reg:

SE-HOZ

TTAF:

4178

Location: Sweden

126

AVBUYER MAGAZINE – June 2018

- 12 year inspection done in 2013 - New Paint in 2015 - Used as personal transport - Leather interior - Garmin GTR 225 - Garmin GTX 328 Transponder Mode S - Kannad ELT - Side provision Cineflex mount - IPad holder - Retractable landing light - EASA VFR Night Approved New Module 2 11-2017 - 200 hours Since NEW (liftime until 2033 may) Module 1 400 hours left (no liftime limit) New 500 hours / 24M inspection done All sd/ad's current

Scandinavian Helicopter Center AB Price:

www.AVBUYER.com

Tel: +31 (0) 652 407 808 E-mail: arno@heliair.nl

Tel: +46 (0) 70 164 03 01 E-mail: info@helicenter.se

FOR IMMEDIATE SALE. Artificial horizon. Directional gyro. GPS, Garmin 295. Intercom PS Enginering PM3000. 5-place ICS. Comm, ICOM IC-A220. Comm, ICOM IC-A220. XPDR, Bendix/King, KT 76 A TSO (Mode-C). Davtron OAT gauge, clock/pitch-timer, DC-voltage. ELT, Artex ME-406. Rolls-Royce 250-C20B. High skid landning gear. Rotor brake. Bleed air cabin heater. Range extender fuel system, 96,7 U.S. Gallons. Cargo hook provision. Bambi-bucket provision. First aid kit. Fire extinguisher. Crew shoulder harness. Particle separator engine air including system. Engine (Automatic) Re-ignition system

Aircraft Index see Page 129


P124-127.qxp 22/05/2018 11:32 Page 4

Leonard Hudson

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

M A R K E Tel: +1 (806) 662 5823 T Drilling Email: ronfernuik@hotmail.com P L Exceptional 1995 Hawker 800A, N337WR, full true world 2600 A nm range. Will consider trades for Citation CJ1, CJ2 or Bell 212, C 412 or 407. Cycles: 4676. Engines: TFE 731-5R-1H Dee Howard E Thrust Reversers enrolled on MSP Gold. APU: Sundstrand T-62T-

Location: TX, USA

40C8D1 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 12

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

127


P128.qxp 23/05/2018 16:22 Page 1

I N D E X

Advertiser’s Index 1st Source Bank ..................................................99 21st Century Jet Corporation .........................130 Aircraft Finance Corporation .............................59

ADVERTORIAL

GLOBAL JET: “Always a step ahead”

AirGO Private Airline ........................................121 AMJET Aviation .....................................................47 Aradian Aviation....................................................83 Asian Sky Group ..................................................53 AVI Survival Products........................................107 Avjet Global...................................................36 - 37 Avpro ..............................................................18 - 20 Bank of the Ozarks ..............................................61 Boutsen Aviation...................................................77 CAAP....................................................................118 Central Business Jets .......................................131 Conklin & de Decker............................................95 Corporate Concepts ...........................................71 Dassault Falcon Jet ...............................2 - 3, 120

18 YEARS OF EXPERTISE AND ABOVE ALL STANDARDS As we are well into 2018 Global Jet has already drawn-up a positive report for the rest of the year to come. The European Leader in Business Aviation keeps on growing; its expansion strategy is based on a regular scale. Our goal is the satisfaction of our customers and no compromise will be made on the quality of service the company is known for since 18 years’ states Abner Tato, Vice President Marketing and Inflight Quality.

Duncan Aviation ...........................................26 - 28 Eagle Aviation........................................................25 Elliott Jets ..............................................................55 Empyrean Aircraft Sales...................................123 Freestream .............................................................33 General Aviation Services ..................................79 Global Jet Capital.................................................69 Global Jet Monaco ................................ 5 - 11, 13 Hatt & Associates.................................................73 JetBrokers .....................................................42 - 43 Jetcraft Corporation ..........................22 - 23, 132 Jeteffect .........................................................50 - 51 JETNET...................................................................87 Jet Sense Aviation ..................................116 - 117 JSSI (Jet Support Services)............................109 LBAS ....................................................................105 Lektro....................................................................107 Leviate Air Group .................................................63

Since the beginning of 2018, 5 aircraft joined the fleet and the company expects to add another 10 aircraft in the months to come, either fully private or commercial; these aircraft confirm the major role Global Jet plays on the private aviation market. With more than 75 aircraft, 28 different types, from all sizes and manufacturers Global Jet is the key player in its field offering a diversified offer on the charter market. Proud to announce the expansion of the charter fleet in the past 3 months with a one-of-a-kind Global Express, featuring a unique interior and by providing an extraordinary ultra-long range, and by the addition of two Global 5000 charter friendly aircraft. With all the current and new jets available, 2018 already shows a promising and amazing year in terms of charter hours and revenue, comments Leonard Bertholet, Charter Sales Director.

MEBAA ................................................................111 Mente Group ......................................................119 Mesotis Jets ........................................................122 NBAA - BACE.......................................................85 NBAA Corporate ...............................................115 OGARAJETS................................................30 - 31 Par Avion..............................................................105

Our Aircraft Sales and Acquisitions Department in Monaco has been extremely successful as well. In terms of fresh sales, just to mention a few, a Gulfstream 650, a Global 5000, a Global XRS and a Falcon 7X have been recently sold thanks to the company’s savoir-faire. The web page

www.globaljetconcept.com/content/s ales-acquisitions speaks for itself. Our Primary advantage lies in our in-depth knowledge of this business. With our experience, long standing relationships with the main manufacturers, efficient networks, administrative and technical expertise, we assist our customers every step of the aircraft sales and acquisitions process by optimizing their resources, Says Hardy Sohanpal, Aircraft Sales Director. Furthermore, a new charter department has been created in Monaco with the arrival of a new “Charter Sales Executive”, Nils Lovag. Having a strong experience in the “brokerage” field, Nils Lovag, will advise customers and find optimal solutions adapted to the client’s needs. A large number of our aircraft pass by the Riviera during the high season, this would give us the opportunity to meet the growing demand of the region by sharing our experience and expertise. Global Jet is built to serve the clients anywhere around the world and their transparent way of working and contracting also allows them to be flexible and tailor any of their clients wishes. With over 650 employees worldwide Global Jet has the right philosophy and ingredients to continue leading the market at the highest level. www.globaljetconcept.com

Rolls-Royce ..........................................................89 Southern Cross Aviation.....................................81 Sparfell & Partners ......................................40 - 41 Textron Aviation ..................................................103 The Elite New York ............................................102 The Jet Business ......................................1, 14 -15 VREF.....................................................................107 Wright Brothers Aircraft Title ..........................113

128

AVBUYER MAGAZINE – June 2018

AvBuyer (USPS 014-911), June 2018, Vol 22 Issue No 6 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

www.AVBUYER.com

Aircraft Index see Page 129


P129.qxp 24/05/2018 12:49 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS ACJ319 . . . . . . . . 40, 53 ACJ380-800 . . . . 40

BAE AVRO RJ70. . . . . 42

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 15, 33, 77 747-8 . . . . . . . . . . 40 757 . . . . . . . . . . . 37

BOMBARDIER Global 5000 . . . . 11, 22, 23, 105, 132 Global 6000 . . . . 22, 36, 132 Global 7000 . . . . 15 Global Express . 7, 81, 132 Global Express XRS. . 8, 15, 23, 132, . . . . . . . . . . . . . . . 132 Q Series Q400 .

Challenger 300 . . . . . . . . . . . 18, 23, 50, 118, 132 350 . . . . . . . . . . . 47 601-1A . . . . . . . . 19 601-3A ER . . . . . 22 604 . . . . . . . . . . . 22, 27, 37, 77, 124 605 . . . . . . . . . . . 22, 23, 132 650 . . . . . . . . . . . 23, 132 800 . . . . . . . . . . . 42 850 . . . . . . . . . . . 23, 132

Learjet 31A . . . . . . . . . . . 25, 42, 43, 81 35A . . . . . . . . . . . 42 36A . . . . . . . . . . . 127 40XR . . . . . . . . . . 50 45 . . . . . . . . . . . . 81, 105 45XR . . . . . . . . . . 37, 55, 81 55 . . . . . . . . . . . . 43 60 . . . . . . . . . . . . 43, 122 60XR . . . . . . . . . . 20, 47 75. . . . . . . . . . . . . 23, 132

CESSNA Citation I . . . . . . . . . . . . . . 41 II . . . . . . . . . . . . . 23, 43 III . . . . . . . . . . . . . 23, 43, 132 V. . . . . . . . . . . . . . 42, 63 VI . . . . . . . . . . . . . 43 X . . . . . . . . . . . . . 51

AIRCRAFT

PAGE

AIRCRAFT

X+ . . . . . . . . . . . . 63 XLS . . . . . . . . . . . 30, 51, 132 XLS+ . . . . . . . . . . 131 CJ . . . . . . . . . . . . . . 25 CJ1. . . . . . . . . . . . . 55 CJ2. . . . . . . . . . . . . 41, 124 CJ2+ . . . . . . . . . . . 55 CJ3. . . . . . . . . . . . 20, 25, 30, 47, 81 Bravo . . . . . . . . . 51 Columbia 400SLX . . 25 Excel . . . . . . . . . . 19, 25, 26, 28, 51, . . . . . . . . . . . . . . . 55 Encore+ . . . . . . . 47 Mustang. . . . . . . . 77 P210 . . . . . . . . . . 42 T182 Turbo . . . . 25 T206H . . . . . . . . . 25

CIRRUS SR22TGTS . . . . . 25, 42

DAHER SOCATA TBM850 Elite. . . 55 TBM930 . . . . . . . 55

DASSAULT FALCON 7X . . . . . . . . . . . . 6, 23, 53, 77, 81, . . . . . . . . . . . . . . . 130, 131, 132 20C-5AR. . . . . . . 42 20F-5BR . . . . . . . 47 50 . . . . . . . . . . . . 47, 116, 130 50EX . . . . . . . . . . 19, 27, 37, 40, 79, . . . . . . . . . . . . . . . 130 200 . . . . . . . . . . . 41 900 . . . . . . . . . . . 130 900B . . . . . . . . . . 19, 71, 130 900C . . . . . . . . . . 130, 131 900DX. . . . . . . . . 2 900DX EASy . . . 131 900EX . . . . . . . . . 19, 40, 130 900EX EASy . . . 3, 19, 23, 130, . . . . . . . . . . . . . . . 131 900EX EASyII . . 71, 120 900LX . . . . . . . . . 2, 105, 130 2000 . . . . . . . . . . 9, 26, 77, 81, 132 2000DX. . . . . . . . 131 2000EX. . . . . . . . 3, 14 2000EX EASy . . 14, 73 2000LX . . . . . . . . 13 2000S . . . . . . . . . 53, 122 2000XLS. . . . . . . 27

PAGE

AIRCRAFT

PAGE

DORNIER

IAI

328-310 . . . . . . . 28 328 . . . . . . . . . . . 77

Astra . . . . . . . . . . 42

PIAGGIO EMBRAER Legacy 500 . . . . 124 Legacy 600 . . . . 40 Legacy 650 . . . . 43 Lineage 1000E . 15, 131 Phenom 100 . . . 26 Phenom 300 . . . 30, 55

Avanti II . . . . . . . 51, 121 Avanti EVO. . . . . 121

PIPER Cheyenne IIIA . . 42 Merdian . . . . . . . 55

SABRELINER GULFSTREAM

65 . . . . . . . . . . . . 42

III . . . . . . . . . . . . . 18 IV . . . . . . . . . . . . . 23, 81, 119, 132 IVSP . . . . . . . . . . 50, 77, 83 V. . . . . . . . . . . . . . 18, 33, 37, 71, 83 150 . . . . . . . . . . . 37, 42, 50, 83 200 . . . . . . . . . . . 18, 26, 30, 50 300 . . . . . . . . . . . 27 450 . . . . . . . . . . . 10, 23, 83, 123, 132 500 . . . . . . . . . . . 14 550 . . . . . . . . . . . 14, 18, 33, 53, 77, . . . . . . . . . . . . . . . 83, 119 650 . . . . . . . . . . . 23, 47, 132 650ER. . . . . . . . . 53

HELICOPTERS AGUSTAWESTLAND AW109SP. . . . . . 20 AW109E Power . 41 AW109S Grand . 41 AW139 . . . . . . . . 41 A119 Koala . . . . 83

HAWKER BEECHCRAFT

BELL

King Air

206BIII . . . . . . . . 125, 126 212 . . . . . . . . . . . 125, 127 407 . . . . . . . . . . . 83 412 . . . . . . . . . . . 125 412 EP . . . . . . . . 83 412EMS . . . . . . . 127 427 . . . . . . . . . . . 41

200 . . . . . . . . . . . 42 250 . . . . . . . . . . . 55 350 . . . . . . . . . . . 42, 83 350i . . . . . . . . . . . 126 B200 . . . . . . . . . . 41, 47, 83 C90 . . . . . . . . . . . 83 E90 . . . . . . . . . . . 77

Beechcraft Premier IA . . . . . 22, 27, 55, 124

Hawker 400XP . . . . . . . . . 55, 77 800A . . . . . . . . . . 79, 127 800SP. . . . . . . . . 42 800XP . . . . . . . . . 27, 73, 79, 83 850XP. . . . . . . . . 23, 27, 117, 124 900XP . . . . . . . . . 55, 73, 83 1000A . . . . . . . . . 55 4000 . . . . . . . . . . 27

HONDA JET . . . . . . . . . . . 83

EUROCOPTER/AIRBUS AS350B-3 . . . . . 126 AS365N-1 . . . . . 20 AS365N-2 . . . . . 126 EC 120B . . . . . . . 77, 126 EC 130B4. . . . . . 125 EC 135 T2 . . . . . 20 EC 135 P2+ . . . . 20 H130 T2 . . . . . . . 20

SIKORSKY S-76B . . . . . . . . . 105 S-76C+ . . . . . . . . 20, 23 S-92A . . . . . . . . . 20

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

Advertising Enquiries see Page 12

www.AVBUYER.com

June 2018 – AVBUYER MAGAZINE

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21st Century May.qxp 27/04/2017 08:45 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition. With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence. The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves. The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology. Evolving from the remarkable success of the 7X; The Falcon 8X has a longer cabin with 30 unique interior layout configurations to choose from, superb fuel efficiency and a range of 6,450 nm.

AVAILABLE: FALCON 900B

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com


CBJ June.qxp_CBJ November06 21/05/2018 15:44 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

NG I D N E P L A E D 2009 FALCON 7X SN 041

EMBRAER LINEAGE 1000E

Single Owner, “C” Check/Paint/Refurbished Interior by Duncan October 2017, Preferred Interior with NO Crew Rest and Dual Aft Divans

Only 811 Hours and 346 Cycles since new; Preferred 19 Passenger Interior, World Wide ready, transferrable Warranty & Maintenance Programs

2002 FALCON 900C SN 194

2006 FALCON 900DXy SN 603

Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

3200 Hours, 1900 Landings, Single Owner, Delivered with Fresh 12 year Heavy Check & Paint, All EASy II Upgrades

L A E D

NG I D PEN

NG I D N E P L A E D

2008 FALCON 2000DX SN 603

CITATION XLS+ SN 6157

3,000 Hours since new, Pratt and Whitney ESP Gold; Honeywell HAPP and MSP, Falcon Service Center “C” check in 2014, 10 Pax Interior with Wifi

Engines enrolled in Power Advantage, Airframe enrolled in ProParts and APU enrolled in Aux Advantage, Aircell Aviator 300 (Swift broadband w/ Worldwide Coverage), Eight plus 1 passenger executive configuration

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


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

51,000

The smoothest connection to your next aircraft.

2004 DASSAULT

foot view. FALCON 2000 S/N 208 • 6,169 Hours; 3,863 Landings

• Engines & APU view on Programs Up here, the air and the competition are rare. Our birds-eye of the

• 2C Check & New Paint in 2016

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

www.jetcraft.com I info@jetcraft.com I Headquarters +1 S/N 919-941-8400 FALCON 7X 116 • 2,747 Hours; 928 Landings • FalconCare, Engine and APU Programs • EASy II+ Upgrades w/ ADS-B and FANS

2009 BOMBARDIER GLOBAL XRS S/N 9306

2014 GULFSTREAM G650 S/N 6079

• 2,674 Hours; 1,074 Landings • Full Batch 3 Upgrade • HUD/EVS, Increased MTOW

• 1,775 Hours; 633 Landings • Sale, Lease and Trades Welcome • Engines Enrolled on RRCC

2016 BOMBARDIER GLOBAL 6000 S/N 9726

2005 CESSNA CITATION XLS S/N 560-5549 • 5,844 Hours; 5,078 Landings 1998 Beechjet 400A • Dual UNS-1ESPW w/WAAS 2007Overhauls Challenger 300 • 220 Hours Since Engine

ALSO AVAILABLE

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

• 316 Hours; 134 Landings •C  ollins Pro Line Fusion Flight Deck • FAA and EASA Compliant

2011 Challenger 300 1997 Challenger 604 2005 Challenger 604 2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII

I N FO @ JETC RAF T. CO M

6-2018_AVBuyer_Back Cover_Smoothest Connections.indd 1

ALSO AVAI L ABLE DOWNLOAD OUR 2015 CHALLENGER 650 FEATURED INVENTORY JETCRAFT APP 2009 CHALLENGER 605 2013 CHALLENGER 605 2010 CHALLENGER 300 2008 CHALLENGER 850 2009 GLOBAL XRS 2006 GLOBAL 5000 2011 GLOBAL 5000 2002 GLOBAL EXPRESS 1988 CITATION III 2008 GULFSTREAM G450 Search aircraft listings Sort by manufacturer 1988 GULFSTREAM GIV 2006 Citation XLS 2000 Global Listing Express brochures 2012 GULFSTREAM G650 2003 CRJ 200 2001 Hawker 800XP Recent Jetcraft news 2015 LEARJET 75 1997 CRJ 100SE 2002 LearView 45 upcoming events 2009 FALCON 2008 Falcon7X 2000DX 2010 Lear 45XR 2003 Falcon 2000EX 2003 Legacy 600 1990 Falcon 50 2012 Lineage 1000 1991 Falcon 50 1996 Sikorsky S-76B 2000 Falcon 50EX 2012 Falcon 7X

+ 1 9 1 9 9 4 1 8 4 00

J ETC R AF T. CO M

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

Better perspective on market trends. And worldwide connections that

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

5/15/18 10:12 AM

AvBuyer Magazine June 2018  

AvBuyer Magazine June 2018 Edition

AvBuyer Magazine June 2018  

AvBuyer Magazine June 2018 Edition