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FC JSSI March.qxp_FC December 06 19/02/2019 09:47 Page 1

Volume 23 Issue 3

â„¢

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

30 YEARS

FLIGHT HOURS OF INDEPENDENT SERVICE AND SUPPORT JETSUPPORT.COM

THIS MONTH www.AVBUYER.com

Jets Comparison: Nextant 400XTi vs Cessna Citation CJ4 How Long Should you Keep Your Jet? Why Choose an Engine Maintenance Program? Five Hot Business Aircraft Upgrades for 2019


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Editor Welcome March19.qxp_JMesingerNov06 19/02/2019 09:48 Page 1

Guest Editor’s VIEWPOINT David Dixon

What’s Next for Asian Business Aviation?

A

sia has been my adopted home since the early 1980s when Business Aviation was all but non-existent in places like China, Hong Kong and Japan. What little activity there was could be found in the Philippines, Australia and Indonesia. At the time very few people could have predicted that, as a socialist state, China would come to adopt the ultimate capitalist business tool. But when Deng Xiaoping opened China up to foreign investment in the 1980s, the rapid growth of the Chinese economy meant Business Aviation could begin to take off.

The Tiger Economy Effect

Twenty years later, Asia was on everyone’s minds. Extreme growth areas (known as Tiger economies) had sprung up across the region and OEMs were scrambling for a China strategy. While economic growth was rapid and high, the Asian Business Aviation market did not progress in the same way as that in the US or Europe. The attitude amongst buyers was ‘buy now, buy new’, and the main aircraft of interest were long-range, wide-body jets. As a result, the area quickly became dominated by Gulfstream GV and Bombardier Global Express aircraft.

Journey Through Recession

Although the market was stopped in its tracks by the 1997 Asian financial crisis, it quickly recovered, and we enjoyed another decade of growth before the worldwide economic downturn in 2007. After all this, the waters for Business Aviation remain shallow in the region today. The number of aircraft in the entirety of Asia is less than in California, and the number of accessible airports in China (approximately 250) is tiny compared to the US, where there are more than 5,000. Capacity is a problem; to grow we need more but it takes time. One immediate step common in the West would be to have mixed-use airports for Commercial and Business Aviation and the military, however such measures are unlikely to be approved by China’s People’s Liberation Army (PLA) any time soon.

The Value of Business Aviation

Whilst Business Aviation has made progress in Asia, its true value is simply not widely understood across the region. As Commercial Aviation expands, airlines are 4 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

clamouring for increased runway capacity and parking. In this environment, private jet users are not seen as a priority by airports or authorities. Bodies like the National Business Aviation Association (NBAA) and Asian Business Aviation Association (AsBAA) are doing important work spreading the message that Business Aviation is a key contributor to the economy, providing jobs in manufacturing, engineering and customer service. In addition, as China ramps up international investment in Africa and South America, having direct access to remote or rural locations is increasingly essential for businesses. Private jets are the natural solution, flying directly to smaller airports in less time than commercial flights.

What’s on the Horizon?

As the market matures, the cycle of upgrades and replacements is in full swing. First-time buyers are becoming first-time sellers, as owners are tempted by the latest Gulfstream G500/600, Bombardier Global 6500/7500 and Dassault 8X. Interestingly, these preowned aircraft are often finding homes in the US, as a Mainland China-registered aircraft is compliant with Part 135 regulations. Aircraft management companies TAG Aviation, Jet Aviation and Luxaviation have established a presence in the region, to better facilitate aircraft ownership and operate alongside some sizeable local brands. The major OEMs are also all represented, with many factory-owned service facilities now in operation Asiawide. Asia has come a long way since the 1980s and is no longer an afterthought. China has progressed vastly since Mao Zedong’s ruling, South East Asia has regained some of its momentum and countries like Malaysia and Indonesia are now fertile ground for business aircraft. I am pleased I was there at the start. The road has had its moments – but with the infrastructure to support it Asia’s bizav market should come to rival Europe and be second to the US in the near future. ❙ David Dixon has been president of Jetcraft Asia since 2012, responsible for optimizing sales strategies and managing operations from Beijing to Sydney. A leading global authority on the private aviation sector, David has lived and worked in Asia in aircraft sales for more than 30 years, and has more than four decades of aerospace industry experience. More from www.jetcraft.com www.AVBUYER.com


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Aircraft Finance Corporation March.qxp_Layout 1 18/02/2019 12:33 Page 1

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Contents Layout March19.qxp 20/02/2019 15:38 Page 1

Vol. 23 Issue 3

Contents

2019

4

Guest Editor - David Dixon, Jetcraft Market Intelligence

14

Trends and observations from the leading analysts…

32

Why a Jet’s Past Life Should Matter to Buyers

38

Do Aircraft Registries Impact International Operations?

47

Flying a Jet? Three Tips to Reduce Operating Costs

54

How Long Should you Keep Your Jet?

62 68 72 82

Buying & Selling Aircraft Ownership

Aircraft Price Guide Light Jet Values

Aircraft Specifications

Light Jet Performance & Specifications Guide

Jet Comparision

Nextant 400XTi vs Cessna Citation CJ4

Maintenance

Avoid the Surprises in Aircraft Engine Maintenance

86

Why Choose an Engine Maintenance Program?

90

How Mandated Upgrades Could Force Older Aircraft to Retire

94 98

Five Hot Business Aircraft Upgrades for 2019

Avionics

How to Understand the ADS-B Out Essentials

104

What’s the Benefit of Flight Data Monitoring in BizAv?

108

OEM News and Industry Appointments

114

Products & Services

118

Showcases

131

Market Place

136

Advertisers Index

137

Aircraft for Sale Index

Community News

Next Month - Jets Comparison: Citation Latitude - Jet Connectivity: Early Signs it Could be Obsolete - Insider’s Guide to Asian Flight Planning 12 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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 Lee McLoughlin Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Matt Chappell Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin +1- 703 818 1024 lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 maria@avbuyer.com UK Sales +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 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- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com


3 0

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MarketIndicators March19.qxp_Layout 1 20/02/2019 12:49 Page 1

MARKET INDICATORS

Business Aviation Market Summary As fresh inventory looks set to enter the used business aircraft market, Rollie Vincent, Editor, Market Indicators urges prospective owners to understand the full costs of owning an airplane…

M

arch 2019 looks set to be remembered as the month when the United Kingdom’s government took leave of the European Union; the United States’ government took funds appropriated otherwise to build barriers to protect its southern border; and many more Business Aviation pilots, A&P mechanics and other technicians opted to take better paying jobs in the commercial airline industry. As the saying goes, may we continue to live in interesting times. With more than 2,800 used business jets sold, the year 2018 set an all-time record for transaction volumes, just edging out 2017’s record performance. With the confluence of three major forces in 2019 - the production ramp-up of several new business jets (Pilatus PC-24, Gulfstream G500, Bombardier Global 7500, and Cessna Citation Longitude), a compliance deadline for ADS-B Out in the U.S., and expectations for a broad-based slowdown in GDP growth in most economies important to Business Aviation - we expect some much-needed replenishment of for-sale inventory this year. That should be good news indeed for aircraft brokers, dealers, and their customers, who have been faced with an 18 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

increasingly limited variety of aircraft to consider. With just under 2,000 jets for sale worldwide (about 9% of the in-service fleet), 46% of those aircraft were delivered more than 20 years ago and are of little or no interest to many buyers. For a buyer seeking to purchase, say, a five-year-old aircraft that has been depreciated to perhaps 50% of its original value, they will find very little selection to choose from in today’s marketplace. JETNET records indicate that there were only 34 such business jets (representing 18 different models) on the market. That’s less than 5% of the in-service fleet of five-year-old jets. With many buyers seeking a specific model - say, a Dassault Falcon 2000LXS – there was just one aircraft on the market at press time that met the criteria. Buyers with specific requirements have had little to choose from, and increasingly less negotiating leverage in the transaction over the past couple of years. This should begin to change in 2019 as more inventory comes on to the market with higher volumes of trade-ins, as companies react to an expected slowdown in their business activities, and as aircraft that are not compliant with the December 31, 2019 ADS-B Out requirements are put up for sale. www.AVBUYER.com


MarketIndicators March19.qxp_Layout 1 20/02/2019 12:50 Page 2

AVBUYER.com Rolland Vincent is president, Rolland Vincent Associates, LLC (RVA), a consultancy focused on aviation market research, strategy, and forecasting. RVA’s client base includes the world’s foremost civil aircraft and engine manufacturers, aerospace suppliers, aviation service providers, fleet operators, lenders / lessors, and the investment community. With 35+ years in the aviation industry, Rollie has served as a trusted consultant at Textron, Bombardier and ICAO in various roles. RVA also partnered with JETNET in 2010 to create JETNET iQ, a respected source of independent market intelligence. Contact him via rvincent@rollandvincent.com

Retaining Your Talent

Recognized for their impeccable safety and quality standards, aircraft management companies, fractional program holders, and some of the larger charter operators appear brightly on airline recruiters’ radar screens and are having to be creative and increasingly generous to retain the professional talent they already employ.

Transactions Need Professional Management

5 5 5

MI www.navigating360.com

5 5 5

While the time-saving conveniences of Business Aviation are unmatched by other forms of transportation, buyers need to carefully understand the full costs and complexities of acquiring and operating an aircraft before proceeding. This is too important a decision (with too many consequences with lots of zeroes in them) to leave to chance. They should therefore not hesitate to employ professionals. With a refresh of inventory trickling in like a creek in spring, business aircraft buyers and sellers will have new opportunities to communicate their needs and expectations, stay focused on the task at hand, and make mutually beneficial win-win-win deals happen. Professionals to the core, this is simply what they do, and they do it well. In the current era of political intransigence, elected officials from Westminster, Brussels, Washington, and places in between could benefit from a few lessons in the art and science of deal-making, business aircraft-style.

5

While much of the excitement of a business aircraft transaction understandably surrounds the asset itself, it has become increasingly important for buyers to be aware of the very real challenges of finding, training and retaining the aviation talent they will need to operate safely and efficiently. Seasoned aviation department managers, pilots, maintenance technicians, dispatchers and other experienced personnel are getting increasingly difficult to find, as wave after wave of airline recruiting continues to lure away some of the best, brightest and most mobile. Companies, high net worth individuals, family offices and their trusted advisors would be wise to account for potentially higher staff-related costs and longer lead times to own a new or used aircraft. While much attention is on getting the nuances of the aircraft transaction just right, buyers and their agents should also be aware that the airplane won’t fly if the crews are not trained. For those owners who recognize the value in having their aircraft professionally managed, such considerations are the primary concern of the aircraft management company they have hired. While they will almost certainly have more buying power and leverage over training and other suppliers, the fact of the matter is that aircraft management companies are dealing with the same - and most likely even more - pressure to be competitive with the airlines on pay and benefits.

! 5

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*&&& #+++ #++* #++# #++! #++, #++' #++% #++( #++) #++& #+*+ #+** #+*# #+*! #+*, #+*' #+*% #+*( #+*) #+*&

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AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

19


MarketIndicators March19.qxp_Layout 1 20/02/2019 12:50 Page 3

MARKET INDICATORS

AVBUYER.com

Flight Activity - North America JANUARY 2019 vs JANUARY 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-3.1%

-0.1%

-2.9%

-1.8%

LIGHT JET

3.6%

-8.4%

2.8%

-0.9%

MID-SIZE JET

5.4%

-0.9%

13.0%

5.0%

LARGE CABIN JET

-0.8%

8.5%

-19.0%

0.6%

ALL

1.0%

-0.9%

4.9%

0.7%

JANUARY 2019 vs DECEMBER 2018 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-0.5%

4.5%

-6.3%

1.4%

LIGHT JET

2.3%

-2.5%

-8.8%

-0.8%

MID-SIZE JET

5.5%

-3.1%

0.6%

1.3%

LARGE CABIN JET

4.0%

8.6%

-3.3%

5.0%

ALL

2.4%

1.5%

-2.5%

1.4%

TRAQPak’s review of year-over-year (YoY) North American flight activity in January 2019 recorded a marginal increase over January 2018. Monthover-month (MoM) activity posted an anticipated increase over December 2018, too... The YoY North American Flight Activity data indicates an increase of 0.7% in January 2019. Results by operational category were mixed with Fractional activity, once again, posting the largest yearly increase. Part 135 activity declined for the eighth consecutive month. The aircraft categories were mixed with Mid-Size Jets posting the largest increase from 2018, and Turboprops posting the largest decrease.

Month-over-Month

Business Aviation flight activity in January was up 1.4% from December 2018. Results by operational category were mostly up for the month, with the Part 91 segment posting the largest monthly increase. Fractional flight activity declined, however. Aircraft categories were mostly positive too, with Large Jets posting the largest increase, and Small Jets posting the only monthly decrease.

Flight Activity – Europe

January saw 54,481 Business Aviation departures in Europe, according to WingX Advance. Year-over-Year, that represents a drop of -0.8% YoY, with a 2.1% drop in business jet sectors. There were mixed YoY trends in Europe’s busiest markets, with France and the UK narrowly up; Spain showing robust growth; flights declining from Germany and Switzerland; and a 9% slump in demand out of Italy. Turkey recorded a big drop also. The last 12-month trend looks strong out of Spain and is still solid out of Germany (although flat in the UK, Switzerland and France). Large Jet activity took the brunt of the decline in Europe with sectors down by 6% YoY, while Small and Medium Jet activity was flat. Flights within Europe declined by 1% in January. The next busiest regional flow was transatlantic, flat YOY, beating a negative 12-month trend of -1.5%. Business Aviation flights to Africa have increased 5% over the last year but declined in January. “The decline in January’s flight activity reflects anecdotal feedback from the charter operator market that customer demand is down, which fits with the wider deterioration in the macroeconomic situation in Europe,” said WingX managing director Richard Koe. “January’s drop was concentrated in the Large Cabin Jet segments, which may reflect pull back from corporate flight departments.” MI www.wingx-advance.com page 22

!

February Forecast

TRAQPak’s analysts estimate a 1.1% increase in overall flight activity YoY in February 2019. MI www.argus.aero

Understanding the Business Aviation Market - with AvBuyer

20 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com


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MarketIndicators March19.qxp_Layout 1 20/02/2019 12:51 Page 4

MARKET INDICATORS

AVBUYER.com

Used Aircraft Market Sales Information JETNET has released its 2018 year-end results for the preowned business jet, business turboprop, piston, helicopter and commercial airliner markets. A total 9,198 transactions were recorded in 2018, compared with 10,111 the year before… All market sectors are showing lower inventory for sale in the comparison of 2018 to 2017, except for piston helicopters. Moreover, there were fewer full-sale transactions in 2018 compared to 2017, except for business jets and fixed-wing pistons, where retail transactions were up 2.1% and 19%, respectively. Moreover, the fleet for sale percentages for all market sectors were lower in the December comparisons, except for piston helicopters and Commercial Turboprops. Business jets and pistons were down the most (0.9% and 0.8%, respectively). Across all market sectors, JETNET reports 9,198 full retail sale transactions for 2018, compared with 10,111 in 2017. That’s a decrease of 917 transactions (-9%). Commercial jet airliner transactions decreased by 710 (28.9%). Business jets recorded 2,809 transactions in 2018, and when combined with commercial airliners (1,748), together they accounted for 50% of the total of the 9,198 transactions recorded in 2018.

2018 Inventory Specifics

All aircraft segments were taking less time to sell in 2018 compared to 2017, except for the turbine helicopters which took an additional 58 days before being sold, on average. The ‘For Sale’ inventory of business jets has decreased steadily from a high point in July 2009 (2,938) to 1,974 jets in December 2018. That’s a reduction in the percentage of the inservice fleet from 17.7% in July 2009 to 9% at the end of 2018. Most business jet dealers and brokers today would tell you that the pristine used jets that were on the market a few years ago have become more challenging to locate. The sage advice for buyers is to act now.

A closer inspection of the seven segments analyzed reveals that two actually increased in numbers, when compared to 2017. These were business jets (+2.1%) and piston (+19%). Note: JETNET does not cover all piston aircraft inventory or sales. The piston models tracked are: Baron 58 series, Cessna 421 series, Diamond DA62, and the Piper high-end singles M350, Malibu, Matrix, and Mirage.

In Summary

The recovery in Business Aviation during the post-recession period has posted mixed results, with poor overall aircraft residual values that continue to be problematic. Now that 2019 is here, JETNET hopes the US used market, along with improvements in the world economy, will continue to push more new aircraft purchases. As for now, the preowned market has become a seller’s market, with pre-owned for-sale inventories running at 9%. MI www.jetnet.com

JSSI: Flight Activity Surges in 2018 JSSI’s Q4 2018 Business Aviation Index, tracking utilization of ~2,000 business aircraft worldwide and reporting average flight hours flown on a monthly basis by region, industry and cabin type, revealed Year-To-Date (YTD) growth of 4.9% and of 4.7% over the same period in 2017. “Despite the dramatic market swings that defined the end of the year, flight hours were up significantly for both the quarter and the year, contributing to 2018 being one of the strongest years in a decade,” explained Neil W. Book, president and CEO of JSSI. “We have seen flight activity increase worldwide and a growing demand for private travel.” Other key findings include: • Regional increases were reported in nearly every segment of the world, with the highest YTD increases reported in Africa (17.4%), Europe (8.8%), and South America (8.1%); • The small cabin segment reported a 6.6% YTD increase, 22 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

• • •

and large cabins a 5.3% increase. Medium-sized cabins reported a decrease of -4.2%; Three of the nine industry segments analyzed reported YTD increases, with aviation at 9.1%, business services at 5.4%, and power and energy at 3.6%; Every aircraft age group analyzed reported a YTD jump in flight hours. Newer aircraft with less than five years in service reported the largest increase of 7.2%; Aircraft operated for compensation or hire (i.e., FAA Part 135), including non-scheduled charter and air-taxi operations, reported a 9.5% YTD increase and an 11% increase in YoY activity; Aircraft operated under general operating and flight rules, without compensation or reimbursement for carriage of passengers or cargo (i.e., FAA Part 91), reported a YTD decrease of -1.5% but a 2% increase in YoY activity.

MI https://jetsupport.com/insights/

!

page 24

www.AVBUYER.com


General Aviation March.qxp_Layout 1 18/02/2019 12:51 Page 1


MarketIndicators March19.qxp_Layout 1 20/02/2019 12:51 Page 5

MARKET INDICATORS

AVBUYER.com

SkyQuest Projects Busy Anniversary Year Ahead North Carolina-based SkyQuest International, LLC announced a significant increase in aircraft appraisals and valuations requests in the last two quarters and projects a busy 2019 to mark its 20th anniversary year. Based on the demand experienced during the last two quarters in 2018, Jeff Melang, executive vice president and senior aircraft appraiser at SkyQuest projects 2019 will “be a busy year in both appraisals and aircraft sales.” For the entirety of 2018, SkyQuest International provided 44 individual aircraft and six fleet appraisals for various airlines and financial institutions worldwide, including 21 aircraft and three fleets in Q4 alone. “For the whole of 2018, we achieved the highest transaction value of aircraft sales since 2014, with an average transaction of $1.3m per aircraft,” Greg Melang, president & CEO revealed. “As

GREG MELANG (LEFT) AND JEFF MELANG

we kick off into 2019…we have an inventory of over 125 aircraft, with almost half of that being currently marketed.” Agreeing with Jeff, Greg anticipates “a very busy year ahead in the secondary aircraft market.” MI www.skyquestinternational.com

Middle East Bizjet Deliveries to Grow

Business jet deliveries to the Middle East are expected to total nearly 200 aircraft over the next decade, according to data from the Aviation Week Network… Twelve deliveries in 2019 could rise to 20 in 2028. The top deliveries through the 10year period from 2019 through 2028 are expected to be the Boeing 737 MAX (23 deliveries), followed by the Gulfstream G650, with the Bombardier Global 6500, Bombardier Global 7500 and the Gulfstream G600 tied for third place. At the same time, the business jet fleet in the Middle East is expected to grow to nearly 435 aircraft in 2019 and to 580 by 2028, with a compound annual growth rate of 3.3%, according to Aviation Week data. MI www.aviationweek.com

Three Reasons Why Used Inventory Will Increase For almost ten years the number of used business jets for sale on the market has been declining reaching less than 9% of the BRIAN fleet for sale in FOLEY January 2019, a low not seen in the last 20 years. Brian Foley offers three reasons why this trend is set to reverse... “It’s always a risk to call the high or low of any market, but after nearly a decade of tightening inventory I feel we're at a bottom and used business jet inventory will begin edging upwards into the foreseeable future,” Foley predicts. There are three key reasons why inventory will grow. 1) US Economy First, the economy is beginning to show early signs of fatigue in the US, which is the biggest purveyor of used jets. This will have the effect of causing inventory to rise as confidence deteriorates and 24 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

discretionary spend on airplanes reigns in. While new tax reform benefits introduced in 2017 juiced the used market, it’s believed that buyers who could benefit from it have already bought, thus reducing used demand going forward. 2) Analytics Next is simple analytics. Previous periods of contracting inventory in the 1990s and 2000s each lasted for a period of seven and six years respectively. The current 2009-2019 ten-year inventory contraction has already exceeded those periods by 3-4 years, which suggests statistically that a correction is overdue in this cyclical business. 3) FAA Mandate Finally, a new mandate by the Federal Aviation Administration (FAA) will require all business jets to be equipped with new, expensive, electronic equipment to signal the aircraft’s whereabouts (ADS-B), by the end of this year.

Some owners will put their aircraft up for sale rather than paying to comply. This will contribute to steadily rising inventory levels throughout the year consisting of undesirable aircraft that won't sell anytime soon. What’s the Impact? A significant impact on new aircraft sales isn't expected, since an increase in older aircraft is not of interest to typical new aircraft buyers. For used aircraft brokers, somewhat fewer pre-owned sales activity can be expected since rising inventory is indicative of more people wanting to get out of ownership than get in. Finally, don’t expect pricing of used aircraft, which have also been in a tailspin for a decade, to recover much. Whereas supply and demand dynamics once kept used prices propped up, basic capital good economics have caught up to business jets and softer residual values are now the norm. A new business jet now depreciates no differently than a Buick automobile. page 26 MI www.brifo.com

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MarketIndicators March19.qxp_Layout 1 20/02/2019 12:52 Page 6

MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition Asset Insight’s market analysis on January 31, 2019 covering 94 fixed-wing models and 1,583 aircraft listed for sale, revealed a 0.5% decrease to the tracked inventory fleet (-8 units). Following were the important trends… Turboprops led the way for the inventory reduction with a 3.5% decrease, Medium Jets decreased by 1%, Large Jet inventory increased 0.3%, while Small Jet inventory grew by 1.3%. The average aircraft value for our tracked fleet matched the average value figure generated over the past 12 months, but only Medium Jets experienced a value increase as January closed. .

Inventory Fleet Maintenance Condition

Fleet asset quality improved during January 2019. Large jet transactions once again focused on lower quality, higher priced assets, while Medium Jet buyers focused on lower quality, lower priced assets. Small Jet additions to the inventory fleet raised asset quality for this group, while Turboprop inventory quality remained virtually unchanged. Overall, Asset Insight’s tracked inventory revealed: • Quality Rating remained in the ‘Excellent’ range, improving from 5.300 to 5.318 on Asset Insight’s scale of -2.5 to 10 (www.nafa.aero/articles/understanding-asset-quality). • January’s Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) posted an improvement that, at $1.397m was only slightly higher (worse) than the best figure for the past twelve months.

Maintenance Exposure to Ask Price (ETP) Ratio

The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30% and, during Q4 2018, assets whose ETP Ratio was 40% or more were listed for sale over 57% longer (on average) than aircraft whose Ratio was below 40% (246 vs 386 Days on Market). January’s analysis revealed that over 51% of all tracked models and just under 62% of the tracked fleet posted an ETP Ratio above 40%. The ETP Ratio decreased (improved) during January 2019, decreasing to 64.8% from December’s 65.6%. Turboprops led the way at 49.6%, an ETP Ratio just slightly higher (worse) than the group’s best (lowest) figure registered during the past 12 months; Large Jets followed with an improvement at 57.8%; Small Jets improved to 65.8%; and Medium Jets improved to 77.1%.

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26 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Table A

Fleet Maintenance Condition $ Million

5.35

5.318

$1.45

5.25 $1.40

5.15

$1.50

F

M

A

Quality Rating

M

J

J

A

S

Maintenance Exposure

O

N

D

J

$1.40 $1.35

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO G650 Boeing BBJ Phenom 300 Citation Encore + F2000LX Citation CJ4 525C F900EX EASy Pilatus PC12 CL605 Falcon2000EX EASy Citation Sovereign 680 G150 G550 Piper Meridian KingAir 350 - Post-2000 Hawker 900XP Citation CJ3 Challenger 300 Citation XLS (MSG3) Global XRS Citation CJ2+ 525A G450 F2000EX Phenom 100 Learjet 45XR Global 5000 Citation Mustang 510 KingAir B200 - Post-2000 F900EX Citation Encore KingAir 350 - Pre-2001 Citation XLS Hawker 850XP Citation Excel 560XL Falcon 50EX Embraer Legacy 600 Citation CJ2 Citation CJ1+ Learjet 60XR G200

3.8% 5.7% 11.1% 11.9% 12.0% 13.3% 14.4% 14.9% 14.9% 17.6% 17.7% 20.4% 21.3% 21.8% 22.0% 22.1% 22.9% 23.1% 23.3% 23.8% 23.9% 24.0% 24.5% 25.5% 26.3% 27.9% 28.6% 29.8% 30.0% 30.3% 30.8% 31.5% 32.8% 33.5% 34.2% 34.7% 36.5% 37.2% 37.6% 39.9%

HIGH RISK AIRCRAFT MODEL ETP RATIO GV Citation Bravo Premier 1A KingAir B200 - Pre-2001 CL604 Hawker 400XP Hawker Beechjet 400A Piaggio P180 II KingAir 300 F900B F900 Learjet 45 Citation V Ultra Falcon 2000 Citation V 560 Learjet 45 w/APU GIV-SP (MSG3) Premier 1 Hawker 800XP GIV-SP Citation X (MSG3) Global Express Piaggio P-180 Hawker 1000A Falcon 50 Citation VI Citation ISP KingAir C90 Citation II Learjet 60 G100 Hawker Beechjet 400 Learjet 35A Hawker 800A GIV CL601-3R Learjet 31 CL601-3A Learjet 55 CL601-1A Falcon 20-5 GIII

40.6% 40.8% 41.0% 42.4% 45.3% 47.7% 48.3% 49.1% 50.1% 50.8% 53.7% 54.4% 59.2% 59.5% 60.5% 60.7% 62.5% 67.9% 69.5% 71.6% 72.2% 73.2% 80.7% 89.6% 90.2% 99.0% 100.5% 102.8% 107.8% 113.9% 136.5% 143.2% 143.5% 146.2% 149.6% 153.5% 159.3% 176.6% 219.0% 246.9% 353.2% 620.8%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of January 31 2019 Source: JETNET (www.jetnet.com) Asset Insight, LLC (www.assetinsight.com)

www.AVBUYER.com


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MarketIndicators March19.qxp_Layout 1 20/02/2019 12:52 Page 7

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Market Summary The combination of transacting aircraft and new additions to the inventory fleet improved overall asset quality to just below the 12-month best (highest) figure and concurrently decreased (improved) Maintenance Exposure to just above the 12-month best (lowest) posted value. Combined with the decrease in overall Ask Pricing, current availability offers much opportunity for buyers to identify good values and for sellers to strike reasonably-priced deals. Large Jets: Inventory increased by one unit, with January’s transactions comprised of mostly lower quality assets. The changes to inventory resulted in another 12-month high (best) Quality Rating and a

Jan-19

Dec-18

5.200

Nov-18

$3.10

Oct-18

5.300

Sep-18

$3.20

Aug-18

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Jul-18

Aug-18

Jun-18

Apr-18

May-18

Feb-18

Mar-18

$10.5

$11.8

Feb-18

$11.5

5.400

Jul-18

$3.30

Jun-18

$3.40

5.508

5.500

May-18

$12.5

$3.50

Apr-18

$3.38

Mar-18

$13.5

Scale -2.500 to 10.000

Maintenance Exposure figure slightly better than the 12-month average. Ask Price decreased 1.6%, but the group still posted an increase of 8.9% during the past twelve months. With an ETP Ratio that hasn’t been this good since March 2018, there are ample opportunities for buyers and sellers to find middle ground. Medium Jets: Inventory for the tracked fleet decreased by five units in January, while the group’s average Ask Price increased 1.1%. Asset Quality improved a slight 0.1%, while Maintenance Exposure also improved (decreased) 1.4% due to lower quality assets primarily trading. Ask Price has not been this high since May 2018. While the group’s ETP Ratio continues to create an

Medium Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

28 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

5.000

Aug-18

$1.05

5.100

Jul-18

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

Apr-18

Mar-18

Feb-18

$2.47

$1.10

5.200

Jun-18

$1.15

$2.50

5.237

May-18

$1.20

$2.70

$2.30

$1.25

Apr-18

$1.22

$2.90

5.300

Mar-18

$1.30

Feb-18

$3.10

Scale -2.500 to 10.000

www.AVBUYER.com


MarketIndicators March19.qxp_Layout 1 20/02/2019 12:53 Page 8

AVBUYER.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.

Small Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

$2.00

$0.85 5.500

$1.90

$0.73

$1.80 $1.70

$0.75

5.391 5.300

unfriendly transaction environment, buyers should keep in mind that current pricing and better-thanaverage asset quality offer real opportunity to identify good values. Small Jets: The for sale fleet increased by six units in January, with mostly higher quality assets joining the inventory. The latest aircraft mix improved both asset quality and Maintenance Exposure, and with average Ask Price dropping 3.7%, and the group’s ETP Ratio at its lowest (best) figure of the past Asset analytics (www.assetinsight.com) three months, weInsight advise prospective buyers to act – and soon. Turboprops: by another ten Asset InsightInventory analyticsdecreased (www.assetinsight.com) units this month, but asset quality remained

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

Apr-18

5.100 Mar-18

$0.65

Feb-18

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

Apr-18

May-18

Feb-18

$1.72 Mar-18

$1.60

Scale -2.500 to 10.000

virtually unchanged within the ‘Very Good’ range. Maintenance Exposure improved (decreased) 1.5% and, while Ask Price decreased a nominal 0.4%, the group’s ETP Ratio improved (decreased) to 49.6%, the lowest (best) figure of the past three months. As we stated last month, we anticipate demand and marketability to remain strong for Turboprops during Q1 2019. MI www.assetinsight.com ❙ Asset Quality Rating Key Outstanding Excellent 5.500 5.250 or to Greater 5.499

Very Good 5.000 to 5.249

Good 4.750 to 4.999

Below Average Average 4.500 Less to than 4.749 4.500

Turboprops Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

$1.55

Scale -2.500 to 10.000

$0.65 $1.50

$1.50

$0.58

$1.45

$0.60 $0.55

5.200

5.109

5.100

5.000 4.900

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

Apr-18

4.700

Mar-18

$0.50

Feb-18

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

Apr-18

May-18

Feb-18

$1.40

Mar-18

4.800

Ask Price Source: JETNET Asset Insight Analytics

www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

29


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Buying&Selling 1 March19.qxp_Finance 19/02/2019 10:29 Page 1

BUYING & SELLING AIRCRAFT

Why a Jet’s Past Life Should Matter to Buyers

32 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

www.AVBUYER.com

w


Buying&Selling 1 March19.qxp_Finance 19/02/2019 10:29 Page 2

AVBUYER.com

B

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, a Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & AsBAA member.

While there are many factors impacting an aircraft’s pedigree, the ultimate questions for buyers center on whether certain business jets or turboprops could create higher than usual ownership costs, downtime or difficulty to resell. Jet Tolbert discusses…

F

ollowing are some general considerations for buyers of business aircraft to help understand a little more about an aircraft’s history and why it matters. This article covers only the tip of the iceberg, and there are always exceptions to the rule. An experienced consultant will be required to evaluate all the risks and opportunities in a potential acquisition. Moreover, the following observations are made with the assumption that the reader is considering only aircraft of a specific make/model. Each of the factors discussed will affect different aircraft models in different ways.

A Note on Aircraft Total Hours

When comparing two aircraft that are both flown and maintained regularly, generally a lower time airplane will have a lower maintenance cost and higher dispatch reliability, fewer delayed flights and less maintenance required between flights. This could impact some aircraft types more than others due to items like lifelimited airframes and differing inspection intervals. www.AVBUYER.com

Buyers should keep in mind, however, that some older aircraft could have very low total time having been parked for extensive periods with little or no maintenance. This comes with its own risks and would need to be evaluated on a case by case basis.

Past Maintenance and Damage History?

All aircraft are exposed to multiple factors that can require higher levels of maintenance outside of their scheduled inspections. The mere fact of pulling an aircraft out of the hangar has associated risks of damage occurring (i.e. hangar rash). The speeds at which aircraft fly and their exposure to weather are going to unavoidably wear on an aircraft over time. Younger aircraft will naturally have less requirements for major repairs compared to an aging aircraft of the same type, so the impact of this type of negative history could be considered as a ratio relative to an aircraft’s age. Over time more airplanes in the fleet will have had higher-level repairs, so the impact on value will be less as it becomes more common within the fleet.

!

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

33

3


Buying&Selling 1 March19.qxp_Finance 19/02/2019 10:30 Page 3

BUYING & SELLING AIRCRAFT

Newer aircraft will also tend to have had major repairs carried out by the OEM while older models may have had more major repairs across the fleet that were completed by third-party maintenance providers. In either case the repairs could be structurally equivalent to the OEM, or they could vary and require additional inspections throughout the life of the aircraft. If the work undertaken by the thirdparty provider proves inferior, potential exists for a stigma to be attached to the airplane. Stigmas associated with major repair work can reduce over time as a specific repair may prove itself, or becomes more of a market norm as other aircraft in the fleet adopt similar work. Buyers should, nevertheless, be aware of these at the time of purchase.

What’s the Ownership History?

When considering the history of an aircraft’s ownership, buyers need to consider: • •

Where was the airplane based? Was it was operated privately (Part 91) or commercially (Part 135)? • What type of owner (i.e. fractional, private individual, or corporation with an organized corporate flight department) owned the aircraft previously? All the above factors could have impacted the current mechanical condition, record keeping, the pedigree and ultimately the cost of ownership going forwards. Additionally, foreign registrations could present concerns over corrosion that could remain hidden until the next major inspection. You should ask; did the private owner have the maintenance personnel to adequately keep track of the maintenance? Was the corporate owner 34 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

thorough with their repairs, taking the time to address the problems not visible from outside or onboard the aircraft? Is there a history with the previously-chartered airplane being pushed to make trips to generate revenue, creating more wear-and-tear? These are just a few of the questions a wellversed buyer should be asking. A seasoned acquisition agent should have the connections to check up on the back story of an airplane’s ownership history.

Knowing the Market Value

An open-minded buyer who is fully informed about a business jet or turboprop’s history and is prepared to proceed with the acquisition should next consider its market value. A buyer must first seek to understand how active the market is, and which aircraft are trading. If airplanes with good and bad history are trading regularly then selection of your aircraft really comes down to looking at the future costs of ownership and market value.

In Conclusion

An aircraft’s past life pertains to its market value and resale-ability, as well as impacting a prospective purchase’s ongoing operations. Of course, no aircraft’s history should necessarily be branded as “bad” – but there are always exceptions. An aircraft’s history undeniably creates opportunity or risk. Quality is always a buyer’s best bet. Those who pay more now will pay less later. No matter how bad the market gets, the quality airplanes will always sell first, making them less of an expense and more like an investment… More information from www.americanaircraftsales.com ❙ www.AVBUYER.com


Janine K. Iannarelli International Aircraft Broker

Your journey. Our globe. My world. Thirty plus years of traveling the globe connecting people and businesses with the right airplane has made me realize that everything - and nothing has changed in the world of aircraft sales. The ability to analyze the markets, source the product, evaluate its merits and navigate the path to a successful transaction calls for a skillful and resourceful advocate. Your journey to a purchase or sale of a business jet should begin with retaining an experienced aircraft salesperson. Let’s talk about why corporations, individuals, and governments rely on Par Avion Ltd. for their aircraft transactional needs. +1 . 713 . 681 . 0075

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T +1 713 681 0075 | sales@paravionltd.com | paravionltd.com | Houston, TX USA


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OWNERSHIP

Do Aircraft Registries Impact International Operations?

What factors do aircraft operators need to consider when selecting an aircraft registry? AvBuyer spoke with The Registry of Aruba’s Alexandria Colindres about the potential impact on international operations…

38 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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lexandria Colindres has worked at The Registry of Aruba for the past six years and holds the position of COO. Handling all aspects of customer development, she also works directly with Aruba’s Civil Aviation Authority, and provides support to the various other departments in order to keep continuous communication throughout the company. “I have cultivated strong relationships with our clients, team members, upper management and the community,” she explains. “This has resulted in significant increases in the success of numerous projects at The Registry of Aruba, and a stellar reputation in the aviation industry.” Currently, Aruba has over 150 aircraft on its registry, with several more in the pipeline. Popular models at the registry include Boeing BBJs, 737s, Gulfstream G550s and G450s, Embraer 190s and Airbus A320s. www.AVBUYER.com

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AvBuyer took a moment to talk to Ms. Colindres about the potential impact an aircraft registry could have on an aircraft owner’s international operations. AvBuyer: Firstly, what are some of the trends that you’ve seen for aircraft registries in recent years? We’ve seen the emergence of a few new offshore registries. Does this reflect a growing need among operators to register their aircraft offshore? Colindres: Nowadays more and more operators realize the advantages offshore registries can offer – whether in terms of operational flexibility, quality and speed of service. Many of the offshore registries are focused on the Business Aviation market. Aircraft are not only registered offshore to minimize taxes. The ‘neutral’ registration mark offered by an offshore registry can provide global travel with more confidentiality.

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OWNERSHIP

You may also note that many offshore aircraft registries highlight their levels of services as a selling point, and with good reason: they have a customeroriented, service-focused culture firmly in place and allow for a high level of anonymity, a key selling point for many VIP and VVIPs. These advantages have created more demand for offshore registration, which has in turn spurred an increase in new offshore registries over the past few years. AvBuyer: Not all aircraft registries are created equal. Even the most popular have their disadvantages. What are some of the key considerations an aircraft owner should think through when selecting the right registry for their needs? Colindres: When choosing the right registry, owners must consider the ownership of the aircraft. Who will operate it? Where will its base of operations be? And how will the financing of the aircraft be managed? Final decisions will likely consider the cost of selecting a registry, and the related tax implications. A registry with a good reputation will also help preserve the resale value of the aircraft. In the end, by taking all of these factors into account a better, more informed decision can be made as to where to register the aircraft. AvBuyer: What are some of the common problems aircraft operators might face (relating to international flying) if they don’t select their aircraft registry carefully? Colindres: Each jurisdiction has individual agreements with countries, meaning that not all traffic rights apply equally to each jurisdiction. Using Aruba as an example, due to our long-standing reciprocity relationship with the US, Aruba commercial operators can obtain their Part 129 easily. Aruban operators can enjoy up to 7th freedom traffic rights to the US, allowing them to execute commercial non-scheduled flights as a result of the long-standing reciprocity agreement between the two countries. Under our existing Aruba-US open skies framework, when our AOC holders have submitted their applications for Statements of Authorization to 40 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

AVBUYER.com

the DOT, they have never been denied approval and the DOT officials have been very available and cooperative when it comes even to late notice and approvals after business hours. The same does not apply for certain other registries who do not hold such an agreement with the US. AvBuyer: Is it fair to assume the problems aren’t just restricted to access or political matters…? For example, maintenance issues could arise on an overseas trip and security could even be compromised if the appropriate registry isn’t selected. Colindres: Access to proper maintenance services, especially in the case of an emergency, need to always be on an owner/operator’s mind. Unforeseen maintenance issues could leave the aircraft grounded and this usually translates into lost income. At The Registry of Aruba, we offer a large network of approved MROs around the globe that can be accessed by P4-registered aircraft easily. If one is not accessible, our experiences team can often expedite one-time approvals for specific non-essential maintenance tasks to get the aircraft up and running, or at least to access an approved facility. Another issue to consider concerns resale value of the aircraft: Having an aircraft registered under a ‘weak’ CAA that has lower technical standards or a lack of oversight will certainly impact the resale value of the aircraft. In many cases the lessor or the financing agency will require the aircraft to be registered in a state with high safety standards. If those safety standards are not met, aircraft registered in that jurisdiction may be banned from flying into the airspace of other countries (finding their way onto the EU blacklist, for example). In this regard, Aruba assumes its international responsibility to ensure that all the aircraft it registers meet, or exceed, ICAO Standards – and it has been our mission since day one to ensure that Aruba’s DCA always remains fully compliant with the standards set by ICAO. Consequently, since 1996 Aruba has passed all audits and maintained its FAA Category 1 status. More information from www.airsafetyfirst.com ❚ www.AVBUYER.com


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JetNet March.qxp_Layout 1 18/02/2019 12:59 Page 1

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Flying a Jet? Three Tips to Reduce Operating Costs

What could you be doing to keep the operating costs of your flight department down? Dave Higdon spoke with a variety of operators to piece together a picture of the industry best-practices…

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he tips and tricks of operating a business jet vary. Whether using airports with lower fuel prices, avoiding FBOs with excessive ramp fees, or learning which airports and FBOs make the extra effort to save you money and time, you’ll find a variety of avenues to explore. The ideas will have varying impact on your operating costs - from the simple practice of flying a cleanly polished aircraft, to paying a negotiated contract price for your fuel. Nevertheless, the collective goal is to gain the greatest overall benefit to help manage costs on a long-term basis. Although achieving the lowest costs on every flight faces an inherently ‘aviation’ challenge (namely facing costs that vary according to the part of the country the airplane happens to land in), many aspects of operating costs are subject to cost-control practices common to other businesses. Each cost-saving suggestion should be taken up by the operator with an intent to audit and confirm its effectiveness. www.AVBUYER.com

Given the many variables at work in business flying, you may find that your practices do save money for the company or owner. But other expenses may offset the impact of the savings on your total operating costs. In other words, success in some areas doesn't guarantee overall savings. For most operations, confirming the impact will take multiple billing cycles to build up a broad record of operational costs under any new regimen. Six or more months in a new program should show its impact on costs. With the above stipulated, following are our three top tips for making savings when operating your business jet.

Tip #1: Fuel Cost Management

Modern turbine aircraft fly far more efficiently than their predecessors of two or three decades ago. The differences can be as much as 40% less fuel burned compared to the powerplants of the 1970s and 1980s.

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Despite these efficiency gains, fuel costs continue to constitute as much as two-thirds of an aircraft's variable operating cost and illuminates the importance of employing best practices in the selection of fuel vendors. This is particularly the case where the airport gives operators a choice of fuel dispensers. Pilots and owners employing the best practices in fuel selection seldom find a one-program-fits-all solution. As one contract pilot told AvBuyer, “It's best to use more than one solution because not every airport will offer every program or every fuel brand. There are savings available by using the program or card that's the most-advantageous for that particular stop.” Two or three fuel cards and program membership for the FBO chains visited the most should suffice. The broader the chosen program’s reach the better the benefit for the operator. As a practice, pilots and operators polled for this article recommended using no fewer than three different fuel-program types. Several added that FBO programs and those of the fuel companies often offer side benefits with 48 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

further economic value. “You can't know all the benefits you could be using if you never read the mailings or the bills,” one pilot explained. “The card may well offer benefits beyond the fuel savings. For example, the program we use provides savings when using specific catering and cabin-service companies, adding to the potential value of our savings.”

Tip #2: Pre-Paid and Hourly Maintenance Programs

Hourly maintenance programs are discussed in depth elsewhere within this edition and exist in various forms – from third-party tip-to-tail programs covering every aspect of business aircraft maintenance, to OEM-run programs tailored to specific elements of an aircraft, including its engines. The ultimate thing the operator gains is predictability; budget stability. The programs vary in their scope and coverage but share the same basic structure: Operators report their monthly aircraft usage and pay a fixed, hourly fee toward their maintenance needs.

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AVBUYER.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

“A relationship with a charter or fractional ownership provider with fleet aircraft available to fulfil your remaining needs will help save on your operating costs...”

Then, when a need arises, the operator can contact the maintenance-program administrator and arrange for necessary work to be done by the program's pre-approved people – or at a shop approved by the program administrators. Part of the appeal of these programs is how they can function as de facto warranty programs for aircraft that are out of warranty. But there's no question that the major appeal stems from the predictability of maintenance costs – insulating an operator from the shock effect of a sudden unplanned maintenance event.

Tip #3: Always Consider Alternative Lift

Finally, the most efficient flight operations tend to weigh whether the company airplane provides the best option for each trip. A relationship with a charter operator can provide the baseline cost to apply to any given trip. Considering whether to use the company airplane is a fair question where minimizing operating costs is concerned. Depending on the length of the trip, the stops required and the personnel load, the company aircraft may not

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always be the most cost-efficient option, which could be a step up or a step down in aircraft range, size and capability. One size seldom fits all, where Business Aviation is concerned. The airplane selected should represent the best fit for the majority of your mission needs. A relationship with a charter or fractional ownership provider with fleet aircraft available to fulfil your remaining needs will help save on your operating costs, ultimately.

Summary…

The three tips highlighted in this article are not the only three cost saving tips to reduce operating costs. Each flight department develops its own set of practices, and there are almost as many tips as there are operations. Ultimately, as highlighted by the three tips in this article, diligence, effort and carefully selected relationships in key areas will ultimately help achieve the goal of keeping your flight department costs under control. ❚

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Avjet FP January.qxp_Layout 1 18/12/2018 10:44 Page 1


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2001 Gulfstream GIVSP SN 1447

2006 Hawker 850XP SN 258812

2000 Boeing 757 SN 29306

2009 Challenger 605 SN 5769

2016 Global 6000 SN 9744

1986 Boeing 767-200ER SN 23402

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

SALES | ACQUISITIONS | CONSULTING AVJETGLOBAL.COM

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


Ownership 3.qxp_Finance 19/02/2019 10:11 Page 1

OWNERSHIP David Wyndham is co-owner & president of Conklin & de Decker, a JSSI Company, 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

How Long Should You Keep Your Jet? When buying a business jet, it’s important to have an idea of how long you will own the aircraft. David Wyndham assesses not only why, but how you should build a plan…

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client was recently looking at how the cost of owning their first business jet compares to a jet card or block charter. Their expected annual utilization is 350 hours and they plan to operate between two continents, requiring a Large Jet. They ultimately chose not to purchase the aircraft. Why did they choose not to own an aircraft? In short, their expected utilization period only covered the next two-to-three years. After that the client expected to retire and fly substantially fewer hours. In this case, a very short-term of ownership, combined with the projected decline in the aircraft’s residual value, meant the total ownership costs favored a wellstructured jet card program over outright ownership. There is no ideal length of time to own a business aircraft, however. The ideal will differ from one prospective owner to the next. So what are the key considerations that a buyer should take into account when determining the length of ownership? 54 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Mission Changes

Changes in the primary mission will often dictate a change of aircraft to one that is a better fit. For example, one flight department suddenly needed to fly much longer trips following a merger. The existing aircraft lacked the necessary non-stop range, creating the need for a replacement aircraft. Likewise, if the need to carry a certain number of passengers changes then an equipment change could be required. Mission requirements could dictate a smaller aircraft or a larger one. For example, there's no need for a 12-passenger Long Range Jet if the primary mission changes to short hops with fewer passengers. When the mission changes, it's important to establish if these are for the short-term or will be more permanent. A short-term change in mission or hours to be flown might be wellserved by charter or a jet card. As a part of your acquisition process, you will need to see if any foreseeable mission changes are likely to occur, and if so, when and for how long.

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www.AVBUYER.com

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Changing Costs

As an aircraft ages, it requires more maintenance to stay reliable. The time needed to perform that maintenance tends to increase. The costs of operating a newer aircraft are therefore lower than older examples. If the economics of the newer aircraft are lower than the older one, it can further support a change. For business-use aircraft, taxes may be another consideration when deciding how long to keep the aircraft. There are some companies that maximize the tax depreciation of the aircraft as aggressively as the tax law allows and, once depreciated, these companies often elect to replace the aircraft. Part of this discussion depends on the profits of the corporation and the need for tax deductions. Taxes should never be the sole reason to buy or sell your jet, but they can be a significant decision point. It's always a good idea to consult with a tax expert for further guidance.

Maintenance, Technology and Parts

Maintenance Factors: Calendar requirements for travel, advances in technology and the ability to obtain spare parts after an aircraft has been out of production for many years are among the other considerations for determining how long you should plan on keeping your jet. If the aircraft is flown a lot, the increased calendar availability of a newer aircraft needs to be factored into the equation. Older aircraft can be down for maintenance more than 50% of the time, which necessitates significant supplemental lift. How might an aging aircraft fit with your projected mission needs five years from the time of purchase?

Technology Factors: New technology that is required for ATC, navigation and increasing safety may not be cost-effective when modifying older aircraft. For some business jets, updating systems to a modern ‘glass cockpit’ suitable for global navigation can exceed $1m or more. For the older global jet, it may not be worth spending that money. This must be assessed at the time you’re buying a jet. Parts Availability: For much older aircraft with fewer left flying, the ability to find spare parts, irrespective of cost, makes the aircraft less able to meet its schedule. A rule of thumb is that if less than half the fleet is still flying, the aircraft can be considered an ‘end-of-life’ model – in which case, you may need to develop a plan for the aircraft’s scrappage once your planned term of ownership is finished.

In Summary

If the long-term mission needs are not likely to change, then the decision should center on costs. The costs of keeping or replacing the aircraft should be calculated using a life-cycle cost approach to arrive at the best financial solution. This approach considers not only the operating costs but also current and future values. It may also include taxes and the cost of capital. In summary, there is not one right answer for how long to own a business aircraft. The timing depends on the age of your aircraft and on the costs of owning and operating it. I’ve seen owners who change aircraft every fiveto-seven years and some who keep an aircraft 20 years or longer. ❙

Make more informed Aircraft Ownership Decisions - with AvBuyer 56 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Jeteffect 6 aircraft March.qxp 19/02/2019 09:56 Page 1

Gulfstream G550 • S/N 5045

Gulfstream G500 • S/N 5100

Gulfstream G200 • S/N 156

Challenger 605 • S/N 5891

Falcon 50EX • S/N 313

Learjet 45XR • S/N 385

Los Angeles Palm Beach Dallas Atlanta Virginia Beach South Carolina email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • 803.345.6000 • www.jeteffect.com


Jeteffect 6 aircraft March.qxp 19/02/2019 09:56 Page 2

Learjet 45 • S/N 079

Learjet 40XR • S/N 2101

Learjet 40XR • S/N 2090

Learjet 40XR • S/N 2044

Citation X • S/N 750-0121

Citation Sovereign+ • S/N 680-0510

Los Angeles Palm Beach Dallas Atlanta Virginia Beach South Carolina email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 757.821.2921 • 803.345.6000 • www.jeteffect.com


Values Intro NOV.qxp_Finance 19/02/2019 14:27 Page 1

VALUES - LIGHT JETS

AVBUYER.com

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

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s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 750nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far 62 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the heavyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light segment represented the bottom rung of the business jet ladder. That was before the Entry-Level Jets entered the market, differentiated by weights below almost everything ever built at less than 10,000 pounds.

Entry-Level & Light Jet Price Guide

The following Entry-Level & Light Jets Retail Price Guide represents current average values published in The Aircraft Bluebook – Price Digest. The study spans a twenty year period, from 1999 through Winter 2018, and covers 34 models. Values reported are in US$m, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Cessna Citation Encore+ average value reported in the Winter 2018 edition of Bluebook shows $3.7 million for a 2009 model, $3.4 million for a 2008 model and so forth. Note: We have included 34 aircraft models in the following Light Jets average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 68 www.AVBUYER.com


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VALUES - LIGHT JETS

Entry Level & Light 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

2.3

2.2

2.1

2.0

4.5

4.2

3.8

3.6

3.3

3.0

2.7

2.5

6.2

5.7

5.5

5.3

2009 US$M

MODEL BEECHCRAFT PREMIER 1A BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 CESSNA CITATION XLS+560

12.0

10.5

8.250

7.750

7.0

6.7

CESSNA CITATION XLS 560

4.7

CESSNA CITATION ENCORE+560

3.7

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

8.6

7.9

6.9

6.7

6.6

6.3

6.0

5.7

5.4

CESSNA CITATION CJ3+525C

7.6

6.9

6.2

6.0

5.9

CESSNA CITATION CJ3 525B

5.5

5.3

5.0

4.8

4.6

4.4

4.2

CESSNA CITATION CJ2+525A

4.5

4.3

4.1

3.9

3.7

3.6

3.4

3.4

3.2

3.0 3.0

2.8

2.6

1.4

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

4.5

3.9

3.6

CESSNA CITATION CJ1+525 CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510 CIRRUS VISION JET SF50

1.960

2.7

2.4

1.9

1.8

ECLIPSE 550

2.2

1.9

2.2

2.1

ECLIPSE 500 EMBRAER PHENOM 300E

9.450

EMBRAER PHENOM 300

8.5

8.0

EMBRAER PHENOM 100EV

4.2

4.0

EMBRAER PHENOM 100E

3.7

7.7

7.3

6.9

3.4

3.1

2.9

EMBRAER PHENOM 100

1.8

1.7

1.6

1.5

2.0

1.7

1.6

--

6.4

6.0

5.7

5.5

5.2

2.6

2.4

2.2

2.0

1.9

2.2

2.0

HAWKER 400XP

--

HAWKER BEECHJET 400A HONDAJET HA-420

5.0

NEXTANT 400XTI

4.6

4.0 4.5

PILATUS PC-24

4.0

3.6

3.1

2.7

2.5

8.5 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

64 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Retail ValuesMarch2019.qxp_RPG 19/02/2019 14:31 Page 2

AVBUYER.com

What your money buys today

Winter 2018 2008 US$M

2007 US$M

2006 US$M

1.9

1.8

1.7

3.4

2.3

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A

1.5

1.4

1.3

3.2

2.9

2.6

2.5

2.3

2.6

2.4

2.1

1.9

1.7

2.1

1.9

1.450

1.750

1.550

1.350

1.2

1.1

BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR

1.6

1.5

1.4

1.3

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.250

BOMBARDIER LEARJET 40

5.2

CESSNA CITATION XLS+560

4.6

4.1

3.4

3.1

3.9

3.7

3.5

CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+560

2.8

1.8

2.6

1.6

2.4

2.1

2.0

1.9

1.7

CESSNA CITATION V ENCORE 560

2.8

2.6

2.5

2.4

2.2

2.0

CESSNA CITATION EXCEL 560-XL

1.5

1.4

1.3

1.2

1.1

1.0

CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+525C

4.0

3.6

3.5

3.4

3.2

3.0

2.8

2.6

2.6

2.5

3.3

CESSNA CITATION CJ3 525B CESSNA CITATION CJ2+525A

2.4

2.3

2.2

2.1

2.0

CESSNA CITATION CJ2 525A CESSNA CITATION M2 525

2.4

2.2

2.1

2.0 1.9

1.3

1.2

CESSNA CITATION CJ1+525 1.8

1.7

1.6

1.5

1.3

1.275

1.1

CESSNA CITATION CJ1 525 CESSNA CITATION MUSTANG 510 CIRRUS VISION JET SF50 ECLIPSE 550

1.0

0.9

0.7

ECLIPSE 500 EMBRAER PHENOM 300E EMBRAER PHENOM 300 EMBRAER PHENOM 100EV EMBRAER PHENOM 100E

1.7 1.8

EMBRAER 100 1.7

1.5

1.3

1.150

HAWKER 400XP 1.1

1.050

1.0

0.950

0.9

HAWKER BEECHJET 400A HONDAJET HA-420 NEXTANT 400XTI PILATUS PC-24

AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

65


ACSpecs Intro.qxp_AC Specs Intronov06 19/02/2019 10:34 Page 1

SPECIFICATIONS - LIGHT JETS

Aircraft Performance & Specifications Light Jets

T

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

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2019 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.

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 cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings.

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

Performance Range: • 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.

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.).

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.

Weights: • Maximum Take-Off Weight is specified during aircraft certification.

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

68 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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SpecificationsC.qxp_PerfspecDecember06 19/02/2019 10:36 Page 1

NUMBER OF ENGINES

FERRY RANGE-nm (NBAA IFR FUEL RESERVES)

MAX PAYLOAD (lbs)

MAX TAKEOFF (lbs)

PASS SEATS TYPICAL

5.4

5.5

13.6

285

6

12500

1435

850

461

2

FJ44-2A

BEECHCRAFT PREMIER IA

5.4

5.5

13.6

285

6

12500

1400

850

454

2

FJ44-2A

BEECHCRAFT BEECHJET 400A

4.8

4.9

15.6

305

7

16100

2085

1180

458

2

JT15D-5

BEECHCRAFT HAWKER 400XP

4.75

4.92

15.5

305

8

16300

2015

1180

450

2

JT15D-5R

BEECHCRAFT HAWKER 400XPR

4.75

4.92

15.5

305

8

16300

2100

1313

447

2

FJ44-4A-32

BOMBARDIER LEARJET 40

4.92

5.12

17.67

369

6

20350

2282

1573

465

2

TFE 731-20AR

BOMBARDIER LEARJET 40XR

4.92

5.12

17.67

369

6

21000

2051

1778

465

2

TFE 731-20BR

BOMBARDIER LEARJET 45

4.92

5.12

19.75

415

8

20500

2110

1423

465

2

TFE 731-20AR

BOMBARDIER LEARJET 45XR

4.92

5.12

19.75

415

8

21500

1875

1685

465

2

TFE 731-20BR

CESSNA CITATION MUSTANG

4.5

4.58

9.8

163

4

8645

1200

718

340

2

PW615F

CESSNA CITATION M2

4.75

4.83

11

201

6

10700

1400

694

404

2

FJ44-1AP

CESSNA CITATION BRAVO

4.7

4.8

15.75

292

7

14800

1925

1290

405

2

PW530A

CESSNA CITATION ENCORE

4.75

4.83

17.33

314

7

16630

2075

1410

430

2

PW535A

CESSNA CITATION ENCORE+

4.75

4.83

17.33

314

7

16830

2390

1494

430

2

PW535B

CESSNA CITATION CJ1

4.75

4.83

11

201

5

10600

1350

775

381

2

FJ44-1A

CESSNA CITATION CJ1+

4.75

4.83

11

201

5

10700

1365

895

389

2

FJ44-1AP

CESSNA CITATION CJ2

4.75

4.83

13.58

248

6

12375

1400

1075

413

2

FJ44-2C

ENGINE MODEL

BEECHCRAFT PREMIER I

MAX SPEED (ktas)

CABIN WIDTH (ft)

CABIN VOLUME (Cuft)

CABIN HEIGHT (ft)

CABIN LENGTH (ft)

AVBUYER.com

!

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.

www.AVBUYER.com

AVBUYER MAGAZINE ❘ VOL 23 Issue 3 2019 ❘

69


SpecificationsC.qxp_PerfspecDecember06 19/02/2019 10:36 Page 2

ENGINE MODEL

NUMBER OF ENGINES

MAX SPEED (ktas)

FERRY RANGE-nm

(NBAA IFR FUEL RESERVES)

MAX PAYLOAD (lbs)

MAX TAKEOFF (lbs)

PASS SEATS TYPICAL

CABIN VOLUME (Cuft)

CABIN LENGTH (ft)

AVBUYER.com

CABIN WIDTH (ft)

CABIN HEIGHT (ft)

SPECIFICATIONS - LIGHT JETS

CESSNA CITATION CJ2+

4.75

4.83

13.58

248

6

12500

1720

1194

413

2

FJ44-3A-24

CESSNA CITATION CJ3

4.75

4.83

15.67

286

6

13870

1925

1374

417

2

FJ44-3A

CESSNA CITATION CJ3+

4.75

4.83

15.67

286

6

13870

1925

1374

417

2

FJ44-3A

CESSNA CITATION CJ4

4.75

4.83

17.3

293

7

17110

2150

1667

454

2

FJ44-4A

CIRRUS VISION SF50

4.07

5.08

11.48

170

4

6000

1200

796

300

1

FJ33-5A

EMBRAER PHENOM 100

4.92

5.08

11

212

5

10472

1312

915

390

2

PW617F-E

EMBRAER PHENOM 100E

4.94

5.08

11

212

5

10582

1334

917

390

2

PW617F-E

EMBRAER PHENOM 100EV

4.94

5.08

11

212

5

10582

1334

1178

406

2

PW617F1-E

EMBRAER PHENOM 300

4.92

5.08

17.17

324

7

17968

2216

1811

444

2

PW535E

EMBRAER PHENOM 300E

4.92

5.08

17.17

324

7

17968

2216

1811

444

2

PW535E

HONDA AIRCRAFT HA-420 HONDAJET

4.8

5

12.1

-

5

10600

1521

792

422

2

HF120

NEXTANT AEROSPACE 400XT

4.75

4.92

15.5

305

7

16300

2469

1852

471

2

FJ44-3AP

NEXTANT AEROSPACE 400XTi

4.75

4.92

15.5

305

7

16300

2050

1527

460

2

FJ44-3AP

ONE AVIATION ECLIPSE 500

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

ONE AVIATION TOTAL ECLIPSE 500

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

ONE AVIATION ECLIPSE 550

4.16

4.66

7.6

109

3

6000

1088

574

371

2

PW610F-A

PILATUS PC-24

5.08

5.58

23

501

6

17968

2522

1525

440

2

FJ44-4A

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 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Gulfstream G450 2008 SERIAL NUMBER 4108

Highly Equipped and Turn-Key Condition! You can have it all in a G450, and Serial Number 4108 is just that aircraft! The list of desirable features starts with excellent pedigree: Two U.S. owners since new New paint in 2017 Full maintenance programs Enhanced Nav Package FANS 1A/CPDLC and ADS-B Out Synthetic Vision BBML Global WiFi Satellite TV And much more! We invite you to see for yourself why Serial Number 4108 is everything you want in a G450! Contact Jim Donath at Donath Aircraft Services.

773.935.9871 | jimdonath@donathaircraft.com | DonathAircraft.com


AirCompAnalysis March18.qxp_ACAn 19/02/2019 10:57 Page 1

JET COMPARISON

Aircraft Comparative Analysis Nextant 400XTi versus Cessna Citation CJ4

In this month’s jets comparison, Mike Chase provides information on the remanufactured Nextant 400XTi and Cessna Citation CJ4 Light Jet…

O

ver the following paragraphs we’ll consider key productivity parameters (including payload, range, speed and cabin size) and current market values for the Nextant 400XTi and Citation CJ4. Which is the better option for a buyer to take – remanufactured or new? This is one of the questions that we will consider...

About the Competitors

In October 2011 Nextant Aerospace received FAA certification for the 400XT – a remanufacturing program for the Beechjet 400A and Hawker 400XP that offered significant improvements in performance, range and fuel efficiency over the original models. The Nextant 400XTi was subsequently introduced by Nextant and is an upgraded version of the original 400XT featuring a new cabin design, new acoustic insulation, raked winglets and auto throttle capability. Meanwhile, the Cessna Citation CJ4 is the largest, longest-range CJ family member, adding an additional two feet on the CJ3 cabin. Introduced back in 2006,

72 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

and in production since 2010, the CJ4 introduced a different wing design than earlier models in its family, adopting the moderately swept wing design of the Citation Sovereign.

Fleet Data

As of this writing, there are 34 Nextant 400XTi jets in operation, 27 of which are wholly-owned. One is in shared ownership and six are in fractional ownership programs. There are an additional 28 Nextant 400XTs in operation. In December 2018, North America had the largest Nextant 400XTi fleet percentage (68%), followed by Europe (29%). Together, they accounted for a combined 97% of the total fleet. By comparison, there are 285 Citation CJ4 jets in operation. A vast percentage of those (275) are whollyowned, while ten are in shared ownership (none are fractionally owned). North America was home to the largest Citation CJ4 fleet percentage (80%), as of December 2018, followed by Europe (13%), accounting for a combined 93% of the total fleet. www.AVBUYER.com

w


AirCompAnalysis March18.qxp_ACAn 19/02/2019 10:57 Page 2

www.AVBUYER.com

HOW MANY

EXECUTIVE

SEATS

NEXTANT

7

400XTi

(Manufactured between 2011-Present)

$3.3 Million

vs.

(2014 Model)

CESSNA

7

Citation CJ4

(Manufactured between 2010-Present)

$6.7 Million (2014 Model)

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

RUNWAY DO I NEED?

(Balanced field length, ft)

4,030

Nextant 400XTi

500

1000

1500

HOW FAR

Cessna Citation CJ4

1,927

2500

CAN WE TAKE?

(Lbs)

2,050

Nextant 400XTi Cessna Citation CJ4

2,150

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 34

280

Sources used: Conklin & de Decker, JETNET, Vref, Chase & Associates

www.AVBUYER.com

3000

3500

4000

4500

WHAT’S THE

HOW MUCH

(Nautical Miles. 4 Pax) 1,801

5,920

2000

PAYLOAD

CAN WE GO?

Nextant 400XTi

3,350

Cessna Citation CJ4

NEW/USED SOLD

LONG RANGE CRUISING SPEED?

(Knots)

Nextant 400XTi

406 380

Cessna Citation CJ4

WHAT’S THE

COST PER HOUR?

<1 (11.8%)

5 (2.9%)

12-Month Average Figure

Nextant 400XTi Cessna Citation CJ4

$1,580 $1,814

(% = Global Fleet For Sale)

! AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

73


AirCompAnalysis March18.qxp_ACAn 19/02/2019 10:58 Page 3

JET COMPARISON

AVBUYER.com

Table A - Payload & Range

Payload & Range Comparison

Nextant 400XTi Citation CJ4

16,300 17,110

4,912

5,828

Max Fuel (lb)

MTOW (lb)

Source: Nextant, Cessna, JETNET and B&CA.

2,050

2,150

Max Payload (lb)

623

1,052

Avail Payload w/Max Fuel (lb)

1,024

1,425

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

1,312

Chart A - Cabin Cross-Section Nextant Aerospace 400XTi

Cabin Cross-Section Comparison

Cessna Citation CJ4

Source: UPCAST JETBOOK

Chart B - Range Comparison

Nextant 400XTi Citation CJ4

As we have established previously, a potential operator should focus on payload capability as a key factor in selecting the right aircraft for their need. Table A (left) shows the Nextant 400XTi ‘Available Payload with Maximum Fuel’ is 638lbs, which is substantially less than the 1,122lbs offered by Cessna’s Citation CJ4.

1,801 nm (w/4 Pax) 1,927 nm (w/4 Pax)

Chart A (left) shows a cabin crosssection comparison with the Nextant 400XTi offering the same 4.75ft height as the Citation CJ4 but slightly greater width at 4.92ft vs 4.83ft. Also depicted by our UPCAST JETBOOK graphic, the Nextant 400XTi offers a flat cabin floor. According to Conklin & de Decker’s data, although the Nextant 400XTi has a shorter cabin length (15.5ft) than the Citation CJ4 (17.3ft), the 400XTi offers a slightly larger overall cabin volume at 305cu.ft compared to the Citation CJ4 (293cu.ft). The Citation CJ4 does offer greater overall baggage volume with 6cu.ft of internal, and 71cu.ft external baggage space, versus the Nextant 400XTi which has 31cu.ft internal, and 25cu.ft external baggage space.

Range Comparison

As depicted in Chart B (left) using Cleveland, Ohio as the origin point, the Nextant 400XTi (1,801nm) shows slightly less range coverage than the Citation CJ4 (1,927nm). For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range. Cruise with NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details Source: Chase & Associates

74 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

The Nextant 400XTi is powered by a pair of Williams FJ44-3AP engines, each offering 3,052lbst.

!

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7


Hatt & Associates March.qxp_Layout 1 18/02/2019 14:17 Page 1

2007 Falcon 2000EX EASy II S/N: N331HA Reg: 117 5,435.35 hours since new Engines enrolled on ESP Gold, APU enrolled on MSP Gold Next Gen Avionics FANS 1/A, CPDLC, ADSB-Out, TCAS 7.1

Refurb being completed E, F, Interior and G Insp. Completed by West Star - by Grand Junction in September2016 Standard Aero Asking $11,395,000 Teflon Coating completed in 2017

Unique in Experience, Global in Scope. 1999 Hawker 800XP S/N: 258436. Reg: N114BA Asking $1,295,000 11,761.6 hours since new ATG-5000 High Speed Internet Enrolled on MSP Program ADS-B Out installed April 2018

2008 King Air 350 S/N: C-GCEU. Reg: FL-580 Asking $3,750,000 2,612.8 hours since new

1-(303) 790-1050 hattaviation.com

ADS-B (V2) Out Synthetic Vision System Engines enrolled on ESP Avionics enrolled on CASP

2012 Nextant 400XT

S/N: RK-334. Reg: N590TM 11,338.2 Hours since New Remanufactured Nextant in 2012 Collins Pro Line 21 Avionics Suite Aircell Axxess (Dual Iridium SAT Phone, Internet & Wifi) A,B,C, D inspection being completed at Hawker Beechcraft Tampa Production Unit #20

Hatt & Associates: Global Aviation Sales Acquisitions

Brokerages

Consulting

Pre-Buy Management

Contract/Legal Services

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


AirCompAnalysis March18.qxp_ACAn 19/02/2019 10:58 Page 4

JET COMPARISON

AVBUYER.com

Chart C – Cost per Mile* Nextant 400XTi

The Citation CJ4 also offers a pair of Williams FJ44-4A engines with 3,621lbst each. The Time Between Overhauls (TBO) for the Nextant 400XTi and Citation CJ4 is 5,000 hours.

$4.34

Citation CJ4

Cost Per Mile Comparison

$4.92

$0.00

$2.00 $4.00 US $ per nautical mile

$6.00

Chart C (left) details ‘Cost per Mile’ for our comparative jets (per JETNET data), and factors direct costs (no depreciation) and with each aircraft flying a 1,000nm mission with an 800lbs (four passengers) payload. The average US Jet-A fuel cost used for February 2019 was $4.94 per gallon. The Nextant 400XTi shows a lower cost per nautical mile at $4.34, compared to $4.92 for the Citation CJ4. That’s a difference of 11.8% in favor of the Nextant 400XTi.

* 1000nm mission costs (No Depreciation) Source: JETNET

Chart D – Variable Cost Nextant 400XTi

Total Variable Cost Comparison

The ‘Total Variable Cost’ illustrated in Chart D, left (sourced from JETNET), is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense, and miscellaneous trip expense (hangar, crew and catering). The Total Variable Cost for the Nextant 400XTi computes at $1,580/hour compared to the Citation CJ4 at $1,814/hour, difference of $234 (or 12.9%) in favor of the Nextant 400XTi.

$1,580

Citation CJ4

$1,814

$0 Source: JETNET

$500 $1,000 US $ per hour

$1,500

$2,000

Table B - Aircraft Comparison Table

Aircraft Comparison Table

Nextant 400XTi Citation CJ4

406

380

Long Range Cruise Speed (Kts)

305

293

1,801 1,927

$3.300 $6.700

Range (4 Pax) nm

Used 2014 Vref Price $USm

Cabin Volume Cu Ft

*Average Full Sale Transactions in the past 12 months as of Dec. 2018; Source: JETNET Data courtesy of Vref; JETNET; Conklin & de Decker; Chase & Associates

34

280

In Operation

11.8% 2.9% % For Sale

<1

5

Average Per Month Sold*

Table B (left) contains the 2014 used prices (per Vref) for the Nextant 400XTi and Citation CJ4, while the long-range cruise speed, ranges, number of aircraft in-operation, percentage ‘For Sale’ and average sold are as reported by JETNET. The Nextant 400XTi fleet had 11.8% of its fleet for sale as of the end of December 2018, while the Citation CJ4 had 2.9% for sale. The average number of new and used transactions (sold) per month is less than one for the Nextant 400XTi and five for the Citation CJ4 over the past 12 months.

!

76 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Leading Edge March.qxp_Layout 1 18/02/2019 14:55 Page 1

Citation Opportunities Price: Please Inquire

2005 Citation CJ2 s/n 525A-0242 • 3000 Hrs. Total Time • TAP Preferred • Collins ProLine 21 w/ Dual Garmin 530A • ADS-B Out w/ WAAS, UNS-1L • Cessna Maintained • Painted November 2013

Price: $3,795,000

2007 Citation CJ3 s/n 525B-157 • One U.S. Owner Since New • Engines Enrolled on TAP Elite • WAAS/LPV & ADS-B Out • Currently Operated Part 135 • Right-Hand Forward Side Facing Seat & Belted Flushing Lav

Price: $3,495,000

2007 Citation CJ2+ s/n 525A-0377 • Two U.S. Owners Since New • 1530 Hours Total Time • TAP Blue and ProParts • Cessna Maintained • Forward Side Facing Seat and Belted Potty • Delivered with ADS-B Out


AirCompAnalysis March18.qxp_ACAn 19/02/2019 10:59 Page 5

JET COMPARISON

Table C - Part 91 & 135 MACRS Schedule

Depreciation Schedule

MACRS Schedule for PART 91 Year Deduction

1

2

3

4

5

6

20.0%

32.0%

19.20%

11.52%

11.52%

5.76%

MACRS Schedule for PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29%

24.49%

17.49%

12.49%

8.93%

8.92%

8.93%

4.46%

Source: NBAA

PRIVA

Table D - MACRS Depreciation Schedule 2014 Nextant 400XTi

- PRIVATE (PART 91)

Full Retail Price - Million $3.300 Year

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

20.0%

$0.660

$2.640

$0.660

2

32.0%

$1.056

$1.584

$1.716

3

19.2%

$0.634

$0.950

$2.350

2014 Nextant 400XTi

4

11.5%

$0.380

$0.570

$2.730

5

11.5%

$0.380

$0.190

$3.110

6

5.8%

$0.190

$0.000

$3.300

- CHARTER (PART 135)

Full Retail Price - Million $3.300 Year

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

14.3%

$0.472

$2.828

$0.472

2

24.5%

$0.808

$2.020

$1.280

3

17.5%

$0.577

$1.443

$1.857

4

12.5%

$0.412

$1.031

$2.269

5

8.9%

$0.295

$0.736

$2.564

6

8.9%

$0.294

$0.442

$2.858

7

8.9%

$0.295

$0.147

$3.153

8

4.5%

$0.147

$0.000

$3.300

Source: Vref

Table E - MACRS Depreciation Schedule 2014 Citation CJ4

- PRIVATE (PART 91)

Full Retail Price - Million $6.700 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

20.0%

$1.340

$5.360

$1.340

2

32.0%

$2.144

$3.216

$3.484

3

19.2%

$1.286

$1.950

$4.770

2014 Citation CJ4

4

11.5%

$0.772

$1.158

$5.542

5

11.5%

$0.772

$0.386

$6.314

6

5.8%

$0.386

$0.000

$6.700

- CHARTER (PART 135)

Full Retail Price - Million $6.700 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

14.3%

$0.957

$5.743

$0.957

Source: Vref

78 â?&#x2DC; Vol 23 Issue 3 2019 â?&#x2DC; AVBUYER MAGAZINE

2

24.5%

$1.641

$4.102

$2.598

3

17.5%

$1.172

$2.930

$3.770

4

12.5%

$0.837

$2.093

$4.607

5

8.9%

$0.598

$1.495

$5.205

6

8.9%

$0.598

$0.897

$5.803

7

8.9%

$0.598

$0.299

$6.401

8

4.5%

$0.299

$0.000

$6.700

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period, or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year. The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100 percent of the cost of a new or 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 www.AVBUYER.com

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Asking Prices & Quantity

The current used market for the Nextant 400XTi aircraft shows a total of four jets ‘For Sale’, with none stipulating an asking price. For the Citation CJ4, a total of six aircraft are listed for sale, two of which display asking prices ranging from $5.950m to 5.995m. While each serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variations in price. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Chart E - Productivity Comparison $8.0

Price (Millions)

aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026. Table D and Table E (previous page) depict examples of using the MACRS schedule for a 2014 Nextant 400XTi and Cessna Citation CJ4, respectively, that are in private (Part 91) and charter (Part 135) operations over fiveand seven-year periods.

Citation CJ4

$6.0 $4.0 Nextant 400XTi

$2.0 $0.0 0.0000

0.1000

0.2000

0.3000

0.4000

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

Productivity Comparisons

The points in Chart E are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide (2014 models). 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. 2. 3.

Four Passenger Range (nm) with available fuel; The long-range cruise speed flown to achieve that range; The gross cabin volume available for passengers and amenities.

Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed and cabin size. The Nextant 400XTi demonstrates a higher level of productivity (though a 2014 model is priced $3m lower than a 2014 model Citation CJ4). The Nextant 400XTi slightly edged out the Citation CJ4 in terms of cabin volume. However, it has the lowest cost per mile and variable cost per hour. Meanwhile the ‘Available Payload with Maximum Fuel’ is nearly double for the Citation CJ4 compared to the Nextant 400XTi, and the Citation CJ4 offers greater range than the Nextant 400XTi (which is quicker).

In Summary

Within the preceding paragraphs we have www.AVBUYER.com

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. Operators should weigh up their mission requirements precisely when picking which option is the best for them. It is important to note that to date only 62 Nextant aircraft (34 Nextant 400XTis and 28 Nextant 400XTs) have been remanufactured. Currently there are 285 Beechjet 400A and 220 Hawker 400XP jets in operation that have not been remanufactured. So only 11% of that possible fleet have had their lives extended. This is a low percentage when one considers that a remanufactured Nextant 400XTi adds to the aircraft’s value in the resale market and, as shown in this report, provides

an operator with a jet that competes very well with a Citation CJ4. As equipment mandates impact the aging fleet of Beechjets/Hawkers, it will be interesting to see what proportion of operators favor scrapping their jet versus those who may seek to give their older jet new life through remanufacture. ❙ 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

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Conklin & de Decker January.qxp_Layout 1 23/01/2019 14:55 Page 1

A New Conklin & de Decker is Here Evaluate / Plan / Maintain

conklindd.com


Boutsen March.qxp_Layout 1 18/02/2019 14:20 Page 1

AIRCRAFT

2009 Airbus A319CJ - s/n 3826

FOR

SALE

1995 Avro RJ70 - s/n E1267

2012 Global 5000 - s/n 9468 Deal Pending!

2010 Legacy 650 - s/n 14501134

2012 Dassault Falcon 7X - s/n 167

2012 Dassault Falcon 7X - s/n 136

1988 Dassault Falcon 50 - s/n 185

2007 Premier 1A - s/n RB-0196

Deal Pending!

2005 Challenger 604 - s/n 5599 Deal Pending!

Deal Pending!

2006 Bombardier Global 5000

41, rue Grimaldi

2012 Gulfstream G550

MC-98000 MONACO

+377 93 30 80 02

www.boutsen.com

FILE PHOTO

1980 King Air E90 - s/n LW-329

FILE PHOTO

1999 Socata TBM 700A - s/n 141

FILE PHOTO

2009 Citation Mustang - s/n 510-0182

2010 Gulfstream G550

sales@boutsen.com


Maintenance 1.qxp_Finance 19/02/2019 11:10 Page 1

MAINTENANCE

Avoid the Surprises in Aircraft Engine Maintenance When it comes to an aircraft’s engines, how can a jet or turboprop operator protect themselves from nasty surprises? Dave Higdon highlights what to focus on when it comes to hourly engine maintenance programs and the maintenance schedules themselves…

82 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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AVBUYER.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

Missed Replacement of Rotables

Jet engine OEMs help ensure a long life for their engines through periodic inspections. As the engine advances in hours and cycles, a tear-down to assess the engine's condition becomes necessary, along with the replacement of any rotable components. Rotable components are an inventory item that can be repeatedly and economically restored to a fully-serviceable condition. The servicing method is to swap out the component near the end of its life cycle or on failure. If that removed component can be restored to a serviceable condition it will be repaired and kept for another exchange. Not all operators or maintenance shops always get it right when keeping up with the removal and replacement of rotable parts, however – particularly when their replacement cycle is on-condition. The same is true for periodic inspections performed via a borescope. It's rare, it’s a bad practice when it happens, but it does sometimes happen.

Incomplete Aircraft Logs

F

ew things cause more concern among buyers of used business jets and turboprops than the thought of an unexpected maintenance event and the associated costs. Of particular concern is the health of the powerplant, and this is the main reason savvy operators enroll their aircraft's engines on an hourly maintenance program. The security these programs offer holds sway in the marketplace, too, allowing operators to command higher prices when selling an existing aircraft that’s enrolled on a program. The financial stability and operational security these plans afford the seller typically transfers to an aircraft’s new owners, with all of the same benefits. These programs come in varying forms, but the goal is essentially the same: Help owners and operators to avoid any expensive surprises from their aircraft. But what are the surprises that could await an unwary operator? Over the following paragraphs, we’ll examine some of the more common ones. www.AVBUYER.com

Some of the most expensive surprises may be avoided through a detailed inspection of an aircraft's airframe and powerplant logs. Depending on the age and life of the aircraft, such an inspection may involve multiple logbooks or electronic records, however. Ideally this logbook review occurs before a buyer signs a contract to purchase a used aircraft. While it's not common, incomplete logs occur for different reasons. The easiest way to invite expensive surprises is failure to account for – and completely review – the aircraft logs, with a particular focus on service bulletins (SBs), airworthiness directives (ADs) and updates to the maintenance manuals for that particular engine. Such an examination should be considered mandatory before the purchase of an aircraft, and as part of the preparation for enrolling an engine in an hourly maintenance program. No vendor is likely to accept an engine into its program without passing this baseline examination. A seller's inability to provide complete logs should be considered a red flag warranting deeper examination of the aircraft itself, and its engines especially.

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“It is, however, vital for anybody buying a business jet or turboprop on the used aircraft market to ensure the appropriate maintenance procedures have been adhered to.” The Need for Routine Maintenance Adherence

Every engine OEM ships its product with specific instructions for the use and upkeep of the engine, along with an outline of periodic maintenance requirements and the time cycles during which these inspections and associated work should occur. The manuals always cover the approved maintenance program and the cycles during which certain parts should be replaced (typically well ahead of any expected fatigue failures). Depending on the powerplant, those replacement cycles may be hours-based, cycle-based, calendar-based or even condition-based. ‘On-condition’ means the part can continue in service when a periodic inspection reveals no flaws, allowing the component to continue in service (sometimes almost indefinitely). Modern turbine engines for business aircraft boast remarkable inspection periods, and today’s modern powerplant can even exceed 4,000 hours. In the life of a typical business jet – flying an average 350 hours annually – a 2,000-hour inspection cycle would arrive after approximately every 5.7 years of flying, and about 11 years between overhaul limits. Even then more routine maintenance will still be needed. That means oil changes, filter checks and changes if needed, oil-level upkeep, heat exchangers cleaning. A popular addition to the preventive 84 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

maintenance available for jets is the internal engine wash. This process cleans the interior rotating components of debris, soot and other contaminants which can reduce engine performance and efficiency. An engine operated within specifications, with no exceedances of temperatures or RPM could theoretically continue on the airframe for the expected life of the engine with only minimal maintenance costs or downtime. It is, however, vital for anybody buying a business jet or turboprop on the used aircraft market to ensure the appropriate maintenance procedures have been adhered to. So many components of a modern turbofan engine endure such extreme conditions that it's difficult to point out all of them. But engine OEMs mandate inspection cycles precisely because they help ensure the powerplant's full life. Inlet Fan Blades: Subject to atmospheric temperatures and the impact of foreign objects (birds, dust, sand, volcanic ash, ice, snow and rainwater) these components come in for periodic inspection in fine detail to check for cracks which could lead to blade failure. Compressor Stages: Unless something large gets past the inlet fan, the compressor stages should encounter nothing but air; air that increases in pressure and temperature with every succeeding www.AVBUYER.com

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AVBUYER.com

“...the key to a satisfactory experience with an hourly maintenance program begins with understanding what's covered...” stage. These are a routine object of detailed inspection and any damage detected will likely mean a complete tear-down. Combustion Chamber: This is the metal can behind the compressor where the mixture of air and fuel feed a constantly burning blue flame producing the extreme pressures jet engines use to thrust the aircraft forward. Any crack or flaw in the combustion chamber can lead to a catastrophic failure, loss of the engine, or even the aircraft. Power Turbine Wheels: Sitting in the flow of that blue flame, these turbine wheels spin at extreme speeds to drive the inlet fan, the compressor stages and in turn components such as starter/generators, oil pumps and more. A failed turbine blade can fly away at bullet speeds – fast enough to penetrate containment shields, the fuselage, the pressure vessel and wing components.

Maintenance Programs: What to Look For

Engine OEMs all stress the importance of adhering to the inspection cycles, the schedule for replacing time-limited components and rotables, as well as maintaining oil replenishment and replacement cycles. To ease the risks, vendors and other thirdparty providers offer hourly maintenance programs. An operator considering enrolling an airplane (whether a powerplant or the whole aircraft) on one of these programs should thoroughly examine the www.AVBUYER.com

coverage a program offers. Just as the range of unhappy surprises is kept to a minimum through detailed examination of an aircraft’s logs, the key to a satisfactory experience with an hourly maintenance program begins with understanding what's covered, what's isn’t, and the operator's maintenance and record-keeping prior to signing the contact. • •

• • •

Does the coverage include removal and replacement? Or only the work on the engine itself? The difference could be expensive. Does the coverage include a loaner engine in the event an engine must be removed for required work? Will the same coverage include the cost of shipping the engine to the overhaul facility? What accessories (if any) are covered - and to what extent? Does the coverage include overhauls, or only hot-section inspections? What happens after the engine returns to service on the airframe? Maintenance experts caution that particular care should be exercised with any engine reinstalled after a major overhaul or inspection tear down.

As durable as they may be, there is plenty of scope for a powerplant to become a source of problems. It's when such problems occur that the true value of an hourly engine maintenance program will become apparent to the operator. ❙ AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Maintenance 2.qxp_Finance 19/02/2019 11:16 Page 1

MAINTENANCE

Why Choose an Engine Maintenance Program? Are engine maintenance programs right for

all operator types? How can flight departments select the best one for them? Andre Fodor, aviation director at Johnsonville Sausage,

offers insights from his own experiences…

86 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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AVBUYER.com 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 the Aviation Director for his current employer.

and loaner engine services based on fixed monthly fees certainly help to manage the risks, and deliver a predictable budget. Moreover, aircraft enrolled on engine programs tend to have higher resale values and sell more quickly than aircraft that are not. With that said, there are some circumstances where self-insuring engine coverage may make better sense for certain operators. For example, large fleet operators (particularly those with fleets of the same aircraft type) might have the fleet redundancy to cover one of their aircraft being grounded by an engine problem, diluting the high cost of an engine repair across the wider fleet’s budget.

When Engine Maintenance Programs Pay

B

uilt from the sand up, Dubai is a mesmerizing location. Diligent investment in infrastructure and knowhow secured the UAE’s place as a major international hub for aviation. While there recently, I met a former colleague who is now an instructor for a major airline’s pilot cadet program, and we discussed the effects that the high temperatures and fine sand have on an aircraft’s reliability. I learned that although many components (especially mechanical valves) malfunction more frequently in that environment, the engine’s manufacturer had not set any limitations or special practices to safeguard its engine coverage losses for aircraft based - or frequently operated - in the region. Having previously managed a fractional ownership operation where the focus was on keeping operating costs predictable, I continue to negotiate maintenance deals that deliver a predictable operational cost in my current operation. Since the powerplants are one of the costliest components of an aircraft, enrolling on a welltailored program that provides on-going overhaul www.AVBUYER.com

A previous experience highlighted the benefits of engine coverage to me, however. Operating a new aircraft with less than 150 hours total time, just after take-off the crew noticed cabin smoke. After following the smoke checklist, the crew declared an emergency and returned safely to the maintenance facility. A borescope inspection revealed the cause to be a seal that had been installed incorrectly during assembly. To fix the problem, the manufacturer required the removal of the engine so the powerplant could be shipped to an overhaul facility. Though the engine was still under warranty (and as such the repair was covered), without the engine maintenance program we were enrolled with we would have been grounded for many weeks without a loaner engine. Adding to the learning curve, insurance coverage was required for the loaned engine, which cost $3.7m (equivalent to 14% of the cost of the new aircraft).

Choosing the Right Engine Maintenance Program

When buying into an engine maintenance program, the coverage that a savvy operator chooses will depend on far more than cost alone. There are typically two choices in coverage: That offered under the engine manufacturer’s program, or coverage from a third-party provider. But how can

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AVBUYER.com

operators decide which suits them best? First, what are the travel needs of your operation? If you operate on a global scale, you will need to ensure your program provider has the experience and reach to service you at remote locations and has the logistical wherewithal of getting maintenance personnel, parts, tools and the replacement engine to wherever you could potentially be grounded. Next, the availability of loaner engines should be balanced with the number of aircraft enrolled on the engine maintenance program, and there should be a global network of mechanics that can quickly be dispatched to aid you. It's worth noting that engine maintenance programs may offer standardized contracts, leaving little open to negotiation. Thus, unless you buy additional coverage, thrust reversers, engine assemblies, seals, oil and shop supply costs may not to be covered. Essentially, you’ll need to know what is and isn’t covered, and what can and cannot be negotiated into your coverage. You should make sure the hours on the contract meet your predicted annual utilization. Otherwise, you will pay for too many unused hours. Seek to limit the penalties for time flown beyond annual contracted hours. And you should negotiate the contract's transferability should you choose to sell the aircraft during the term of coverage. Most importantly, be sure to clearly understand all aspects of your contract. Make sure that you do not end up with reduced, or no coverage.

As an example, during a pre-purchase inspection one seller’s aircraft engine had met all its run-up numbers but the prospective buyer insisted on a borescope inspection. What they didn’t realize was that by conducting the borescope inspection without pre-approval they voided the engine contract, subsequently removing coverage on the engines. That one gray area has caused many operators distress, and highlights that there are many engine maintenance program caveats that an operator needs to understand, pre-agree with the program provider, and carefully navigate with seasoned professionals at their side.

In Summary…

Engine maintenance programs ultimately provide peace of mind to owners and operators, and assurance of continued operation in the case of a malfunction, bird ingestion or foreign object damage. The reality is that they will not be cheap. Although they need to be considered during your budget analysis and prior to committing to an aircraft’s purchase, this may help lead your operation to rightsize the acquisition of an aircraft that better suits your budget and need. And as expensive as engine maintenance programs might seem, the assurance they offer is vital to delivering a well-balanced, more predictable budget that cements the foundation of a wellmanaged flight operation. ❙

Intelligent Decisions on MRO - with AvBuyer 88 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Engines Covered TFE731-2, -3, -4, -5 JT15D-4, -5 On These Aircraft Astra 1125/ SP Beechjet 400 Citation II/ SII, III/ VI, V Falcon 10, 20-5, 50, 900B Hawker 700, 800A/ XP Lear 31, 35, 55 Sabre 65 Westwind

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When you maintain your engines, you maintain your aircraft’s value. Taking an aircraft off an engine program effectively seals its fate. That’s why the Engine Assurance Program offers comprehensive coverage for significantly less while using the same high-quality engine MRO shops as the competing programs. We cover scheduled and unscheduled engine maintenance, including life-limited parts, LRUs, R&R, shipping, rentals, line maintenance and 24/7 access to EAP’s AOG assistance. Catastrophic coverage is also included. You get full coverage with only 75 hours as the yearly minimum. Call 214.350.0877 or go to eap.aero/myengine for more information.

Simpler contracts. Fewer exclusions. Less expensive. Trusted resources. info@eap.aero | eap.aero

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Maintenance 3.qxp_Finance 19/02/2019 11:19 Page 1

MAINTENANCE

How Mandated Upgrades Could Force Older Aircraft to Retire

90 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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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

When an expert on older business jets warns that large

numbers of aircraft are on a direct flight path to the

scrapyard, it pays to take notice. Rohit Jaggi spoke with

Sean Lynch, Engine Assurance Program…

S

ean Lynch, program coordinator at US company Engine Assurance Program, reckons that out of a fleet of nearly 1,000 older business aircraft operating in North America, one-fifth will have to stop flying after the end of 2019. Why? Because it’s the deadline by which all aircraft operating in controlled airspace must be equipped with ADS-B Out avionics equipment. This has, of course, been on the horizon for some time. But as recently as November last year less than one-third of aircraft had compliant equipment, according to figures from the US Federal Aviation Administration. And as the deadline nears, the scale of the problem is becoming ever clearer. For one thing, even if all owners or operators of affected aircraft wanted to install compliant equipment there may not be the capacity at electronics shops to do the work.

The Impact of ADS-B

The rule, mandating avionics aimed at providing improved precision and reliability over radar, was formulated in 2010, so newer aircraft have tended to come with the relevant equipment already installed. But there are plenty of aircraft within North America’s total of about 13,500 business jets that, while still perfectly serviceable, do not. The largest fleets of specific aircraft affected, Lynch says, are the 341 Cessna Citation 500, I and ISP variants still operating in the US, the 298 Bombardier Learjet 35 and 35A aircraft, and the 76 Dassault Falcon 20-5 jets (along with smaller numbers of Falcon 10s). Also on his list are Westwinds, Beechjet 400s and Astras. www.AVBUYER.com

Installing the right equipment can easily cost $150,000. For any aircraft with an airframe value under $400,000, Lynch says, “if you combine ADS-B plus a collection of large airframe inspections, paint and interior, a substantial percentage will not make it through January 2020. “I think it to be a safe assumption 20% will cease to operate after January 1, 2020. Some will migrate south, and some will go to the boneyard.” The retirement will be “the largest the industry has ever seen,” he adds.

Airworthiness Directive 2012-17-05

There’s more, though. Another factor is standing by to create a perfect storm of factors that will cast some older business jets on to the scrap heap. There’s a big job that needs to be done on some engines in this fleet that is so costly it risks pushing a number of those aircraft beyond economic repair. The engines in question are Honeywell TFE731-4 and TFE731-5 turbofans that were fitted to Falcon 20-5 and 900B and 900C aircraft, Hawker 800As and 800XPs, and Citation VIIs. The mandatory work is to comply with Airworthiness Directive 2012-17-05, to be completed by October 2, 2020 and involves the replacement of the first stage low-pressure turbine rotor assembly. The directive was issued in response to a reported failure, “to prevent uncontained disk separation, engine failure, and damage to the airplane.” The requirement has been around since 2012, so many aircraft have already complied. But the work costs about $300,000 per engine, and some operators will have been waiting for a big scheduled inspection to avoid tearing down the engines twice.

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“...some owners who have eschewed an engine maintenance program in the past could soon find basic economics turns their aerial carriages into airport ornaments, or worse…” According to Lynch, some 1,400 engines have not yet complied with the directive, and if they are not enrolled on hourly engine maintenance programs the cost of the work to the owner could easily be so vast compared with the aircraft’s value that there is little option left but to set a course for the breaker’s yard.

“We’ve already seen some high-pedigree 900Bs hit the boneyard in the last three years because they were not enrolled on an engine maintenance program and a lot of expensive items came along at the same time.”

Engine Maintenance Program Protection

All of this comes at a delicate time for the business jet sector. For a decade the percentage of used aircraft up for sale has been falling, with less than 9% of the fleet for sale in January this year – a 20-year low. A more typical historical average is 12% but in 2009, after the global financial crisis hit, the figure was nearer 20%. Moving forwards, industry experts expect a rise. “It’s always a risk to call the high or low of any market,” says analyst Brian Foley of Brian Foley Associates, “but I feel we’re at a bottom and used business jet inventory will begin edging upwards.” And that will hit prices, which have already been declining for several years. Put that together with the ADS-B requirement and the engine directive, and it looks possible that some owners who have eschewed an engine maintenance program in the past could soon find basic economics turns their aerial carriages into airport ornaments, or worse…

That’s why Lynch has been gathering all this information, of course. His company offers maintenance programs for powerplants such as the Honeywell engines that spread the cost of work and absorb some of nastiest financial shocks. He figures that 20-30% of those 1,400 engines are not enrolled on a program. “By itself this will mean 200 airplanes get culled,” he predicts. “For any jets that are worth less than $600,000 it will make less financial sense to bring it up to the current ADS-B requirement and have the engine work done,” he adds. Add in some normal items like a 48-month inspection and items such as an interior refurbishment at $100,000 and new paint at $90,000 and “there comes a point when you stop putting money into keeping the aircraft flying.” The directive could even catch a handful of Falcon 900Bs if they were to need ADS-B avionics, a gear overhaul, paint, new interior as well as the necessary work on their three engines, Lynch warns. 92 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Depreciating Aircraft Values

More information from www.eap.aero

❙ www.AVBUYER.com


Wright Brothers March.qxp_Empyrean 19/02/2019 15:55 Page 1

Highlights of the 5 Year FAA Reauthorization Act

T

here were several proposals put forward for the Federal Aviation Administration (FAA) Reauthorization Act of 2018 (HR 302), but not all of them made it through. While privatizing air traffic control will not be happening, the rules regarding re-registration have once again been changed. The bill also includes an edict that all documents will be digitized soon, along with opening records electronically to the public for the first time. The 462-page bill passed on October 3rd, 2018 contains many provisions, a few of which we’ve highlighted. There are changes on the horizon, and while the overall effects are uncertain, we can surmise some of the possibilities.

aircraft owners and improve FAA security measures. In Section 556 of the Reauthorization Act, re-registration is changed to every 7 years, to be enacted within 180 days of the bill passing. We can’t be sure why the FAA is modifying the requirement to less frequent updates once again but are optimistic that the integrity of registration records will not be affected.

Read about more provisions, and Escrow’s role in the changes online at www.avbuyer.com

Re-registration In years past, registration was only required once per owner of the aircraft. In 2010 that changed, in an attempt to make FAA records more current, with re-registration required every 3 years. While this involved more work, the change served to update and maintain more accurate information on

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Five Hot Business Aircraft Upgrades for 2019 Airframes, powerplants, avionics or cabin mods: Where will owners and operators put their discretionary dollars in aftermarket upgrades this year? Trevor West highlights the demand forecast for 2019 from five major MROs and upgrade specialists…

Who: Blackhawk Modifications What: XP67A for the King Air 350

fastest-growing program in Blackhawk’s 20-year history.

The XP67A upgrade for the Beechcraft King Air 350 replaces the two standard Pratt & Whitney Canada PT6A-60A engines with -67As, providing a 24% boost in horsepower that delivers “jet-like speeds, twice the payload, one-third the operating cost, and access to more airports than jets,” according to Edwin Black, Sr. VP, Sales and Marketing. Approved for aircraft with Garmin G1000Nxi and Collins Pro Line 21 flight decks, the top cruise speed of more than 340kts. gets the headlines, but “Pilots are more impressed with the climb,” Black adds. “Most pilots are filing for 4,000 feet higher (FL320 rather than 280) and getting there ten minutes faster.” The five-bladed MT composite propellers included in the upgrade reduce weight and have no minimum ground rpm limitations, allowing quieter ground operations. Since certification in 2017 some 30 installations have been completed, making this the

Cost: The installed price with new propeller assemblies and all hardware is $1.787m. Original engines receive a $70 per hour credit for remaining TBO.

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Downtime: About two weeks. The PT6A-67A is two inches longer than the -60A, but the extra length is accommodated by an extended propeller spinner, so no engine cowl modifications are needed. Slot availability: Installations are performed by a network of dealers, providing ample space, but the supply of -67A motors is limited. Blackhawk, a member of Pratt & Whitney’s CEP (Converter Exchange Program) group, places its orders with the Canadian engine OEM at the beginning of each year, and ordered 26 ship sets for 2019. Purchase agreements for eight are signed. “That puts us down to 18,” Black highlights.

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Aradian February.qxp 23/01/2019 09:32 Page 1

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Who: Duncan Aviation What: Citation CJ3 Pro Line Fusion Flight Deck The Collins Aerospace Pro Line Fusion flight deck upgrade replaces the CJ3’s legacy Pro Line 21 Displays with larger 14.1-inch landscape touchscreen PFDs providing a Synthetic Vision System with terrain, obstacles and airport highlighting; lower landing minima with WAAS and LPV approaches; and graphical flight planning. Among optional add-ons are graphical weather via data link, XM and wireless data loading. More than 20 Fusion upgrades have been performed since Duncan Aviation completed the first in 2017, and the pace isn’t slowing. “We have several more scheduled to be completed and I would anticipate even more will be installed” this year, offers Jeff Simmons, Duncan Aviation’s avionics modification sales representative. Some of the anticipated demand is likely due to the mandate elephant in the hangar: The Fusion meets the coming ADS-B requirement and provides a clearer path for future mandates. But the true allure of the upgrade is that “it transforms the pilot’s flight experience,” according to Collins Aerospace. It’s not surprising, then, that “…95% of the upgrades are done to owner-flown aircraft,” according to Simmons. Cost: The Pro Line Fusion upgrade costs $335,000 including installation. Downtime: Between five and six weeks. Duncan Aviation encourages owners to schedule the upgrade in conjunction with major inspections and/or paint and interior upgrades to take advantage of the downtime. Slot availability: While there’s no shortage now, “...closer to mid- and end-of-year, will be some issues with hangar, parts and manpower availability due to the [ADS-B 2020] mandate,” warns Simmons. 96 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Who: Elliott Aviation What: Garmin G5000 flight deck for the Citation Excel/XLS This flight deck makeover will replace the Citation Excel/XLS Honeywell Primus 1000 with a Garmin G5000 integrated avionics suite with GFC 700 autopilot, substantially lowering cost of operation and eliminating ongoing maintenance challenges facing the legacy system. The Excel/XLS “still has a great hull value,” says Conrad Theisen, director of avionics sales, but the cost of upgrading the Primus 1000 (up to $200,000, plus the eventual cost of replacing the old CRTs at about $80,000 per unit) make a compelling argument for the G5000 upgrade. The switch is also expected to provide enough weight savings to allow additional baggage, passenger, and/or fuel load flexibility. Certification is expected by the end of Q1 2019. Garmin has signed up 40 airplanes for upgrades – 15 to be performed at Elliott, which has its first install scheduled for mid-May. Cost: The G5000 upgrade, including installation, with trade-in credits for existing avionics, is about $475,000 without options. A five year warranty and five year free database subscription are included as part of early sign-up incentives. The optional Awareness and Protection package, which includes synthetic vision, surface watch, under-speed protection and Flightstream 510 costs $35,000. Downtime: Four weeks. Slot availability: Elliott plans on doing two of these upgrades per month, and as two current orders are scheduled for 2020, “We still have three more slots available for this year,” Theisen reveals. www.AVBUYER.com

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AVBUYER.com

Who: StandardAero What: Systems, solutions and STCs for broadband connectivity

Who: Raisbeck Engineering What: Five-Blade Swept Composite Prop for the King Air 300-series

StandardAero is seeing broad demand for 4G Ka- and Ku-band connectivity. “The trend is for more bandwidth for streaming, video conferencing, Facetime - just like in our households,” explains Jerry Sanders, StandardAero’s director of business development, Business Aviation. “Those streaming services – Netflix, Amazon Prime – are really starting to make their way into the cabin.” StandardAero has multiple STCs for Honeywell JetWave installations, which has owned BizAv’s global Kaband space with its exclusive agreement for offering Inmarsat’s Jet ConneX service. But ViaSat now offers Kaband service in North America and Europe, and StandardAero is developing an STC for installations on Bombardier Global Express jets and plans to expand the approved airframe list further. ViaSat also offers a Kuband system that can be upgraded to Ka-band. Only Super Mid-Size jets and larger are big enough to accommodate the weight of the tail-mounted antenna installations current Ka-band requires. Smaller aircraft and others operating domestically are opting for new generation Air-to-Ground (ATG) systems. Gogo’s Avance L5 is “a great, viable option for [owners and operators] looking for a true streaming solution,” Sanders adds.

The new five-blade propellers for King Air 300-series turboprops will be in high demand, said Michelle Lieuallen, Raisbeck Engineering’s director of marketing. Created in collaboration with Hartzell Propeller, the 106-inch diameter propeller is composed of a metal blade shank retention section, with a low-density foam core molded over it, supporting built-up layers of composite laminate. Nickel cobalt leading edges protect against foreign object damage. The propellers provide a combined 54-pound weight savings over the stock models, and the composite blades have unlimited life, maintain optimum airfoil shape over time, and are relatively easy to repair. Additionally, the tailored airfoils extend fully into the spinner, increasing prop efficiency and airflow into the engine.

Cost: Ka-band solutions usually run to about $600,000 installed. Components and labor costs can vary depending on the system. ATG systems typically cost $180,000-$200,000 installed. Downtime: Ka- and Ku-band Installations are usually performed during major inspections when the aircraft must be opened up allowing the necessary access. Slot availability: “Capacity has not been an issue with JetWave,” said Sanders. Installations can be performed at the StandardAero facilities in Augusta, Georgia; Houston, Texas; and Springfield, Illinois. www.AVBUYER.com

Cost: A set of the propellers is $149,375. If purchasing Multiple Systems, the price is $141,906, shaving just under $7,500 from the price. Downtime: Installation (included) requires 37 hours. Slot availability: The propellers are installed by Raisbeck dealers which are widespread, and no availability issues have been reported. ❙

Intelligent Decisions on MRO - with AvBuyer

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AVIONICS

How to Understand the ADS-B Out Essentials With the mandate drawing ever closer, Ken Elliott discusses all the need-to-know aspects of ADS-B. Specifically, what are the ADS-B Out requirements and operations?

A

s of December 2018, there were 49,000 US-registered General Aviation aircraft equipped with ADS-B (not including the light sport and experimental categories). In 2016, the total number of GA and Part 135 aircraft in-service was 166,167, of which 142,638 were piston-powered. Within that number, there were also 13,751 turbojets. Regardless of how you shuffle the numbers, in the US all of the different aircraft groups are behind the curve to meet the January 1, 2020 ADS-B Out deadline. Focusing on the roughly 24,000 turbojet and turboprop fixed-wing aircraft, most of the larger shops are completing ADS-B Out installations at a

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rate of between three and five aircraft per month. Apart from the normal inspections and routine maintenance requirements, shops must deal with non-recurrent service, paint, interior, FANS and Wi-Fi upgrades, all of which will not just go away to accommodate the ADS-B deadline requirements. MROs need to keep their other trades busy, which means keeping hangars full of other work. Of course, if ADS-B can be scheduled to coincide with calendar requirements, then great! But as 2019 progresses, it will be much harder to arrange an ADS-B upgrade if your aircraft is not already penciled in at your preferred maintenance facility. www.AVBUYER.com

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AVBUYER.com Ken Elliott is a highly respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee, and oversees engineering and mentoring at West Star Aviation. Contact him via kenelliott@wsa.aero or www.weststaraviation.com

Table A: ADS-B Out Requirement by Classification of US Airspace (If you fly in this airspace you must be equipped with ADS-B)

AIRSPACE

ALTITUDE

A

All

B

From the ground-up within the Mode C ring

C

From the ground-up

E

Above 10,000ft MSL over the 48 states and DC, excluding airspace at and below 2,500ft AGL

E

Over the Gulf of Mexico at and above 3,000ft MSL within 12nm of the coastline of the US

Airspace within 30nm at certain busy airports from the surface up to 10,000ft MSL; airports listed in appendix D to Part 91 Above the ceiling and within the lateral boundaries of a Class B or Class C airspace area up to 10,000ft MSL Source: FAA

Word-by-Word ADS-B Definition • • • •

Automatic: A system that works independently of pilot or controller initiation. Dependent: A system that is dependent upon the use of the aircraft’s position. Surveillance: A traffic awareness system collaborating data between aircraft and ATC and between the aircraft themselves. Broadcast: A system relying upon wide area broadcast for any user to receive and display (if their aircraft is equipped with ADS-B In).

ADS-B Overview Essentials

What is ADS-B? Automatic Dependent Surveillance Broadcast (ADS-B) is a next generation air traffic surveillance technology supporting radar-like separation standards. It does not replace radar but provides a service where radar coverage is deficient. What does ADS-B enable? Equipped with ADS-B Out each aircraft broadcasts its own highly accurate aircraft position, speed, direction and other data. What is ADS-B In? If installed, ADS-B In allows an aircraft to receive and display ADS-B information providing a display of surrounding traffic, rather like your own on-board air traffic controller display. ADS-B In also provides the flight crew with a no-charge FAA TIS-B (Traffic Information Service-Broadcast) feature. What is ADS-B Out? Each ADS-B Out equipped aircraft automatically transmits accurate position reports, with integrity, every second, to Air Traffic Control (ATC) and to other aircraft. This may result www.AVBUYER.com

in a reduced separation minimum for equipped aircraft and allows more aircraft to follow the most efficient flight trajectory.

The Elements of ADS-B

Actual ADS-B data to be broadcast are defined in the relevant standards and certification documents. They include (amongst others) the following: • Aircraft horizontal position (latitude/longitude) • Aircraft air data and heading (including barometric altitude) • Various data quality indicators • Aircraft identification - Unique 24-bit aircraft address - Aircraft identification: - Mode A code • Emergency status • SPI (special position indicator) when selected by the crew.

ADS-B Coverage and Mandate Essentials

Table A (above) and Figure A (overleaf) address the requirement to operate with a fully functional ADSB system by classification of US airspace. From a worldwide perspective, two other regions have a mature program in place; Australia (the first to embrace ADS-B) and Europe. Both regions are scheduled for full implementation in 2020 and have partial implementation to date. Other nations with restricted ADS-B coverage, based on geographical region, altitudes above FL290, or requirements above FL100 and FL180, include: Canada, Mexico, China, Indonesia, India, Sri-Lanka, Vietnam, Thailand, Fiji, UAE, Sweden,

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Figure A: FAA ADS-B Out Requirements by Classification of Airspace

Iceland, Hong Kong, New Zealand and Taiwan. Note: Europe’s blanket requirement includes aircraft weighing >12,566lbs (5,700kg) or with a speed >250ktas.

What is Space-Based ADS-B?

Many nations have date-based, partial implementations either in place or planned, and are waiting upon the implementation of space-based ADS-B. In place of ground-based continental broadcast and rebroadcast stations, spaced-based ADS-B has the advantage of using low earth orbit (LEO) satellites. Aireon, using Iridium Next conventional satellites, and others using CubeSat standards will create the future environment for mandates. These will flow from endeavors that allow for worldwide tracking of aircraft, for added safety and recovery.

What’s the Stated Requirement?

For the US: Any airspace that requires the use of a transponder today will (on January 1, 2020) also require aircraft to be equipped with a Version 2 ADS-B Out system. This can be either a 1090ES (DO-260B) ADS-B system or a UAT (DO-282B) ADS-B system. For aircraft operating at or above FL180 (18,000 ft) or needing to comply with ADS-B mandates outside the US, a Mode-S transponder-based ADS-B transmitter is required. Aircraft operating below FL180 and within US airspace must be equipped with either a Mode-S transponder-based ADS-B transmitter or with UAT equipment. For Europe: Aircraft operating IFR/GAT in Europe and with a maximum certified take-off mass exceeding 12,566lbs or having a maximum cruising true airspeed capability greater than 250ktas are required to carry and operate ‘Mode S Level 2s’ 100 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

transponder(s) with Mode S Elementary Surveillance (ELS), Enhanced Surveillance (EHS) (for fixed wing aircraft) and ADS-B 1090MHz Extended Squitter (ES) capabilities. The applicability date for this requirement is June 7, 2020. Note: aircraft operating under a civilian registration that do not meet specific criteria, may be granted an exemption against the Mode S EHS requirements.

The Different Aspects of ADS-B

As mentioned, ADS-B has an Out and an In component. The current focus is on ADS-B Out and most operators are not adding the equipment necessary for ADS-B In, partially because a proper requirement standard is still in the works. ADS-C: This refers to ADS services, under a contract, between an aircraft operator, their service provider and mostly oceanic air traffic. It is envisaged ADS-C will evolve, transition or fall away when spaced-based ADS-B services emerge as the leading international means of aircraft surveillance. ADS-R: ADS-B Rebroadcast exists because the ADS-B system operates on two separate frequencies (1090 MHz and 978 MHz) in the US and not worldwide. Because of the different frequencies there is a need to translate, reformat and rebroadcast the information from each frequency to enable aircraft operating on the alternate frequency to process and use the other’s information. TIS-B: The broadcast of transponder-based traffic information derived from ATC surveillance systems, TIS-B provides the mostly smaller ADS-B Inequipped aircraft with a more complete picture of

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surrounding traffic in situations where not all aircraft are equipped with ADS-B. FIS-B: This only operates on the 978 MHz (UAT) frequency used in America and provides ADS-B In equipped aircraft with a suite of advisory-only aeronautical and weather information products to enhance the user’s flight experience and safety.

ADS-B Out V0, 1 and 2: Does it Matter?

Operators who fly internationally and brokers who are looking to trade aircraft from exotic locations, beware! ADS-B Out comes in three versions and the requirement for these versions varies by operating location. For the US, Europe and Australia Version 2 is needed. Elsewhere the requirements are less, varying between Version 0 to 1 and it will not matter if you happen to have Version 2. The problems arise when you want to operate a legacy Version 0 or 1 ADS-B equipped aircraft in a region that requires Version 2. Hence the warning to brokers trading aircraft between regions. Here are the primary features of Version 2 that make it different and, therefore, a more advanced ADS-B configuration: • ADS-B Out DO-260B (Version 2): - Supports ADS-B In capability; - Provides higher navigation integrity; and - Crew alerting failure messaging.

Compliance Reporting

The airworthiness authorities need to ensure installed systems are operating correctly in flight. While flights are regularly monitored, as a complimentary service operators may request a compliance report. In the US, there are two types of compliance report: i) For the certification of new hardware; and ii) Post-installation compliance report for ADS-B Out-equipped aircraft.

• • • • • • • • • • • •

Understand the ICAO 24-bit Address and Flight ID

The version of transponder required for ADS-B Out using 1090 MHz frequency, must be 1090ES (Extended Squitter). These transponders are required to have a Mode S Address that conforms to an ICAO 24-bit address standard. The address will be unique for each aircraft dual transponder system. The Mode S address must decode to the aircraft’s current registration, and aircraft changing ownership must include this step as part of the transaction process. Separately, each aircraft has a pilot enterable call sign (or Flight ID) which is also tied to the aircraft call sign (registration number), or to the operator code and flight number for commercial operators where the code is not tied to the airframe itself. Issues with either the ICAO Mode S address and the Flight ID are common, and operators should ensure they comply.

Revision for Applications to Operate in RVSM Airspace

Effective January 22, 2019 the FAA revised its requirements for applications to operate in RVSM airspace. The new rule eliminates the requirement for operators to apply for an RVSM authorization when their aircraft are equipped with qualified ADS–B Out systems. The new rule recognizes the enhancements in aircraft monitoring resulting from the use of ADS–B Out systems. (Reference: FAA–2017–0782; Amendment. No. 91–354.) Having discussed the need-to-know elements of ADS-B above, next time we will address the equipage elements of ADS-B Out, including its installation in the aircraft and how operators should manage the upgrade. Stay tuned… ❙

Useful Documents and Links

AC 90-114A – Automatic Dependent Surveillance Operations (PDF) AC 90-117 – Data Link Communications (for ADS-C) (PDF)

Eurocontrol – Surveillance Mode S flight plans transponder ops 2-0-20090421 (PDF) Australia – ADS-B Guide Book (PDF) FAA – AVS Work Plan 2018 (PDF)

FAA – Public ADS-B Performance Report (Website) FAA – NextGen Programs – ADS-B (Website)

ICAO – ADS-B Implementation and Ops Guidance (Asia and Pacific) (PDF)

FAA - Federal Register/Vol. 83, No. 245/Friday, December 21, 2018/Rules and Regulations (Re ADS-B and RVSM) (PDF) FAA – Public ADS-B Performance Report (PAPR) User’s Guide (PDF)

Europe SESAR – ADS-B and other means, of surveillance implementation status, May 2018 (PDF)

Eurocontrol - Aircraft Equipage Requirements in the European Commission IRs 1207/2011, 1028/2014 and 2017/386

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ATTEND THE 2019 NBAA WHITE PLAINS REGIONAL FORUM Thursday, June 6, 2019 Westchester County Airport (HPN)

REGISTER TODAY www.nbaa.org/2019hpn


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AVIONICS

What’s the Benefit of Flight Data Monitoring in BizAv? There are many benefits to flight data monitoring, so why

aren’t more Business Aviation flight departments adopting it? Mario Pierobon asks some industry experts…

F

light data monitoring (FDM) provides significant advantages and benefits to Business Aviation. Although the regulations currently only make it mandatory in the case of operations with airplanes with an MTOW above 59,500lbs, a corporate flight department invested in good safety practices should look to implement FDM on its smaller aircraft. According to aviation consultant Captain Marcel Martineau, FDM offers several advantages and benefits to a flight operation when properly utilized. “With sophisticated tools and qualified operators, numerous benefits can be derived from FDM,” he elaborates. “Information such as statistics on the operation, risk management, fuel efficiency and adherence to standard operating procedures are just a few of the numerous benefits of good analysis. Operators that have an extensive fleet will especially benefit from proper FDM analysis.” Stephen Alcock, Honeywell Aerospace’s senior

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director of Business and General Aviation aftermarket in Europe, points out that FDM helps maintenance technicians and quality assurance personnel improve operational efficiency and enhance safety when managing their fleet. “Honeywell’s GoDirect Flight Planning uses FDM to provide operators in the Business Aviation space with faster and better options when planning flights worldwide,” he offers. “The technology analyzes flight data and simplifies flight planning workflows, reducing the time needed to plan a flight and therefore boosting efficiency. “FDM also improves safety in Business Aviation. The GoDirect Connected Maintenance service analyzes aircraft data to enable auxiliary power units and other connected components to undergo inspections and repairs at the right time. “The analytics solution works by providing alerts of impending failures and prescribing maintenance actions, drastically improving safety, reducing aircraft downtime and lowering costs,” adds Alcock. www.AVBUYER.com

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AVBUYER.com Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com

“Forward-thinking Business Aviation fleets are choosing to deploy FDM services like GoDirect because they understand the efficiency, cost-saving and safety benefits of implementing it.”

Why Isn’t FDM More Widely Used in BizAv?

FDM is not as widely used in Business Aviation as it is in the commercial airline sector. This is mostly down to the fact that FDM is not obligatory for aircraft with a take-off weight of less than 59,500lbs, according to Alcock. “Forward-thinking Business Aviation fleets are choosing to deploy FDM services like GoDirect because they understand the efficiency, cost-saving and safety benefits of implementing it”, he says. Martineau points out that a limitation to an extensive use of FDM in Business Aviation lies in the fact that since it was initially an accident investigative tool, it is normally quite technical. “While it is true that with advanced aircraft a very large amount of data and information has become available, on the other hand analysing that data requires advanced tools and some highly qualified operators. “During an accident or incident investigation, one is dealing with a specific case where time and cost is not normally an issue. But analysing with an enormous amount of data from thousands of flights clearly becomes a more complex exercise,” he explains. The use of IT solutions for FDM is particularly important, and the effective assessment of information obtained from digital flight data should be dependent on the provision of appropriate information technology tool sets. “It can be difficult to find capable IT-qualified www.AVBUYER.com

personnel that are both good programmers and have excellent operational experience, [so they] know how to produce significant information meaningful to users”, says Martineau.

How to Ensure Successful FDM Implementation

A key aspect to ensure a successful FDM implementation experience is through appropriate training. FDM-related regulations require the selection and training of dedicated and experienced staff to operate the program. All FDM team members need appropriate training or experience for their respective area of data analysis. Each team member should be allocated a realistic amount of time to regularly spend on FDM tasks. According to the role played in relation to FDM, different types of training should be delivered. Actual flight data analysts training should have a focus on the use of software to perform data analysis. Line operatives should be briefed on the program and the principles of confidentiality and non-jeopardy that apply in an FDM program. The ‘gate keepers’ should be trained in the soft skills needed in managing the interface between the pilots and the company when particular events are detected that need follow-up with the crew. Essentially, the benefits of FDM are many to the safety-focussed Business Aviation flight department – but time and training must be allocated to ensuring the full benefits are realized. ❙ AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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The Elite February.qxp_Layout 1 23/01/2019 14:19 Page 1


2005 BELL 412 EP

TENDER Ref: STC/CHN/GOTN-BELL/SALE/2018-19/01DT 13.02.2019

The State Trading Corporation of India Ltd, Chennai, invites sealed bids for sale of one BELL 412 EP HELICOPTER with all its spares, tools & ground equipment on “AS IS WHERE IS BASIS” on behalf of the Government of Tamil Nadu, India.   The tender documents can be downloaded from our websites. AIRFRAME TTSN 2448:10 hrs/ Total Landings: 4279 Last Flight: 01/12/2018 Single owner & well maintained VIP usage only No damage history Original Paint All ADs complied with.

ENGINES: PT 6T-3DF SL NO. LH: CP-PS TH0701 & RH: CP-PS TH0700 Helicopter will be sold with numerous parts & spares.

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Inspection & test flight can be arranged before bidding. Mr S. Balaji The State Trading Corporation of India THE STATE TRADING CORPORATION OF INDIA LIMITED

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C

What Lies Ahead for the Aerospace Sector Over the Next Decade?

The Business Aviation sector plays a significant part of the latest, and thoroughly comprehensive analysis of Flight International’s take on what lies ahead for the aerospace industry over the next decade…

I

nnovation has always been at the forefront of the Business Aviation sector, and the next decade will not disappoint. Much activity will be focused at the top end of the traditional business jet market, where airframers are seeking the holy grail of super-large-cabin comfort and ultra-long-range travel. Bombardier: The Global 7500 became the longest-range and largest-cabin business jet on the market in December 2018, following its entry into service, and the 7,700nm aircraft is sold out to 2022. Bombardier says it will turn its attention to the 7,900nm-range Global 8000 once production of its stablemate has ramped up. While some observers believe there is little appetite for this aircraft in its current form, Bombardier insists the program remains part of its development offering over the next decade. The Global 7500’s introduction has ended Gulfstream's fouryear reign at the top of the sector with its G650ER. Nevertheless, the 7,500nm twinjet has a significant lead time over its new rival with an in-service fleet of more than 300 examples, and still commands impressive sales.

Gulfstream: Not resting on its laurels, Gulfstream could launch its answer to the Global 7500 as early as this year; one which has a longer cabin and flies further than its current flagship. The new model could be a stretched version of the super-wide G600 – which is scheduled for service entry in H1 2019 – and could carry the G750 and G850 branding. Dassault: No secret has been made of Dassault’s plans to launch a family of super-wide-cabin business jets based on its indevelopment Falcon 6X (slated for service entry in 2022). Its next project, which is likely to be unveiled in the next 24 months, could be a longer-range version of the 5,500nm-range aircraft, perhaps named the Falcon 9X. 108 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Embraer: Also hinting at plans to add a long-range business jet to its eight-strong line-up, a new project could make an appearance early in the next decade.

Supersonic Impact

While new long-range and large-cabin aircraft programs will be a dominant feature of Business Aviation over the next decade, supersonic aircraft should also make their mark as technology companies and start-ups pursue faster-than-sound flight projects that can alleviate the headache of the sonic boom. NASA and Lockheed Martin expect to fly a demonstrator called X-59 QueSST in 2021, to measure communities’ perception of the noise made by its boom-suppressing shape. That data is due to be delivered to the US FAA and ICAO in 2025, so they can in turn devise new rules, based on perceived sound levels, that may enable supersonic flight over land. Aerion broke a crucial barrier late last year when it laid down a firm timeline for first flight of its AS2 demonstrator in June 2023. By the end of that year, the company plans to cross the Atlantic at supersonic speed. The AS2 will be powered by GE Aviation’s Affinity, a new class of FADEC-controlled medium bypass-ratio engines, unveiled last year. After a lengthy gestation, the AS2 project now appears to be accelerating, with certification planned for late 2025. Fellow US-start-up Spike's business jet plan calls for an 18passenger jet capable of Mach 1.6. Like Aerion, Spike plans to fly its $125m aircraft in 2023 with service entry expected by around 2025. Colorado-headquartered Boom Supersonic is even more ambitious, promising to fly a supersonic demonstrator of its proposed Mach 2.2 airliner this year. A business aircraft version will follow. If realized, and despite delays to the demonstrator program, Boom is also talking entry into service in 2025. But while an optimistic reading of these efforts suggests a return to supersonic flight is inevitable, even by the end of the decade, growing concerns about emissions and climate could prove the major obstacle for this nascent industry. * Article originally published by Flight International, early February

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Airbus Helicopters is celebrating two milestone anniversaries of operations this year. Airbus Helicopters, Inc., based in Grand Prairie, Texas, is celebrating 50 years of sales and support for US helicopter operators, while Airbus Helicopters Canada Ltd., located in Fort Erie, Ontario, is marking its 35-year milestone. www.airbushelicopters.com

Boeing Partners with Aerion Boeing and Aerion Supersonic announced their partnership last month to help bring the Mach 1.4 AS2 supersonic business jet to market by 2025.

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ccording to a joint news release, with this agreement “Boeing made a significant investment in Aerion to accelerate technology development and aircraft design.” “This is a strategic and disciplined leading-edge investment in further maturing supersonic technology,” says Steve Nordland, vice president and general manager of Boeing NeXt. “Through this partnership that combines Aerion’s supersonic expertise with Boeing’s global industrial scale and commercial aviation experience, we have

the right team to build the future of sustainable supersonic flight,” he adds. The AS2 will be powered by the GE Affinity medium-bypass turbofan whose core is based on the widely used CFM56 engine. The Affinity, to be rated in the 16,000-20,000lbst class, is planned to begin test-article production in 2020. The previously announced price of $120m per aircraft, meanwhile, reflects Aerion's intention of building as many as 500 examples. More information from www.aerionsupersonic.com or www.boeing.com

AvBuyer Read by Flight Departments Worldwide 110 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Bombardier received European Aviation Safety Agency (EASA) certification for the Global 7500. The Global 7500 earned its type certification from Transport Canada in September 2018, followed by the US Federal Aviation Administration (FAA) in November, and entered service in December 2018.

Bombardier Learjet 70 and 75 operators, meanwhile, will benefit from lengthened intervals between recurring major powerplant inspections (extended from 3,000 to 3,500 engine hours), reducing the number of repeat inspections over the lifecycle of the engine and thereby decreasing operating costs over the lifecycle of the aircraft. www.businessaircraft.bombardier.com

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Daher has opened a new TBM support base. Located at the popular Toussusle-Noble aerodrome southwest of Paris, this operation includes a workshop and offices in hangars positioned near the airport’s main entrance. This latest customer support base is able to perform work on TBM aircraft registered both in Europe and the United States. www.tbm.aero

Leonardo Selects GE Aviation CT7 for Tiltrotor Leonardo Helicopters has chosen twin GE Aviation CT7 engines to power the Next-Gen Civil Tiltrotor (NGCTR) technology demonstrator it is producing under the EU's Clean Sky 2 initiative.

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alks with GE on the latest application for the powerplant began in October 2018, according to NGCTR program manager Andrea Artioli. He adds that the engines will each be in the 2,000shp (1,490kW) class and identifies the CT7's ‘scaleability’ as a key reason for its selection. Leonardo Helicopters already uses the 2,000shp-rated -2E1 variant of the engine on its AW189 super-medium-twin. Due to fly in 2023, the NGCTR technology demonstrator is designed to prove a number of innovations that 112 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Leonardo or its partners are developing for the application. These include a new semi-tilting nacelle, V-tail, composite wings and advanced cockpit and control system. Although there is a number of set goals under Clean Sky 2's high-speed rotorcraft workstream, Leonardo sees the work as a means to eventually offer a ‘family’ of tiltrotors, including the AW609. If launched, a production version of the NGCTR would debut in around 2030-2035. More information from www.leonardocompany.com

Piper Aircraft’s warranty for all M600 aircraft will be increased from five years/1,000 flight hours to five years/1,500 flight hours, effective immediately. After three years of deliveries, nearly one-hundred aircraft in service and over 21,000 fleet hours, the data gathered indicates aircraft utilization and stage lengths are higher than originally anticipated. www.piper.com

Spike Aerospace already has orders for its S-512 supersonic jet, its CEO has reportedly said during a recent interview. Vik Kachoria gave no further details, but said the orders were not from an airliner. He did reveal that discussions with a commercial airline are ongoing. The S-512 will carry 12-18 passengers and offer a range of 6200nm. A larger 40-50 passenger supersonic jet is also in the early stages of design. www.spikeaerospace.com www.AVBUYER.com

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AVBUYER.com Pierre-Etienne Aubin was appointed general manager of Dassault Falcon Service, the company-owned Falcon service centers based in Paris-Le Bourget and Bordeaux-Mérignac.

Pierre-Etienne Aubin

Ryan Blake is the new Gulfstream airframe sales and services representative based at Duncan Aviation’s Provo, Utah facility. Peter Bromby is now vice president, worldwide sales, Learjet Aircraft. He retains his current responsibilities as vice president, worldwide pre-owned aircraft sales. David Clifton was promoted to the position of director of technical and flight support services at Cutter Aviation. He will be responsible for supervising all aspects of Cutter’s 145 Repair Stations.

Norbert Ehrich

Norbert Ehrich is the new vice president Flight Services EMEA and Asia at Jet Aviation, effective immediately. Raphaël Fabian joined the General Aviation Manufacturers Association as director of European Affairs.

Tal Golan

Katherine Hilst joined the International Business Aviation Council as the new operations manager for IS-BAO. Jean Kayanakis moves to the new position of senior vice president, worldwide Falcon customer service and service center network on behalf of Dassault Aviation. Tim Kelly, regional avionics sales manager at Duncan Aviation is transitioning to regional sales manager for the Great Lakes region. Rachel Gardner-Poole was appointed by the UK Civil Aviation Authority as the new Head of its General Aviation Unit. She will take up the post later this year. Patrice Provost has been appointed president of Nexcelle, the joint venture of Middle River Aircraft Systems and Safran Nacelles that provides engine nacelles for integrated propulsion systems on jetliners and business jets.

Jean Rosanvallon, president and CEO of Dassault Falcon Jet, was honored at the recent annual Living Legends of Aviation Awards event, receiving the Lifetime Aviation Industry Award.

Shane Heier is named as the new Rapid Response Teams (RRT), assistant manager - West Coast, on behalf of Duncan Aviation.

David Winstanley becomes CEO of London Biggin Hill Airport, following the retirement of Will Curtis. ❚

NBAA: Regional Forum Mar 14 Houston, TX, USA www.nbaa.org

NAFA: Conference Mar 3 – 6 Fort Lauderdale, FL,USA www.nafa.aero

Ted Roethlisberger

Ted Roethlisberger has accepted the position of assistant manager of customer service at Duncan Aviation’s Battle Creek, Michigan, facility.

Tal Golan has been appointed to the newly created position of Rotorcraft Business Development manager at Universal Avionics.

Australian Int’l Airshow Mar 1 - 3 Geelong, Australia www.airshow.com.au

Tim Kelly

BizAv Events 2019

Jean Rosanvallon

Rotorcraft Asia Apr 16 - 18 Changi Ex. Centre, Singapore www.experiaevents.com

HeliRussia May 16 -18 Moscow, Russia www.helirussia.ru

NBAA: Security Conference Jun 10-11 Bellevue, WA, USA www.nbaa.org

NBAA: Business A/C Finance & Legal Conf. - Mar 17 - 19 Fort Myers, FL, USA www.nbaa.org

IADA Spring Meeting Apr 24 – 26 Naples, FL, USA www.iada.aero

The Elite London May 17 - 18 Wycombe Air Park, Bucks, UK www.theeliteevents.com

France Air Expo Jun 13 – 15 Lyon-Bron, France www.airexpo.aero

HAI: Heli-Expo Mar 4 – 7 Atlanta, GA, USA www.heliexpo.rotor.org

AEA: Int’l Convention & Trade Show - Mar 25 - 28 Palm Springs, CA, USA www.aea.net

Business Aviation Safety Summit (BASS) - May 2 – 3 Denver, CO, USA www.flightsafety.org

EBACE: Int’l A/C Transactions Seminar - May 20 Geneva, Switzerland www.nbaa.org

AeroExpo UK Jun 13 – 15 Wycombe Air Park, Bucks, UK www.aeroexpo.co.uk

BBGA Annual Conference Mar 7 Luton, Beds, UK www.bbga.aero

AERO Friedrichschafen Apr 10 - 13 Friedrichschafen, Germany www.aero-expo.com

NBAA: Business Aviation Taxes Seminar - May 2 - 3 Marina del Rey, CA, USA www.nbaa.org

EBACE: Convention & Exhibition - May 21 – 23 Geneva, Switzerland www.nbaa.org

Heli UK Expo Jun 13 – 15 Wycombe Air Park, Bucks, UK www.heliukexpo.co.uk

Saudi Airshow Mar 12 – 14 Riyadh, Saudi Arabia www.saudiairshow.aero

ABACE: Apr 16 - 18 Shanghai, China www.nbaa.org

NBAA: Maintenance Conf. May 7 – 9 Fort Worth, TX, USA www.nbaa.org

NBAA: Regional Forum Jun 6 White Plains, NY, USA www.nbaa.org

Paris Air Show Jun 17 – 23 Le Bourget, France www.siae.fr ❚

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PRODUCTS & SERVICES AOne Parts Launch

Jack Caloras, formerly of CRS Jet Spares, has put together a group to help create his new company AOne Parts & Logistics, LLC. “This company has been formed to utilize the experience and knowledge of our people, be mindful of the socio-economic factors facing the Business Aviation community and provide customers with P.O.S. (Positively Outrageous Service)

AVIAA Adds 150 New Aircraft

AVIAA, the international group purchasing organization for Business Aviation, is adding over 150 new aircraft to their membership with the announcement it has reached an agreement with Europe’s smart purchasing business Convolus to merge their operations. The move will see AVIAA widen its footprint in Europe with the establishment of an office in Munich, Germany www.aviaa.com

Dassault Aviation Acquires ExecuJet’s MRO operations

Dassault Aviation and Luxaviation announced today the acquisition by Dassault Aviation of the worldwide maintenance activities of ExecuJet, a Luxaviation company www.dassault-aviation.com

DC Aviation Completes Major Check on Challenger 850

Stuttgart headquartered DC Aviation Group (DCA), the German joint venture partner of DC Aviation Al-Futtaim (DCAF), has successfully completed a full 96-month major check on a Challenger 850 aircraft. The comprehensive maintenance work which was carried out at DCA’s Maintenance Service Centre located at Stuttgart Airport, included a full cabin refurbishment, using choice wood, finest leather and plush carpets. Exterior work included a landing gear and wheel overhaul as well as new exterior painting www.dc-aviation.com

114 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Flying Colours Reaches 30

Flying Colours Corp., the North American maintenance, repair, overhaul and completions business is celebrating thirty years of successful MRO and interiors operations. Launched as an aircraft painting business by current President, John Gillespie, the small start-up quickly developed into an aircraft sales business before evolving into a fully-fledged MRO and interiors business in 1989 www.flyingcolourscorp.com

Garmin’s G1000 NXi Available for Mustang

The last Cessna Citation Mustang rolled off the factory floor in Independence, Kansas, nearly two years ago after a decade on the market with nearly 480 airplanes delivered. While the Garmin G1000 system that came installed in the light jet is still highly capable, its upgraded version adds a range of desirable capabilities. Garmin that Mustang operators can now upgrade their G1000 systems to NXi, the latest version of the integrated glass panel, which includes features such as wireless cockpit connectivity, split-screen capability, SurfaceWatch, visual approaches, a quicker processor and a variety of display options on the HSI, such as SafeTaxi, charts, terrain and traffic www.garmin.com

Gogo AVANCE L5 Flying on 500th Business Jet

Gogo Business Aviation announced that its most robust and highest-performing system, Gogo AVANCETM L5, has been installed and is now flying on 500 business jets. It took just 16 months to achieve the milestone from the date of the first installation, one of the fastest adoption rates of any inflight connectivity system for business aviation the company says.. With more than 770 systems shipped to date, AVANCE L5 is Gogo’s most-popular inflight connectivity system, delivering a 4G experience to a wide variety of business aircraft. From the time AVANCE L5 launched in the fourth quarter of 2017, nearly 55,000 flights have taken off with the system onboard www.gogoair.com www.AVBUYER.com


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PRODUCTS & SERVICES Satcom Supports Skyservice

The Transport Canada Civil Aviation (TCCA) authority has awarded Skyservice Business Aviation an STC for installation of the Satcom Direct Data Link Unit (DLU) upgrade on the Learjet 45 type. SD supported Skyservice through the TCCA STC process, and with the EASA and FAA submissions whose approvals are expected in the second quarter of this year www,satcomdirect.com

Sino Jet Achieves Highest Safety Standards

In 2018, Sino Jet was the first operator in mainland China to reach IS-BAO stage III, the internationally recognised safety standard from the International Business Aviation Council (IBAC). The company’s President in Beijing, Ms. Chris Wu, has since shared that Sino Jet leverages data analytics to continually advance its safety record, enhance efficiency, and improve business practices www.sinojet.org

SkyQuest Announce Q4 Sales

SkyQuest International announced the company’s aircraft and appraisal sales for the fourth quarter of 2018. For the entire year of 2018, SkyQuest International provided 44 individual aircraft and six fleet appraisals for various airlines and financial institutions worldwide, including 21 aircraft and three fleets in Q4 alone. “We have seen a significant increase in aircraft appraisals and valuations requests in the last two quarters. Projecting out that demand, I think 2019 is going to be a busy year in both appraisals and aircraft sales” said Jeff Melang, Executive Vice President and Senior Aircraft Appraiser at SkyQuest www.skyquestinternational.com

commitment to leading safety practices and maintain a strong safety culture. They must also provide consistently up-to-date accurate safety data in the Wyvern online database and pass an on-site audit every two years where flight, maintenance and company business practices are evaluated against the Wingman standard www.tagaviation.com

VistaJet Celebrates 15th Anniversary

As it enters its 15th year, Malta based VistaJet made significant progress on its core strategic priorities, increasing market share worldwide. The company announced another record year in 2018, with new Members and number of flights up year on year. In line with the asset lite macro trend taking off globally, VistaJet saw new contracts of its flagship Program membership grow by 31% in 2018 and the number of flights increased by 25% www.vistajet.com

West Star Opens New Hangar

Construction on a new 60,000 sq. ft. hangar at its East Alton, IL (ALN) location is now operational. The hangar features 40,000 sq. ft. of hangar space and 20,000 sq ft. of back shop and office space which supports West Star’s growing capabilities, allowing the company to fully expand upon existing aircraft maintenance programs. This additional growth will initially employ 28 technicians to support the expansion, in addition to their existing hiring efforts www.weststaraviation.com

TAG Geneva Renews Wyvern Wingman

After successfully passing a safety audit conducted by Wyvern, TAG Aviation Geneva follows TAG Aviation UK's renewal of the standard in January. To achieve Wingman status, operators must actively show their

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PRODUCTS & SERVICES Clay Lacy Opens New Facility

Clay Lacy Aviation has opened a new round-the-clock aircraft maintenance, repair and overhaul facility for its FAA Part 145 repair station at Van Nuys Airport in Los Angeles. The facility provides light and heavy maintenance and repair services, avionics and cabin entertainment upgrades and installations, interior design, modifications and refurbishing, and 24/7 AOG support for the southwestern US www.claylacy.com

Air Culinaire Launches New App

Air Culinaire Worldwide recently announced the launch of a new mobile app enabling clients to access to global menus, in-flight catering tools and culinary resources. With this app, the content will be available for download onto the users’ mobile devices to facilitate offline access, such as when working on a flight without WiFi availability, thus providing a solution to a common challenge expressed by the caterer’s clients www.airculinaireworldwide.com

FAI Adds 7th Global Express

Following a 240-month inspection, the Global Express will undergo a complete interior refurbishment at the company’s MRO division, FAI Technik in Nuremberg. Further planned upgrades include the installation of a new cabin management system, KA-Band Ultra-High Speed Wi-Fi Internet and new exterior paint. It is anticipated that the aircraft will be introduced to the market for sale or lease by the end of this month www.rent-a-jet.de

Dassault Falcon Regional M&O Seminars

Dassault’s 2019 Falcon Maintenance & Operations (M&O) Seminars will kick off April 9 in Denver, Colorado, and April 10-11 in Paris, France. In all, the seminars will travel to eight cities across North and South America, Europe and Asia and will conclude in Mahwah, New Jersey, on May 21. As in previous editions, the 2019 M&O series will provide indepth information on Dassault’s latest products and services, including new performance software and app solutions. Among the topics on the agenda this year will be FalconConnect, a comprehensive new in-flight connectivity service, and FalconEye 100 ft EFVS capability, which was recently certified.

Garmin Updates FltLogic Scheduling Program

Garmin International has made enhancements to its FltLogic scheduling program. The comprehensive program can be used from the initial trip request phase through post flight planning through an app or online. With the new updates, FltLogic allows the user to create multiple reports by date, aircraft, pilot, passenger and more. Pilots can easily file post flight reports from a mobile device. Multiple reports can be generated to show information such as a pilot's flight activity with details such as total and average number of legs, distance, and hours flown. The cost for the program for one aircraft is $1,500 per year or $2,500 for multiple aircraft. Both subscription programs cover an unlimited number of users www.garmin.com 116 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

With more than 1,200 customers in 90 countries operating more than 2,100 Falcon aircraft of all types, customer needs vary widely. Dassault Customer Service teams go to great lengths to ensure that seminar content is fresh and relevant to each Falcon operator. 2019 Falcon M&O Seminar Dates and Locations: April 9: Denver, Colorado-April 10-11: Paris, France-April 17: Shanghai, China-April 23: Dallas, Texas-April 25: Toluca, Mexico-April 30: Chicago, Illinois-May 15: São Paulo, Brazil-May 21: Mahwah, New Jersey www.dassault-aviation.com www.AVBUYER.com


P117.qxp 20/02/2019 13:00 Page 1

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Sky Aviation March.qxp_Empyrean 18/02/2019 15:08 Page 1

S H O W C A S E

2005 Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings:

295 N314CM 7390.6 5254

• For Immediate Sale Engines On ESP Gold Left PW305A S/N PCE CA0443 Total Time 7116.3 Total Cycles 5040 Right PW305A S/N PCE CA0449 Total Time 6980.3 Total Cycles 4923 APU T-20G-10C3A Total Time 2493 Total Events 5065 Avionics & Connectivity Rockwell Collins/Universal Solution CMD Flight Solutions Integrated WAAS/LPV Departure UL-801 Datalink ADS-B Interior & Entertainment Complete New Interior 2017 All new Stone Leather seating with new webbing, wool pattern carpet, Alcantara sidewalls, ExceLeather headliner, Black Nickel plating, Ebony veneer cabinetry, Corian counters, and grosspoint. 7 Passenger Interior, including 2 Seat Divan + 5 Club seats + Non-Belted Lav . Galley with 120V outlet for Nespresso Pod Coffeemaker Exterior Matterhorn White with Blue and Gray Striping

Sky Aviation Holdings LLC

Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States 118 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Jetsense Aviation Citation Ultra March.qxp_Empyrean 18/02/2019 15:32 Page 1

S H O W C A S E

Price: $1,695,000 1996 Citation Ultra Serial Number: 560-0398 Registration: N550BY Airframe TT: 4952.3 Landings: 4158 ! ADS-B Out ! TCAS II ! Recent Hot Sections ! Low TTAF (4952 Hours) ! New Interior (Completed January 2019) Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: JT15D-5D JT15D-5D S/N: JC0284 JC0286 THSN: 4952.3 Hours 4952.3 Hours TCSN: 4131 Cycles 4131 Cycles TSO: 1616.3 Hours 1616.3 Hours TSHS: 126.7 Hours 126.7 Hours (New HT Blades Fitted) Avionics EFIS: Honeywell Primus 1000 3 Tube EFIS SYSTEM FMS: Universal UNS-1C TCAS: TCAS II with Change 7 ADC: Dual NAV: Dual Collins VIR-32 Nav Receiver VHF COM: Dual Collins VHF-22A Coms with 8.33 Spacing WEATHER RADAR: Primus 650 Color Radar RADIO ALTIMETER: ALT-55B Radio Altimeter CVR: Fairchild S 200-0012-00

DME: Dual Collins DME-42 ADF: Collins ADF-462 GPWS: Honeywell GPWS TRANSPONDER: Dual ACSS RCZ-852, with Mode S ADS-B OUT: Garmin GTX-3000 General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 41/26 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 404.93 Seats Full Range (NM) 1,228 Balance Field Length (Ft) 3,422.25 Landing Distance (Ft) 2,927.60 Average Block Speed (Kts) 419 Interior NEW (January 2019): Refurbished Headliner, Side Panel, Seats, Carpet, & Woodwork Number of Passengers Seven (7) + Belted Lav. (1) = Eight (8) Total Lavatory Location Aft (Belted) Refreshment Center Fwd Exterior NEW (2016) Base Paint Color Matterhorn White Stripe Colors Blue and Silver

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

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Jetsense Aviation G200 March.qxp_Empyrean 18/02/2019 15:36 Page 1

S H O W C A S E

Call for Pricing 2000 Gulfstream G200 Serial Number: 5 Registration: N505GA Airframe TT: 6804.3 Landings: 4096 ! Part 135 Operated & Maintained ! Engines on ESP Gold ! APU on MSP ! Enrolled on Collins Avionics Program (CASP) ! ATG-5000 Wi-Fi ! 16C Inspection completed by Gulfstream in 2015 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Pratt & Whitney Pratt & Whitney PW306A PW306A S/N: PCE-CC-0344 PCE-CC-0345 THSN: 3290.4 Hours 3290.4 Hours TCSN: 1820 Cycles 1820 Cycles TSO: 2709.6 Hours 2709.6 Hours TSHS: 219.4 Hours 219.4 Hours Program ESP Gold ESP Gold APU Description: Honeywell GTCP36-150(W) S/N: P-111 TTSN: 2519 Hours Program MSP Avionics • Collins Proline IV with 5-upgraded EFIS Tubes • Collins ICC-4005 Integrated Avionics Processor Sub-system • Dual Collins FCC-4004 Autopilot

• Dual Collins VHF-422 Comm’s w/8.33 Spacing • Dual Collins VIR-432 Nav’s • Dual Collins ADF-462 ADF’s • Dual Collins DME-422 DME’s • Dual Collins TDR-94D Transponders • Dual Universal UNS-1C FMS’s w/GPS • Dual Collins RTU-4220 Radio Tuning Units • Dual Collins AHC-85E Attitude Reference System • King KTR-950 HF Radio • Collins ALT-4000 Radio Altimeter • Dual Collins Air Data Systems • AI-804CE Standby Attitude Indicator • Collins TTR-920 TCAS General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 125/25 Cabin Height (Ft) 6’3” Cabin Width (Ft) 7’2” Cabin Volume (CuFt) 1,093.66 Seats Full Range (NM) 3,052 Balance Field Length (Ft) 6,435 Landing Distance (Ft) 3,323.78 Average Block Speed (Kts) 448 Interior Configuration Dual Club Number of Passengers Eight (8) Galley Location Forward Lavatory Location Aft Exterior Base Paint Color - Matterhorn White Accent Colors - Dark Blue Tail and Winglets, with Blue and Gold Striping

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

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Jetsense Aviation Hawker 800XP March.qxp_Empyrean 18/02/2019 15:37 Page 1

S H O W C A S E

Price: $2,295,000 2005 Hawker 800XP Serial Number: 258714 Airframe TT: 7376.4 Landings: 5347 ! Engines and APU on MSP Gold ! Gear Overhauled 2016 ! G Inspection (48-mo.) Completed 2017 ! Collins Pro Line 21 ! Airshow 400 ! Flight Data Recorder Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Honeywell Honeywell TFE731-5BR-1H TFE731-5BR-1H S/N: P-107422 P-107862 THSN: 7167.2 Hours 7255.0 Hours TCSN: 4981 Cycles 4127 Cycles TSO: 2988.1 Hours 3813.3 Hours TSHS: 857.7 Hours 1693.9 Hours Program: MSP Gold MSP Gold APU Description: Honeywell GTCP36-150(W) S/N: P-825 TCSN: 6262 Hours Program: MSP Gold Avionics COLLINS PROLINE 21 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 Distance Measuring Equipment 2 Collins

Flight Management System 2 Collins FMS-6000 Global Positioning System 2 Collins GPS 4000A Global Proximity Warning System 1 Honeywell Mark V Transponder 2 Collins TDR-94D Mode S High Frequency Radio 2 Collins HF 9000 Weather Radar 1 Collins TWR-850 Radar Altimeter 1 Collins ALT 4000 Communication Radio 2 Collins Navigation Radio 2 Collins Traffic Collision Avoidance System 1 Collins 4000 TCAS II Emergency Locator Transmitter 1 Artex C406-2 Flight Data Recorder 1 Honeywell FDR General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 0/48 Cabin Height (Ft) 5’9” Cabin Width (Ft) 6’0” Cabin Volume (CuFt) 736 Seats Full Range (NM) 2,408 Balance Field Length (Ft) 5,499 Landing Distance (Ft) 2,905 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 392 Fuel Usage (Gal/Hr) 281 Interior Number of Passengers 8 Galley Location Forward Lavatory Location Aft Exterior Base Paint Color Matterhorn White Stripe Colors Red, Black and Silver

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

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

121


Avionmar CL605 March.qxp 19/02/2019 10:30 Page 1

S H O W C A S E

Price: $10.5 million 2011 Challenger 605 Serial Number: Airframe TT: Landings:

5856 3,570 1,148

Unique Opportunity! The aircraft will be sold including 2020 upgrades and complete fresh 96 month inspection! The upcoming 96 month inspection would be a great opportunity to customize the interior! ! One owner since new ! Exterior Paint in great condition ! Airframe, Engines and APU on programs ! EASA ! The aircraft is enrolled on Smart Parts Plus ! The engines are fully covered by GE On-Point ! APU on MSP ! Aircraft enrolled on October 2011 Maintenance tracking via Lufthansa Bombardier ! 9 Passengers Configuration Engines Model: CF - 34 - 3B APU Honeywell GTCP36 - 150 APU Hours: 2,316 hrs Interior Having a 9 Passengers + Flight Deck Crew + Jump Seat Configuration with Private Large Aft Lavatory and with Forward Galley. The Forward Cabin has 4 Chairs in Club with Pullout Tables and the Aft Cabin has a 3-Place Sidefacing Divan opposite 2 Chairs in Club with a Pullout Table

Exterior Matterhorn White with Gamma Grey, Blue and Titanium Silver Features Provisions for CPDLC and Change 7.1 Mod to TCAS System, EASA Certification, Runway Awareness Advisory System (RAAS) Avionics •Collins 4-Tube 10x12-Inch / Pro Line 21 •Comm: Dual Collins w/8.33 kHz •Weather Radar: Digital Color RTA 854 •COMM: CMU 4000 •Cockpit Voice Recorder: CVR L3 FA2100 (120 Minute) •DME: Dual Collins DME-4000 •EFIS: Collins 4-tube 10x12-Inch LCD •Flight Data Recorder: FDR L3 FA2100 (25-Hour) •Flight Director: Collins 4-tube 10x12-inch •Flight Phone: Iridium •IRS: Dual IRS •Navigation Radios: Dual Pro Line 21 •TAWS •Dual VOR/ILS/MKR Nav Receivers •TCAS: Collins TCAS-II with Change 7.1 Modification •Transponder: TDR 94D Dual Enhanced Mode S •ADF: Dual NAV-4000 •Hi Frequency: Dual (HF-9031A) •FMS System consists of the following components: •Two CDU-6200, Two FMC-6000, Two GPS-4000 •3rd Inertial Reference System •Datalink with Iridium Interface •Cockpit Touch Screen Monitor Manuals •Enhanced Maps on MFD

AVIONMAR GmbH Hauptstraße 166 A- 9210 Pörtschach am Wörthersee

122 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Cell: +43 (0)664 548 31 39 Office: +43 (0) 4272 44 7 66 Email: stefan.duller@avionmar.com www.avionmar.com www.AVBUYER.com


Avionmar Lear 60XR March.qxp 19/02/2019 10:29 Page 1

S H O W C A S E

2008 Learjet 60XR Serial Number: Airframe TT: Landings:

60-351 4,412 2,117

Engines PW 305A Engine Hours: #1 & #2: 4,315 hrs - 2,074 cycles APU Hamilton Sundstrand T-20G-10C3A APU Hours: 3,940 hrs EASA Avionics ADF: Dual Collins ADF-462 AHRS: Dual Collins AHC-85E Autopilot: Collins FCS-850 CVR: Universal CVR-120 DME: Dual Collins DME-442 EFIS: Collins Pro Line 21 4-tube 7x8-inch w/AFD-3010 FDR: L3 FA2100 FMS: Dual Collins FMC-5000 GPS: Dual Collins GPS-4000A SATCOM: ICG ICS-200 Iridium dual-channel w/wireless handsets TAWS: Honeywell Mark V EGPWS TCAS: Collins TTR-4000 TCAS-II w/change 7.1 Transponder: Dual Colllins TDR-94D Mode S w/enhanced surveillance Hi Frequency: Honeywell KHF-950 w/Free Flight JETCALL-5 SELCAL Weather Radar: Collins TWR-850 enhanced

Radar Altimeter: Collins ALT-55B Avionics Package: Collins Pro Line 21 Navigation Radios: Dual Collins VIR-432 Communication Radios: Dual Collins VHF-422A w.8.33 kHz spacing RVSM PRNAV RNP Additional Equipment Artex C406 ELT, Dual Collins ADC-850D air data computers, 220-volt power system Interior 7 Passengers executive configuration General: Original Executive Floorplan A interior Seating: Forward RS 3-place divan, aft 4-place club Refreshment Equipment: Forward galley with warming oven, dual hot liquid containers, split ice container & trash container Entertainment Equipment : Airshow 4000 with Network package, forward & aft 15.1-inch monitors, CD player, DVD player, touch screen entertainment controls, cabin speakers, headsets Lavatory: Aft Exterior Matterhorn white with blue & gray stripes Original exterior

AVIONMAR GmbH Hauptstraße 166 A- 9210 Pörtschach am Wörthersee

www.AVBUYER.com

Cell: +43 (0)664 548 31 39 Office: +43 (0) 4272 44 7 66 Email: stefan.duller@avionmar.com www.avionmar.com AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Mesotis March.qxp 20/02/2019 15:32 Page 1

S H O W C A S E

1984 Cessna Citation Super S-II (Sierra Conversion) Serial Number: Registration: Airframe TT: Landings:

550-0011 T7-IGO 1577.2 724

• Engines on TAP Elite • Only Super S-II with Glass cockpit! • Williams Engines • Sierra Industries Sky Step Cabin Door Step • Sierra Industries Pedestal Extension • Unique Glass cockpit technology with text messaging, E-mails, paperless cockpit and iPAD wireless access • RVSM approved • ADS-B out • USB charging ports • Pax 8 + 1 (belted toilet)

Engines

Entrance area • RH side facing double seat • LH Storage Cabinet Forward cabin • RH side (zone 1A): One (1) pull–out table and One (1), aft-facing single executive seat • LH side (zone 1B): One (1) pull-out table and One (1), aft-facing single executive seat Mid cabin • RH side (zone 2A): One (1), forward-facing single executive seat • LH side (zone 2B): One (1), forward-facing single executive seat Aft cabin • RH side (Zone 3A): One (1), forward-facing single executive seat • LH side (Zone 3B): One (1), forward-facing single executive seat

Engines Eight (7+1) seats: • Fwd 2 place seating • RH 3 place divan • 2 place club seating • 1 belted toilet seat Maintenance Aircraft on CAMP Avionics • Rockwell Collins Pro-Line 4 EFIS including: • FMS Universal UNS-1 E • GPS Universal UNS-1 E • NAV 2 Rockwell Collins VIR-432 with FM Immunity • DME Rockwell CoIlins DME-442 • ADF Rockwell CoIlins ADF-462 • AFCS APG FCC-85OA

• Autopilot APG FCC-85OA • VHF COM Rockwell Collins VHF-422C • HF COM Honeywell KTR-953 • SATCOM Iridium ICS-200 • SELCAL JETCAll-5 • RADAR RTA-854 • RADAR ALT Rockwell Collins ALT-4000 • XPNDR Rockwell Collins TDR-940 Mode S • EGWPS Honeywell Mark V • TCAS II Rockwell Colllns TTR-4000 with Change 7.1 • CVR Universal CVR-120 • FDR L3 Communications FA-2100 • Lightning Sensor L3 Communications WX-1000E • ELT Artex C406-2 with NAV interface

Engine #1 Engine #2 Description Williams FJ44-3A Williams FJ44-3A Avionics / Electrics • 3 tube EFIS and 2 x Garmin touch screen MFDs • Universal Avionics EFI-890R EFIS System and Vision 1 Synthetic Vision System • Dual Thommen AC-32 Air Data Computer systems • RVSM approved • Bendix GKP-860 EGPWS • 406 Mhz ELT • 2 Garmin GTX3000 transponders featuring ADS-B out • Dual Garmin GTN-750 GPS/COMM/NAV systems with dual GA-35 GPS antennas • GMA-35 Audio Panel System • GDL-69 SiriusXM weather data • Fairchild S603-1000-00 Flight Data Recorder • Boom Beam Landing and Taxi Light systems

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

60-302 ES-PVP 5711 3288

• EU-OPS 1 Compliant • ESP Gold • On CAMP • Airshow 400 • 15.1“ &amp; 10,4“ TV Monitors • DVD &amp; CD Player • Microwave oven • Irridium Phone System • Fresh 12 years inspection

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

124 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Price: Make Offer

Mob: +43-67-6590-0082 Tel: +43-1-533-757216 E-mail: tthums@mesotisjets.com www.mesotisjets.com

www.AVBUYER.com


Donath Aircraft Services March.qxp_Empyrean 19/02/2019 15:08 Page 1

S H O W C A S E

New Price: $1,295,000 1989 Falcon 50 Serial Number: 197 Airframe TT: 9,973 Landings: 6,648 • Only three U.S. owners since new • One corporate owner since 2004 • Engines and APU on MSP Gold • WAAS/LPV • ADS-B Out • TCAS 7.1 • XM Weather capable • N1 Engine DEECs Engines Honeywell TFE 731-3-1C Enrolled in MSP Gold #1 Engine #2 Engine #3 Engine Hours 9,288.4 9,625.2 9,740.0 Cycles 6,276 6,304 6,452 #1 Engine CZI Next Due 9,654.8 hrs #2 Engine CZI Next Due 10,691.4 hrs #3 Engine CZI Next Due 12,147.8 hrs APU Garrett GTCP36-100(A) Enrolled in MSP Gold Serial Number P-290 Hours Since New 5,508.4 Hot Section Due 5,732.9 hrs Avionics Flight Displays: (2) Collins EFIS 86C FMS: (2) UNS-1Lw GPS: (2) Universal GPS w/ WAAS/LPV IRS: (2) Honeywell Laseref AHRS: Collins AHC-85 Autopilot: Collins APS-85 VHF Comm: Collins VHF 22D w/ 8.33 Spacing

Satcom: Aircell Axxess Iridium HF Comm: (2) King KTR-953 w/ Selcal Transponders: (2) Collins TDR-94D DME: (2) Collins DME-42 ADF: (2) Collins ADF-60 NAV: (2) Collins VIR-32 ADC: (2) Collins ADC-82C Additional Equipment/Options WAAS/LPV. ADS-B Out. TCAS 7.1 XM Weather Capable Aircell Axxess Iridium Satellite Phone System Three Life Rafts. Therapeutic Oxygen LED Navigation and Taxi Lights Pulse Lights. Wing Ice Detection Lights Upgraded Falcon 2000-Type Forward Drain Mast N1 Engine DEECs Paint 2005, Duncan Aviation: Matterhorn White with Red, Yellow and Blue stripes Interior 2002 (Soft Goods), Dassault Falcon Service. Carpet replaced 2008, West Star Aviation Configuration Nine passenger seating with side facing 3rd crew member seat. Forward: Four-place club arrangement with pull-out table for each seating group. Aft: Two-place club seating on left side, opposite a 3-place divan Entertainment Cabin Flight Display System with Moving Maps CD/DVD. XM Radio Forward 15.1” and Aft 17” LCD Displays

Donath Aircraft Services Contact: Jim Donath

www.AVBUYER.com

Tel: +1 (773) 935.9871 Email: jimdonath@donathaircraft.com www.donathaircraft.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

125


Jet HQ March.qxp_Empyrean 19/02/2019 15:08 Page 1

S H O W C A S E

2014 Dassault Falcon Serial Number: Registration: Airframe TT: Landings:

7X-225 TC-SZA 1296 582

! Program Enrolled –Engines / APU ! Interior and Exterior in Pristine Condition ! Next Gen -EASyII with CPDLC, ADS-B ! Out, RAAS, SVS, ADM ! Lightening sensor system ! Swift Broadband 64 internet ! Fourteen Passenger Configuration ! One Owner Since New Programs PW307A Left Eng. Total Hours: 1296 Total Cycles: 582 Program: ESP

Right Eng. 1296 582

APU Model: GTCP36-150 (FN) Total Hours: 1272 Program: Honeywell MSP Avionics Equipped with Falcon EASyII Flight Deck Dual Honeywell Modular Avionics Unit (MAU) Single Honeywell Electronic Display & Management System: Four (4) 14.1” LCD display units Two (2) multifunction keyboards One (1) revisionary controller Two (2) cursor control devices

Two (2) checklist controllers Dual Honeywell Automatic flight Control System Single Honeywell Autothrottle System Triple Honeywell Crew Alerting & Aural Warning System Dual Honeywell Interactive Electronic Checklist (ECL) Triple Honeywell VHF communications system Dual Rockwell Collins HF communications system Triple Honeywell Flight deck audio system w/ radio, intercom & SELCAL functions Triple Telex Flight deck headset Single Honeywell Emergency Locator Transmitter (ELT) Tri-frequency Interior Fourteen (14) Interior Configuration Forward galley Forward & aft lavatory Crew closet Forward Cabin: Four single seats Mid Cabin: Four-place conference grouping opposite a credenza Aft Cabin: Sleeping Area with dual three-place divans

Jet HQ Rebecca Johnson Vice President of Sales - Europe

126 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Mob: +41 78 924 1420 Email: sales@jethq.com

www.AVBUYER.com


Gantt Aviation March.qxp 20/02/2019 10:38 Page 1

S H O W C A S E

1999 Beechcraft King Air B200 Serial Number: Registration: Airframe TT:

BB-1659 N911SF 6826

Engine hourse since overhaul: 3110 (L) / 3130 (R) • Total Time: 6826 hours since new • Collins Proline EFIS-85B with CoPilot EFD-74 • BGF Skywatch • Raisbeck Wing Lockers & Dual Aft Body Strakes • Fairchild A100S CVR • Universal UNS-1K LRN w/GPS • Reupholstered all seats with Avion malt leather Engines Engine 1 Overhaul Time3110 Engine 2 Overhaul Time3130 Engine 1 Overhaul TypeSOH Engine 2 Overhaul TypeSOH Engine(s) (3600 TBO) Hours Since Overhaul: 3110/ 3130 Hours Since Overhaul 1st and 2nd stage 30,000 Cycle PT Disks installed on Both Engines Avionics & Connectivity Collins Proline EFIS-85B w/CoPilot EFD-74 KGP-860 EGPWS BFG Skywatch Collins Proline II Digital Dual VHF-22A Comms w/CTL-22 Dual Collins RMI-30’s

Dual Collins DME-42 w/IND-42 Collins ADF-60A w/CTL-62 Control Collins ALT-50A Radar Altimeter Collins WXR-840 w/MFD-85 Universal UNS-1K LRN w/GPS WX-1000+ Stormscope 406 ELT Dual Collins VIR-32 Navs w/CTL-32 Controls APS-65H Auto Pilot Dual Collins TDR-94 Transponders w/Single CTL92 Control Interior & Entertainment Reupholstered all seats with Avion malt leather. Recovered pilot and co-pilot seats with Avion malt leather. Replaced all carpet with Sandstone. Recovered cockpit, cabin headliner and window panels in Biscuit ultra leather. Recovered cabin lower side panels with Mystique bronze croco print New October 2012. Interior includes 4-place lateral tracking center club seats, 2 place forward side-facing couch, aft facing seat and aft belted flushing potty, dual executive tables, and forward narrow upright pyramid cabinet Exterior Aircraft was stripped and repainted in accordance with Beechcraft B200 Maintenance manual and customer specifications October 2012. Overall Matterhorn White w/ Ming Blue, Cumulus Gray, and Platinum stripes

Gantt Aviation Contact: Mark Smith 302 Toledo Trail, Georgetown, TX 78628, United States www.AVBUYER.com

Tel: +1 512-818-0117 E-mail: mark@ganttaviation.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

127


European Aircraft Sales March.qxp_Heeren Cit Ultra sep 19/02/2019 15:09 Page 1

S H O W C A S E

2009 Airbus EC-135 T2 Helicopter Serial Number: Registration: Airframe TT: Landings:

0835 OY-HJR 2616:15 7628

This EC135 is prepared for offshore hoist operations, operated in Denmark under EASA AOC. It is equipped for dual pilot IFR operations. 100% Safran PBH Engine programme and Airbus parts by the hour on airframe and avionics. (can be bought out at additional cost). The helicopter will be delivered with standard landing gear, 5 commercial passenger seats in grey fabric. The EC135 is a light twin-engine, multi-purpose helicopter of the 2-3 ton class with up to 8 seats for pilot/s and passengers. Due to its extreme simplicity, the rotor system contributes to highest safety standards and, at the same time, reduces maintenance to a minimum. The first scheduled maintenance is the intermediate inspection after 400 Flh. Available ultimo December 2018. Engines ENGINE 1 2616:15 Hrs ENGINE 2 2545:35 Hrs Airframe RANGE 635 km CRUISE SPEED 254 km/h MTOW 2950 kg (SB EC-135-62-028 MTOW increase) SEATS 2 CREW+ 5 PAX

Avionics / Radio DUAL Pilot IFR ATC Transponder (ADSB) : Garmin GTX 330 VHF, AM, NAV GPS : Garmin GNS 430 AW Autopilot : APM 2000 SMD 45 H-NVG (2 ea) SMD 68 Radar Altimeter: KRA 405B DME : CMD-451 Marker: KR21 Standby Horizon: AI804 DC Euro NAV AHRS Tactical Radio: VHF-FM NPX138 Dual controls Interior 5 passenger commercial seating configuration. passenger seats are in grey fabric Exerior Overall red with white trim stripes on tail Equipment installed ADELT : TECH TEST 15-503-134 DUAL CONTROLS FIRST AID KIT Additional options offered POWER BY THE HOUR: EUR 540,000 HOIST: EUR 127.000 CARGO HOOK FLOATS LIFE RAFT

European Aircraft Sales Lufthavnvej 151 - DK-5270 Odense N Denmark

128 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Price: EUR 2,750,000 ex. VAT

Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com www.AVBUYER.com


AeroBuyNow February.qxp 20/02/2019 11:09 Page 1

S H O W C A S E

2013 Embraer Phenom 100 Serial Number: Registration: Airframe TT: Landings:

50000293 F-HFFD 952 868

• ENGINES ON ESP GOLD • AIRFRAME ON EEC • ALWAYS HANGARED • NO DAMAGE HISTORY • ALL LOGS SINCE NEW Engines Pratt & Whitney Canada PW617F-E – ESP Gold #1 PCE-LC0555 #2 PCE-LC0553

Avionics & Connectivity Garmin Prodigy COM/NAV/GPS Garmin G1000 XPDR Garmin GTX-33D Mode S EHS w/ Diversity TCAS 1 Garmin GTS-850 RADAR Garmin GWX-68 Weather Radar DME Honeywell KN63 CVDR Garmin FA2100 GACVDR ELT Kannad 406AF w/ NAV Interface

Exterior Overall White w/ Dark Blue and Light Grey Design New Paint 2018 Price: $2,850,000

Interior & Entertainment Corporate 5 Pax Citrine Design Sheepskin-covered Crew Seats Side Facing Seat Lavatory w/ Lavatory & Rigid Door - 9/10

2000 Cessna Citation Jet Serial Number: Registration: Airframe TT: Landings:

525-0359 F-GTRY 4,047 3,573

• ENGINES ON TAP ELITE • TWO OWNERS SINCE NEW • SB 525-36-04 PRECOOLER IMPROVEMENT C/W • DOC 10 DUE IN JULY 2019 Engines Williams Rolls JF44-1A – On TAP ELITE #1 s/n 1729 #2 s/n 1679 Both at 4,031 TSN – 3,562 CSN

Avionics & Connectivity 2 Tube EFIS Honeywell SPZ-5000 COM Dual King KY 196B – 8.33 Khz NAV Dual King KN 53 – FM Immunity ADF King KR 87 DME Dual King KDM 706 XPDR Dual Garmin GTX 330D – Mode S AP Honeywell SPZ-5000 Digital Stormscope BFGoodrich WX-1000+ Radalt King KRA-405 FMS Global GNS-XLS w/ P/RNAV GPS GPS King KLN90B CVR Fairchild A200S ELT Artex C406

Exterior Overall Snow White w/ Royal Blue and Green Stripes Price: Make Offer

AeroBuyNow SARL Le Park Palace, AAACS, 25 Avenue de la Costa, MC-98000, Monaco www.AVBUYER.com

Interior & Entertainment 6 Pax Executive Interior Dual Fwd Facing Seats Dual Aft Facing Seats Single Side Facing Seat Belted Lavatory Seat Fwd LH Deluxe Refreshment Center LH & RH Executive Tables Aft Divider w/ Mirror Removable Aft RH Curtain Indirect Lighting Dropped Aisle Lighting Freon Air Conditioning

Tel: +33 (0)784 265 143 E-mail: mathieu.pezin@aerobuynow.com www.aerobuynow.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

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Total Jet Solutions March.qxp_Empyrean 20/02/2019 15:33 Page 1

S H O W C A S E

Price: $3,195,000 1997 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

265 N868DB 7907 5229

Total Jet Solutions is proud to present this beautiful 9 passenger Falcon 50EX for immediate sale with spotless history, ADSB-Out, impressive pedigree, great paint and beautiful recent interior. Engines and APU enrolled on MSP Gold and Avionics enrolled on Collins CASP program Engines TFE731-40-1C / APU: GTC36-100(A) Maintenance Program: Engines & APU - MSP Gold Avionics

w/Windshear TCAS: Collins TCAS-II w/change 7 Interior INTERIOR BY DAVIATION AIRCRAFT ON 04/2010

Configuration/PAX: Executive 9 passenger fire blocked interior General: Excellent Condition Seating: Forward 4-place Garrett haze (beige) leather club, aft RS 3-place divan upholstered in Garrett Chatham acorn (light brown) leather opposite dual Garrett haze (beige) leather individual seats, retractable floor mounted jump seat Headliner: Tapis neutral ultra-leather headliner Sidewalls: Garrett Chatham acorn lower side panels Carpet: 100% wool Treasure Chest chamois colored carpeting

AVIONICS ENROLLED ON COLLINS CASP

Avionics Package: Collins EFIS-4000 4-tube/Pro Line 4 FMS: Dual Collins FMC-6100 w/6.1 software IRS: Dual Honeywell LASEREF IV Autopilot/Flight Director: Collins APS-4000 EFIS: Collins EFIS-4000 4-tube AHRS: Dual Collins AHS-85 Communication Radios: Trippel Collins VHF-422A w/8.33 kHz spacing HF Communication Radio: Dual King KHF9000 w/Coltech dual-channel SELCAL Navigation Radios: Dual Collins VIR-432 w/FM immunity TAWS: Allied Signal Mark V EGPWS

Exterior BY KING AEROSPACE ON 07/2010

Colors: Matterhorn white w/ocean blue & medium silver General: Exterior is in excellent condition Additional Equipment ADSB-Out, USB Data Loader, Artex 406 mHz ELT, dual Bose headset plugs, monorail sun visors, retractable floor mounted jump seat with third EROS quick-donning crew oxygen mask, Pulselight system, dual wingtip navigation lights, and DeVore logo light

Total Jet Solutions Inc. Dr. Sharon Pins Fort Worth, Texas 76137 USA

130 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Tel: +1 (214) 783-1075 E-mail: spins@totaljetsolutions.com

www.AVBUYER.com


P131-136.qxp 20/02/2019 10:51 Page 1

Bombardier Global 5500

Milcham Aviation Price:

$12,900,000

Year:

2020

S/N:

TBD

Reg:

N-TBD

TTAF:

-

Location: USA

Bombardier Challenger 650

Milcham Aviation Price:

$8,900,000

Year:

2019

S/N:

61XX

Reg:

N-TBD

TTAF:

00

Location: USA

Zaher Deir

Boeing 737

Price:

Please Call

Year:

1981

S/N:

22431

Reg:

VP-CAQ

TTAF:

9674

Location: UK

Airbus A340

Trevor Whetter Price:

Please Call

Year:

2006

S/N:

1040

Reg:

2-EALA

TTAF:

39188

Location: UK

Dassault Falcon 50

Switzair SA Price:

Please Call

Year:

1989

S/N:

183

Reg:

HB-IYP

TTAF:

10197

Location: Switzerland

www.AVBUYER.com

M A R K E Tel: +1 (305) 452 62610 T E-mail: sales@milcham.lu P L BRAND NEW BOMBARDIER GLOBAL 5500 DELIVERY 2020 A FRACTIONNAL OWNERSHIP 1/4 AT 12.900.000,00 USD. C FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 1.300.000,00 USD PER E

YEAR OR 110.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 9,560.00 USD ( OPERATION DEPRECIATION .....). TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

Tel: +1 (305) 452 62610 E-mail: sales@milcham.lu BRAND NEW BOMBARDIER CHALLENGER 650 DELIVERY MIDDLE 2019. FRACTIONNAL OWNERSHIP 1/4 AT 8.900.000,00 USD. FULL OPERATION INCLUDED. UNDER PUBLIC TRANSPORTATION COMPANY. ANNUAL OPERATION FEES 900.000,00 USD PER YEAR OR 77.000,00 PER MONTH, 200 HOURS FLIGHT ON BOARD INCLUDED (crew, expenses, fuel, taxes, catering, maintenance, landigs fees ect....). DEPRECIATION 4% PER YEAR. POSITIONNING 2 HOURS FREE AROUND HOME BASE. FLEET RENEVAL EVERY 4 YEARS. NO ADDITIONNAL CHARGE. PRICE PER HOUR ON BOARD 6,200.00 USD ALL INCLUDED ( OPERATION DEPRECIATION .....) TRADES CONSIDERED. CONTACT US FOR MORE INFORMATIONS

Tel: +44 (0)771 180 6585 E-mail: zaher@jetconnections.co.uk BOEING 737-200 ADVANCED ----- VP-CAQ S/N 22431/803 This aircraft was purchased new from Boeing as a B737-200 Advanced, delivered from Boeing in October 1981 on the Swiss registry. The VIP Completion was facilitated by Air Research Aviation in Long Beach, California, for the installation of the 19 passenger (plus four flight attendants) corporate interior and auxiliary fuel tanks. The final interior was completed in November 1982 and the aircraft entered service at that time. The original owner was owner operator by Petrolair System S.A. until 1997 when it was purchased and operated by the world renowned mogul Wayne Huizenga.

Tel: +44 (0)153 163 3000 E-mail: trevorw@euroav.com A340-600 and 500 For Sale, 7700 NM range for 600 9000NM for 500 The aircraft is ex Etihad with a full interior including 8 First class lie flat suites, 32 Lie Flat business and 276Y class with in seat IFE and internet. The aircraft have been well maintained and have been in service with one operator only since new Ideal aircraft for sports teams or corporations and a Full VIP interior is an option that ca be offered

Tel: +41 (0) 919 214 247 E-mail: cs@switzair.com Falcon 50 Classic - MAKE AN OFFER - MUST GO – FULL EASA COMPLIANT - All engines and APU under full MSP Gold Aircraft Total Cycles: 10253 cyc. Engines: TFE731-3-1C. APU: GTCP36-100A. Exterior: White with blue stripes. Interior: 10 pax (1 divan for 5 seats) + 3rd crew seat; Light brown carpet & fabric; Light brown leather seats; Walnut brier wood; Alcantara ceiling; Fwd Lav.; Interior partially refurbished June 2001 by Dassault Falcon Service. Remarks: Full EASA Compliant - All engines and APU under full MSP Gold - RVSM EUR + NAT-MNPS, Approved CAT II, Approved P-RNAV, Approved RNP-1,-5,-10.

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P131-136.qxp 20/02/2019 10:51 Page 2

M A R K E T P L A C E

Hawker Beechcraft Premier 1A

Bizhan YESSIRKEPOV

Tel: +7 707 450 3377 E-mail: byessirkepov@samalair.com

Price:

$1,995,000 No VAT

Year:

2011

YEAR OF SERVICE: 2012

S/N:

RB-292

Fully Enrolled on TAP Advantage Elite

Reg:

UP-P1004

Recent A & B Inspections

TTAF:

1415

TCAS II w/ change 7.1

Location: Kazakhstan

Hawker Beechcraft 900XP

Bizhan YESSIRKEPOV Price:

$5,300,000

Year:

2011

S/N:

HA0197

Reg:

UP-HA001

TTAF:

2480

Location: Kazakhstan

Cessna Citation Bravo

Oliver Clarke Price:

$1,475,000

Year:

2002

S/N:

1018

Reg:

GJBLZ

TTAF:

6295

Tel: +7 707 450 3377 E-mail: byessirkepov@samalair.com

This beautiful 2011 Hawker 900XP has Engines and APU on MSP Gold. Paperless Cockpit. Cabin Audio/Video Entertainment System (Airshow 4000). 2nd 15” LCD Monitor. Auxiliary A/V Package. AirCell ST3100 with Cordless Cabin and Cockpit. Handsets, Drop Down Inboard Armrests (All Individual Seats) Lift Raft – 6 person (9 Overload). No damage history. E1-E12 (12 mo.) inspection last cw. 11-Jul-2018 next due 11-Jul-2019. F1-F12 (24 mo.) inspection last cw. 11-Jul-2018 next due 11-Jul-2020. G (48 mo.) Inspection last cw. 24-Jan-2016 next due 24-Jan-2020. Landing Gear OH due at 5000 Landings / remaining 3727 Landings

Tel: +44 (0)794 425 6974 E-mail: oliverclarke@airfalcon.org Fully EASA/EU-OPS 1 compliant Engines enrolled on ProAdvantage Airframe enrolled on ProParts and Protech (full Cessna parts and labour program) Fully tracked on CAMP/CESSCOM Phase 5 completed October 2018 Phase 1-4 completed February 2019 Ready to fly

Location: UK

Cessna Citation Excel

John Galt Price:

$2,799,000

Year:

2000

S/N:

560-5101

Reg:

N81SH

TTAF:

5078

Location: USA

Beechcraft King Air B200

Cameron Tipton Price:

$2,000,000

Year:

1992

S/N:

BB-1421

Reg:

N396MF

TTAF:

5435

Location: USA

132 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

Tel: +1 (210) 381 7006 E-mail: info@jgaltindustries.com Engines overhauled under 100 hours ago. Always US registration, No Damage History. ProParts and ESP Silver Lite. GoGo WiFi and refurbished interior. Externally serviceable lavatory. Single point refueling. Over $110k just spent at KSAT Cessna Service Center to make N81SH perfect and ready for immediate delivery. This is the best Excel value on the market. Enrolled on ProParts Program Enrolled on CESCOM Maintenance Tracking (CESCOM 10 Available Upon Request.) Most Major Maintenance Items Completed at Cessna Wichita and Toledo. RVSM Capable. Gross Weight Increase (SB560XL-32-28) Accomplished

Tel: +1 (832) 996 2787 E-mail: cameron@flightlevel.co Fresh Interior, Exterior, and Garmin G1000NXi This is the most well-equipped B200 on the market today! Raisbeck performance upgrades - swept props, dual-aft lifting strakes, ram air recovery, enhanced leading edges Synthetic Vision, ADS-B In/Out, GFC700 Autopilot Exterior Paint 2017 Interior Complete Update 2017 - beautiful, modern color palette Phase 2-4 C/W 1/2019 Engines 1&2 2405 TSMOH Owners open to reasonable offers!

www.AVBUYER.com


P131-136.qxp 20/02/2019 10:51 Page 3

Bombardier Learjet 36A

Leonard Price: Year: S/N:

M A R K E Tel: +1 (806) 662 5823 T Hudson Drilling Email: ronfernuik@hotmail.com P L Offer/Trade Learjet 36A, Long range capability, as configured 2,400 A nautical miles. Can be upgraded to 2,600 mile range. C 1977 Recent paint and interior, RVSM. E 36A-030

Reg:

N160GC

TTAF:

15,600

Location: USA

BELL 412EMS

Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter Would consider trade for KingAir 200/300

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

BAe Avro RJ70

Price:

$4,500,000

Year:

1994

S/N:

E1258

Reg:

LZ-TIM

TTAF:

23368

Location: Bulgaria

Cessna Conquest II

Erick Teeters Price:

Please Call

Year:

1979

S/N:

441-0093

Reg:

N410MF

TTAF:

9204

Location: USA

www.AVBUYER.com

Tel: +359 884 846 822 E-mail: charter@air.bg

Aircraft Lease

Date of VIP Cabin Modification – 31st October 2008. Passengers capacity – 26 VIP. Total flight cycles – 16104. Engines – 4 x HONEYWELL Textron Lycoming ALF507 - 1F. Cruise speed – 430 kts (800km/h). Cruise altitude – 31000 ft.(9450 m.). Maximum flight duration – 5hrs. Maximum stock of fuel –10300kg. Maximum take-off weight –43100 kg. Extra fuel tank for extended range operations Price Reduced

Tel: +1 (831) 809 5375 E-mail: erickcfi@gmail.com Left Engine SMOH: 1710. Right Engine SMOH: 1710. Dash 10 Conversion. Dual Windshield Bleed Air. Phase 1 & 2 GWI (10,415 Ramp Weight). Hartzell 4-Blade Wide Chord Props (SMOH 947 8/2013). Rosen Visors. Lead Acid Batteries. All SID Inspections have been complied with. Avionics: Avidyne Flight Deck Pilot & Copilot EXP 5000 PFD’s. Garmin 530AW with TAWS. Garmin 430W Garmin MX20. BF Goodrich TCAD. XM Radio and Wx with GDL69. Garmin GTX 330D-ES ADS-B Out. STEC 2100 DFCS Autopilot. Interior: Aviation Interior completely redone in 2009 with sturdy carpet runners which have stood up well and look new. Leather seats condition is nearly new with only minimal wear, and no damage

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

133


P131-136.qxp 20/02/2019 10:51 Page 4

M A R K E T P L A C E

Honda HondaJet

Tel: +420 602 284 272 E-mail: tomas@gradient.cc

Tomas Rendla Price:

Please Call

Year:

2018

S/N:

90

Reg:

EASA

TTAF:

90

2018 Honda Jet, EASA registered, under AOC, like a new, only 90 hrs, excelent condition, located in Prague

Location: Czech Republic

Airbus/Eurocopter EC 120B

Ottershaw Aviation Ltd Price:

Make Offer

Year:

2006

S/N:

1428

Reg:

G-TOOZ

TTAF:

1010

Location: UK

Bell 505 Jetranger

Price:

€1,325,000 Excl. VAT

Year:

2018

S/N:

65079

Reg:

OO-JRX

TTAF:

50

Zofia Mironowicz Price:

Make Offer

Year:

1991

S/N:

5473

Reg:

SP-SSN

TTAF:

5060

Location: Poland

Agusta A109

Tel: +32 (0) 326 06 972 E-mail: mw@hsi.aero Yellow exterior painted by Bell. Two tone grey leather interior seats. Color coordinated carpet. 1 owner since new, delivered Juin 2018 only 50 hours. Immediately available. Always hangared. Emergency Locator Transmitter. Garmin G1000H Integrated Flight Displays with incorporated: Radar altimeter, chart view, HSVT (synthetic view technology), HTAWS, TAS (Traffic Advisory System). Inlet Barrier Filter. Rotor Brake. Dual controls. Ground handling wheels. Sliding windows (pilot & co-pilot). Cargo hook provisions. L/H & R/H crew door opener. Avionics shelf. Electronic standby instruments. Second VHF. Cabin cover from Air Covers

Tel: +48 32 39 76 510 E-mail: zofia.mironowicz@dom-invest.pl Very good condition, used by private company. AS355 F2 -RX almost "N" version. Completely refurbishment in 2008 Additional space for bag ENGINES R20 Lot of STC done Well maintained 48 months inspection - done 04/2017 Serial number 5473 Registration SP-SSN POLAND/EASA User Private company Reason of sale Other aviation plans Availability Immediately. Engine L model Rolls-Roice/ALLISON 250-C20R, CAE-297041 Engine L TT 745h Engine R model RollsRoice/ALLISON 250-C20R, CAE-297-044 Engine R TT 718h Remaining time on main rotor blades 11704h. NAV/COM GARMIN GNS 530 Transponder GARMIN GTX 327 AudioPanel GARMIN GMA340 COM2 GARMIN SL-40 STC 355FX System Modifications STC A355F1/F2 C20R Installation STC Concorde RG355 Lead

Tel: +33 (0) 648 225 657 E-mail: jmthual@alan-allman.com

Thual Jean Marie Price:

€2,452,291 Excl. VAT Excellent Quality, Just exited from Leonardo Company on 1st

Year:

2002

S/N:

11062

Reg:

F-HJMT

TTAF:

280

Location: France

134 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

All SERIOUS OFFERS CONSIDERED! Best on the market. Immaculate condition, always Hangared and always privately owned. VAT Paid Only 1010hrs. Fresh Annual will be completed Feb 2019 Recent 12 year completed Feb 2018 Excellent component times New paint (June 2018) and New Apical/Dart Floats(Feb 2018). 5 x Bose Headsets, Radar Alt, ELT (Feb 2018) Mini Ipad Mount and Dual USB Charging

Michael Wilford

Location: Belgium

Airbus/Eurocopter AS 355F-2

Tel: +44 (0)7752 206109 E-mail: ottershawaviation@gmail.com

July 2018 with new cell, new paint, new seats, Full IFR, Radar weather, One engine Pratt 206 C with 280 hours, One engine Pratt 206 C with 1650 hours, Just finished annual visit 12 months and 24 months, on 1st October 2018 TTAF 280 H engines and 3500 H the Cell Price Reduced

www.AVBUYER.com


P131-136.qxp 20/02/2019 10:51 Page 5

Airbus/Eurocopter AS 350B-2

Neville Power Price:

$1,850,000 Plus Tax

Year:

2014

S/N:

7857

Reg:

VH-SSM

TTAF:

400

Location: Australia

M A R K E Tel: +61 419 521 883 T E-mail: nev@njpower.com.au P L Late model, low hours, full spec, excellent condition A High skids with Dart steps C Air conditioned. Cargo swing. Barrier filter. Wire strike protection E L/H sliding door. External sling mirrors Garmin 500H Garmin 430 MD302 Standby AH iPad mount, USB ports UHF radio

Tel: +1 (916) 214-0513 E-mail: wesley@trucksite.com

Wesley Stone

Bell 412 EP

Price:

$1,995,000

Year:

2004

S/N:

36329

Reg:

N8346A

TTAF:

3,195

Page 1

Location: USA

PT6T-3DF Engines. Two Crew IFR. Dual Audio Panels. Dual Nav/Comm. Wire Strike Protection System. Cargo Hook. SX-16 Nightsun Searchlight. External Hoist Provisions. LifePort Seating & MedDeck Plate. MAJOR COMPONENT - SERVICE LIFE - TIME REMAINING Engine 1 - 4000 - 188.5. Engine 2 - 4000 - 86.5 Combining Gearbox - 2500 - 747.1. Transmission - 3200 - 5. MR Hub - 2500 - 1802.7. Mast - 10000 - 6805. Mast Assy - 5000 - 1805. Spindle & Damper Bearing Assy - 10000 - 6805. Swashplate Assy - 2500 - 1802.7

• Total Time: approx. 2550 hrs

• TCAS 4000

• AvVisor cabin display

• Fresh HSI

• Dual DME

• Jeppesen electronic charts

• Seating: 2 + 6 + belted toilet

• HF 9000 Provisions

• Pro Parts

• Interieur: beige leather, forward RH refreshment center

• FDR FA 2100 (EASA)

• Pro Tec Tex+(corrosion (corrosionrep. rep.incl.) incl.)

• Stormscope WX 1000E

• TAP Elite Blue

• Dual FMS 3000

www.aas.ag Alberth Air Parts

+49 421 53658 -710

sales@aas.ag

+1 832 934 0055

Spare Parts •BUY •SELL •TRADE CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

Par Avion Ltd FALCONS • HAWKERS • LEARS

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 www.AVBUYER.com

AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

135


P131-136.qxp 20/02/2019 13:03 Page 6

2008 Pilatus PC-12 47e NG Serial Number:

1022 • Registration:

M-IFLY • Airframe TT:

1337

This aircraft is a One Owner from New Pilatus PC-12 NG, in superb condition inside and out with exceptionally low hours for the year. Recent 10 Year Wing Bolt Inspection completed, Pratt & Witney Engine Inlet Stainless Steel Casing STC also completed. This aircraft is overall Silver with tasteful Blue stripe from nose to tail, interior is original and exceptional condition. The aircraft also has an EASA approved Aircell Iridium Sat phone and intercom fitted. This aircraft is a “UK VAT Paid aircraft”, imported in 2008 via the Denmark route with all supporting VAT Paid paperwork. This is the perfect aircraft for a UK based buyer, a unique opportunity to buy an aircraft without having to justify a VAT claim under business use or pay the full VAT cost. Location: Southampton, UK

PRICE: MAKE OFFER Oriens Aviation Building 526, ChurchBuilding 526, Churchill Way, London Biggin Hill Airport, Kent, TN16 3BN, United Kingdom

+44 (0) 203 770 3828 Tel: Mob: +44 (0) 7557 688 321 Email: craig@oriensaviation.com www.oriensaviation.com

Advertiser’s Index 1st Source Bank...................................................41 AeroBuyNow.......................................................129 AeroExpo UK ......................................................111 Aircraft BlueBook...............................................107 Aircraft Finance Corporation .............................11 Aradian Aviation....................................................95 Atlas Air Service.................................................135 AvBuyer................................................................138 AvionMar...................................................122 - 123 Avjet Global ................................................. 52 - 53 Avpro ..............................................................14 - 17 Boutsen Aviation ..................................................81 Central Business Jets .......................................139 Conklin & de Decker............................................80 Corporate Angels Network..............................109 Corporate Concepts............................................57 Dassault Falcon Jet .........................................2 - 3 Donath Aircraft Services...........................71, 125

Duncan Aviation...........................................42 - 44 Eagle Aviation........................................................25 EBACE ...................................................................45 ElliottJets ...............................................................63 Engine Assurance Program ...............................89 European Aircraft Sales ...................................128 Freestream Aircraft ..............................................21 Gantt Aviation .....................................................127 General Aviation Services ..................................23 Global Jet Monaco........................................ 5 - 10 Hatt & Associates.................................................75 JetBrokers......................................................66 - 67 Jetcraft Corporation ..........................58 - 59, 140 Jeteffect .........................................................60 - 61 JetHQ ...................................................................126 JETNET...................................................................46 Jet Sense Aviation ..................................119 - 121 JSSI (Jet Support Services)..........................1, 13

Leading Edge Aviation Solutions......................77 Lektro....................................................................117 Mesotis Jets ........................................................124 NBAA Regional..................................................103 OGARAJETS................................................36 - 37 Oriens Aviation ...................................................136 Par Avion ................................................................35 Sky Aviation Holdings.......................................118 SmartSky Networks...........................................101 Sparfell & Partners ......................................50 - 51 Textron Aviation Pre-Owned ..............................27 The Elite London ................................................106 The Jet Business..........................................30 - 31 The State Trading Corp of India .....................107 Total Jet Solutions..............................................130 VREF.....................................................................117 Wright Brothers Aircraft Title.............................93

Copy date for the April 2019 Issue - Wednesday 13 March 2019 PROUD MEMBERS OF

British Business & General Aviation Assoc. • British Helicopter Assoc.• European Business Aviation Assoc. • International Aircraft Dealers Assoc. • National Aircraft Finance Assoc. • National Business Aviation Assoc.

AvBuyer (USPS 014-911), March 2019, Vol 23 Issue No 3 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.

136 ❘ Vol 23 Issue 3 2019 ❘ AVBUYER MAGAZINE

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P137.qxp 20/02/2019 15:34 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS

CESSNA

ACJ 318 . . . . . . . 31, A318 Elite . . . . . 5, A319 . . . . . . . . . . 7, A319CJ . . . . . . . . 50, 81, A319 VIP . . . . . . 5, A340 . . . . . . . . . . 131, A380-800 . . . . . . 50,

Citation

BAE AVRO RJ70. . . . . 81, 133,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 5, 6, 31, DC8-72 VIP . . . . 57, 727-200 VIP . . . . 57, 737 . . . . . . . . . . . 131, 737VVIP . . . . . . . 57, 747-8 . . . . . . . . . . 50, 757 . . . . . . . . . . . 53, 767-200ER . . . . . 53, 787-9. . . . . . . . . . 58,

BOMBARDIER Global 5000 . . . . 5, 51, 58, 59, 66, 81, . . . . . . . . . . . . . . . 140, Global 5500. . . . 131, Global 6000 . . . . 5, 53, 58, 59, 140, Global 7500 . . . . 5, Global Express . 30, 140, Global Express XRS. . 5, 14, 21, 59, . . . . . . . . . . . . . . . 140,

Challenger 300 350 600 604 605 650

. . . . . . . . . . . 15, 30, . . . . . . . . . . . 15, 30, 58, . . . . . . . . . . . 66, . . . . . . . . . . . 81, . . . . . . . . . . . 53, 59, 60, 122, 140, . . . . . . . . . . . 52, 59, 131,

Learjet

31 . . . . . . . . . . . . 42, 31A . . . . . . . . . . . 25, 59, 66, 140, 35A . . . . . . . . . . . 66, 36A . . . . . . . . . . . 133, 40XR . . . . . . . . . . 61, 45 . . . . . . . . . . . . 59, 61, 140, 45XR . . . . . . . . . . 60, 55 . . . . . . . . . . . . 16, 67, 60 . . . . . . . . . . . . 59, 118, 123, 124, 60SE . . . . . . . . . . 139, 60XR . . . . . . . . . . 140, 75. . . . . . . . . . . . . 59, 140,

PAGE

II . . . . . . . . . . . . . 67, III . . . . . . . . . . . . . 23, 66, 67, V. . . . . . . . . . . . . . 66, VI . . . . . . . . . . . . . 67, X . . . . . . . . . . . . . 16, 61, 139, XLS . . . . . . . . . . . 43, 63, XLS+ . . . . . . . . . . . 5, 10, CJ1. . . . . . . . . . . . . 63, 66, CJ2. . . . . . . . . . . . . 51, 59, 77, 140, CJ2+ . . . . . . . . . . . 63, 77, CJ3. . . . . . . . . . . . 16, 25, 77, 135, Bravo . . . . . . . . . 132, Conquest II . . . . 133, Encore . . . . . . . . 16, Excel . . . . . . . . . . 132, Grand Caravan . 59, Jet . . . . . . . . . . . . 129, Mustang. . . . . . . . 25, 81, Sovereign. . . . . . 59, 63, 140, Sovereign+ . . . . 61, Super S-II . . . . . 124, Ultra . . . . . . . . . . 119, 560XLS. . . . . . . . 44,

AIRCRAFT

PAGE

2000EX. . . . . . . . 15, 30, 2000EX EASy . . 139, 2000EX EASy II 75, 2000LXS. . . . . . . 59,

DORNIER 328-310 . . . . . . . 43,

EMBRAER Legacy 500 . . . . 16, 31, 42, 140, Legacy 600 . . . . 51, Legacy 650 . . . . 5, 8, 50, 67, 81, Lineage 1000 . . 31, 50, Lineage 1000E . 139, Phenom 100 . . . 129, Phenom 300 . . . 57, 59,

T182T . . . . . . . . . . 25, T206H . . . . . . . . . 66, A185 E . . . . . . . . 66,

HAWKER BEECHCRAFT

Turboprops

CIRRUS SR22G3 . . . . . . . 25,

DAHER SOCATA TBM700A . . . . . . 81, TBM700B . . . . . . 25, TBM930 . . . . . . . 63,

DASSAULT FALCON 7X . . . . . . . . . . . . 2, 15, 21, 59, 81, . . . . . . . . . . . . . . . 140, 8X . . . . . . . . . . . . 15, 20C-5 . . . . . . . . . 66, 20F . . . . . . . . . . . 66, 50 . . . . . . . . . . . . 36, 42, 43, 67, 81, . . . . . . . . . . . . . . . 125, 131, 139, 50EX . . . . . . . . . . 2, 16, 60, 130, 900C . . . . . . . . . . 139, 900EX . . . . . . . . . 3, 57, 900EX EASy . . . 3, 15, 30, 900LX . . . . . . . . . 2, 140, 2000 . . . . . . . . . . 3, 15, 16, 43,

PAGE

IAI Astra1125SP . . 139, Westwind II . . . . 66,

NEXTANT 400XT . . . . . . . . . 75,

PILATUS PC12/47E. . . . . . 59, 136, 140,

PIPER Cheyenne IIIA . . 66, Cheyenne 400LS . .25, Meridian . . . . . . . 66,

GULFSTREAM IVSP . . . . . . . . . . 14, 15, 53, 95, V. . . . . . . . . . . . . . 14, 21, 31, 57, 95, 150 . . . . . . . . . . . 139, 200 . . . . . . . . . . . 14, 60, 120, 400 . . . . . . . . . . . 42, 450 . . . . . . . . . . . 21, 30, 71, 95, 500 . . . . . . . . . . . 60, 550 . . . . . . . . . . . 5, 9, 14, 21, 50, 59, . . . . . . . . . . . . . . . 60, 95, 650 . . . . . . . . . . . 140,

Pistons

AIRCRAFT

King Air 200 . . . . . . . . . . . 16, 66, 132, 350 . . . . . . . . . . . 66, 75, 95, B200 . . . . . . . . . . 95, 127, B250 . . . . . . . . . . 58, C90 . . . . . . . . . . . 66, 95, C90B. . . . . . . . . . 58, 59, 140, E90 . . . . . . . . . . . 81,

Beechcraft

Premier IA . . . . . 81, 132,

Hawker

400A . . . . . . . . . . 66, 400XP . . . . . . . . . 63, 66, 400XPR . . . . . . . 16, 800A . . . . . . . . . . 23, 800XP . . . . . . . . . 23, 36, 43, 75, 95, . . . . . . . . . . . . . . . 121, 850XP. . . . . . . . . 53, 900XP . . . . . . . . . 95, 132, 4000 . . . . . . . . . . 44,

HELICOPTERS

AIRBUS/ EUROCOPTER AS350B-2 . . . . . 135, AS355F-2. . . . . . 134, AS365N-3 . . . . . 95, EC 120B . . . . . . . 134, EC 135T2 . . . . . . 128, H125 . . . . . . . . . . 59, 140,

AGUSTAWESTLAND AW109 . . . . . . . . . 134, AW109E Power . 51, AW109SP . . . . . . 43, AW109S Grand . 51, A119 Koala . . . . 95,

BELL 212 . . . . . . . . . . . 133, 212 EP . . . . . . . . 135, 412EMS . . . . . . . 133, 412EP . . . . . . . . . 95, 505 Jetranger . . 134,

SIKORSKY S-76C+ . . . . . . . . 59, 140, S-92A . . . . . . . . . 16,

HONDA JET . . . . . . . . . . . 95, 134,

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

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AVBUYER MAGAZINE ❘ Vol 23 Issue 3 2019 ❘

137


Avbuyer ad.qxp_Layout 1 21/02/2019 09:39 Page 1

The BEST Aircraft For Sale Search anywhere, everywhere on pc, smartphone and tablet.

.com

www.

124 ❘ Vol AVB23 UYER MAGAZINE – December 2018 138 Issue 3 2019 ❘ AVBUYER MAGAZINE

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Aircraftwww.A Index see Page 145 VBUYER.com


CBJ March.qxp_CBJ November06 18/02/2019 14:30 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

2004 Falcon 2000EX EASy SN40

Embraer Lineage 1000E

ESP Gold on Engines, No Damage History, WAAS/LPV, ADS-B Out, CPDLC - FANS/1A, Increased Max Take Off Weight

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

2002 Falcon 900C SN 194 Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration

2000 Citation X SN131

Single Corporate Owner Since New, New Paint (Duncan Feb 2019), ADS-B Out, FMS Version 6.1 (WAAS/LPV), Interior updated November 2012, FA2100 Flight Data Recorder

Falcon 50 SN163

MSP Gold on Engines, Enrolled on CASP Avionics Program, New Exterior Paint August 2018 at WestStar, New Carpet and seat conditioning September 2018

2005 Lear 60SE SN282

Artex 406 ELT w/ Nav Interface, WX 1000E Stormscope, Lightning Detection System, Ice Detection System, Extended baggage space, WAAS/LPV, Collins ADS-B Out

2008 Gulfstream G150 SN253

Astra 1125SP SN048

Collins Proline 21 4-tube, Dual Collins TDR-94S Mode S Enhanced w/Flight ID, Universal CVR-120

Exceptional Pedigree, Airshow 410, Extension Fuel Tanks, External Lav Service, Increased Gross Weight Mod, AirCellST3100 Iridium Radio Telephone

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.

2013 DASSAULT FALCON

foot view. 900LX S/N 270

• 1,320 Hours & 548 Landings

• Enrolled on Engine Up here, the air and the competition are rare. Our birds-eye view&ofAPU thePrograms • EASy II Avionics w/ SVS

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. 2014 GULFSTREAM G650

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 S/N 6085

• 668 Hours; 300 Landings • Fully Enrolled on Programs • EVS and HUD

2003 BOMBARDIER GLOBAL EXPRESS S/N 9118

2018 EMBRAER LEGACY 500 S/N 55000043 • Delivery Time and Cycles • Rockwell Collins Pro Line Fusion • Digital Flight Controls

• 5,184 Hours and 2,524 Landings • Enrolled on Smart Parts • Batch 3 w/ ADS-B Out and FANS 1/A

ALSO AVAI L ABLE

• 2,966 Hours; 1,071 Cycles • Batch 3 Upgrade w/ CPDLC (FANS 1/A) • MTOW Upgrade

2008 BOMBARDIER LEARJET 60XR S/N 358 1998 Beechjet 400A • 3,368 Hours; 2,145 Landings Challenger 300 • Engines Enrolled on2007 ESP Silver 2011 • Seven Pax with Belted LavChallenger 300

ALSO AVAILABLE

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2011 BOMBARDIER GLOBAL 5000 S/N 9430

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

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DOWNLOAD OUR 2017 AIRBUS HELICOPTER H125 FEATURED INVENTORY JETCRAFT APP 1994 BEECHCRAFT KING AIR C90B 2012 CHALLENGER 605 2016 CHALLENGER 650 2009 GLOBAL 5000 2017 GLOBAL 6000 2009 GLOBAL XRS 2012 FALCON 7X 2014 CITATION SOVEREIGN 2003 CITATION CJ2 1995 LEARJET 31A Search aircraft listings Sort by manufacturer 2001 LEARJET 45 2006 Citation XLS 2000 Global Listing Express brochures 2015 LEARJET 75 2003 CRJ 200 2001 Hawker 800XP Recent Jetcraft news 2016 PILATUS PC12/47E 1997 CRJ 100SE 2002 LearView 45 upcoming events 2005 SIKORSKY S-76C+ 2008 Falcon 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

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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.

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AvBuyer Magazine March 2019  

AvBuyer Magazine March 2019 Edition

AvBuyer Magazine March 2019  

AvBuyer Magazine March 2019 Edition