3 FC November Mente 2019.qxp_FC December 06 17/10/2018 09:45 Page 1
November 2018
™
B U S I N E S S
A V I A T I O N
I N T E L L I G E N C E
Consulting I Transactions
Asset Management I Talent Management
proudly presents
Dassault Falcon 2000EX EASy Serial Number 51
See page 19 for further details
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Bombardier Challenger 650 vs Dassault Falcon 2000LXS Five Top Security Tips for International Trip Planning What to Consider When Looking at Aircraft Registries
Project1_Layout 1 22/10/2018 09:51 Page 1
,7 '2(61·7 SHOW ITS AGE. ONLY ITS VALUE.
FALCON 900DX • • • • • •
2007 – S/N 616 3.711 hrs. / 1,931 cycles
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FALCON 900EX EASy • • • • • • •
2004 – S/N 128 4,536 hrs. / 2,435 cycles
14 passengers with Forward and Aft lavatories EASA / EU-OPS1 compliant EASy II (Baseline, SVS, Dual Jeppesen Charts) Winglets 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7000, HUD Engines and APU on MSP Gold 1C due March 2022
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When you purchase any pre-owned Falcon, you get a jet that’s renowned for unparalleled comfort, agility, efficiency and style. But when you buy a pre-owned Falcon from the people who designed, built and supported it, you get the added value of peace of mind. Knowing your investment is backed by a global team that will provide superior service, and a commitment to treat your Falcon with the care it deserves.
FALCON 2000EX EASy • • • • • •
2007 – S/N 113 2,516 hrs. / 906 cycles
9 passengers EASA compliant EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) 3 FMS, 3 IRS, 3 VHF, 2 RAD ALT, HUD, Iridium Satcom with DIU Engines on ESP Gold and APU on MSP Gold 2C due August 2019
Editor Welcome Sept18.qxp_JMesingerNov06 16/10/2018 12:23 Page 1
Guest Editor’s VIEWPOINT
Jan Králík
Can Business Aviation Benefit From ‘Generation Y’? y first job was with a regional airline that operated a handful of classic Boeing 737s to coastal resorts. I will always remember the feeling of first being told to report to the operation for duty. As a university student, finding a job in Commercial Aviation hadn’t been easy. In fact, that regional airline didn’t have to make a special effort to attract me. With genuine enthusiasm, I was reporting for duty day or night just to have the chance to schedule real airliners alongside a team of real aviation professionals! Sleeping through the morning university lecture following a night-shift wasn’t uncommon. But still my academic results improved. It was a win-win solution. While the remuneration wasn’t bad, that wasn’t the most important aspect of the job. What mattered was that I had begun a career I was passionate about, and started building an impressive CV. It was a few years later with an employer in the Business Aviation industry that I first had a chance to interview prospects for the operations team. Again, we didn’t have to make that much effort to attract the applicants. I observed the same enthusiasm from people who were mad about aviation and looking to break in on a career in aviation. It wasn’t easy to choose just one person.
M
What’s Different Today?
So, is it still the same today? Certainly not. I’ve heard many recent stories about hiring new staff. The common theme is that the younger generation is proving harder to attract, since they have many options available to them, along with a different set of priorities. Moreover, once they join a company they are quickly seeking to leave for something else. But is it really that difficult to attract, engage, and keep the newer generation? Working with people naturally brings challenges, and people management is a difficult – but crucial – task for every boss. It is mostly the staff that build the company product and reputation, and team spirit that drives a company forward, so retaining them deserves a good portion of our attention.
4
AVBUYER MAGAZINE – November 2018
We know that the job expectations of ‘Generation Y’ are high. But this is also a generation that has a lot to offer. With new ideas and a sense for innovation and effectiveness there is definitely a need and a place for them within our industry. At a time we are hearing much about looming staff shortages it is essential for those leading the industry to understand this new generation and learn how to manage and engage them. We may need to change our expectations from our interviews with them, and instead of looking for the ready-made fit for the team, look to their raw innovation.
“ The common theme is that the younger generation is proving harder to attract, since they have many options available to them, along with a different set of priorities.” It could certainly be said that Generation Y is less patient, seeking faster progress into managerial positions. That means that some within Business Aviation are going to need to become savvy in how they provide opportunity to progress, rewarding innovation brought by this new generation of employees. Business Aviation is certainly an interesting environment, but it’s never without its challenges. And with the challenges the upcoming Generation Z will certainly bring once we’ve got to grips with Generation Y, we’re all going to need to continue to be creative in this industry! T Jan Králík joined ABS Jets in 2006 and is currently the accountable manager/chief operating officer. He manages strategic leadership of the company and the development of its services worldwide. www.absjets.com
www.AVBUYER.com
Aircraft Index see Page 129
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Contents Layout NOvem.qxp 17/10/2018 13:52 Page 1
Volume 22, Issue 11
November
2018
Contents
BizAv Intelligence
14
40
46
54
60
70
How Should Aircraft Buyers and Sellers Act Today? How to act in the used jet marketplace today What’s the Case for Becoming a Jet’s Last Owner? Could a (much) older aircraft work for a specialized aircraft buyer? What’s a Business Aircraft’s Scrap Value Today? How much can an operator expect to get for a retired aircraft?
84
8
94
What to Consider When Looking at Aircraft Registries: What are the advantages and complexities of an international aircraft registry?
100
102
Aircraft Maintenance – Three Money-Saving Tips: Here’s how an operator can keep their maintenance costs down How to Interpret Airspace and Aircraft Design Changes: Ken Elliott looks to the future of airspace and aircraft design
Community News
Aircraft Values: Average Entry Level & Light jet values for aircraft aged 20 years and younger
108
Aircraft Specifications: Performance and specifications comparisons for Entry-Level and Light jets aged under 20 years
Next Month
Bombardier Challenger 650 vs Dassault Falcon 2000LXS: Where does each model excel in today’s marketplace?
Operating 80
Five Top Security Tips for International Trip Planning: Discover how an operator can ensure maximum security when flying abroad
Business Aviation Market Summary: A collection from the leading market analysts…
Ownership 35
90
What’s Your Comms Equipment Worth Today? Here’s what operators must consider when upgrading their communications equipment How to Benefit From Space-Based ADS-B: What are the paybacks and how can pilots receive these?
AVBUYER MAGAZINE – November 2018
BizAv Review: OEM News from around the BizAv Community
• Jets Comparison: Embraer Legacy 450 • Plan a Successful Trip to the Middle East • Tips for Buying & Selling Jets in the Middle East
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
The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet.
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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 Aircraft Index see Page 129
AFC November.qxp_Layout 1 15/10/2018 14:50 Page 1
AIRCRAFT FINANCING Whether you are a first-time buyer, trading up, or refinancing your current aircraft, Aircraft Finance Corporation will give you the lowest rate, combined with the longest terms. With over 20 years in the industry, we offer an extraordinary range of experience, together with exceptional results for every client that we serve. We manage the process from financial review, proposal, underwriting, documentation and closing, to make sure that when our clients close on their aircraft, they do so knowing they got the best deal out there.
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Avpro branding October.qxp_Layout 1 17/09/2018 11:00 Page 1
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MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:03 Page 1
BIZAV INTELLIGENCE T MARKET INDICATORS
Business Aviation Market Overview
As Year-End approaches, and with NBAA-BACE in the rear-view mirror, Rolland Vincent, Editor, Market Indicators, assesses the key issues on the horizon for the Business Aviation marketplace… resh off another crazy-busy NBAA-BACE (and no, I am still not yet comfortable with calling it BACE), Business Aviation industry professionals are knee-deep in year-end paperwork and the mad dash to the December 31 deadline to get transactions recorded before the little window closes at the FAA Aircraft Registry Office in Oklahoma City. Although we should all be thankful for the early October 2018 law that reauthorizes the US Federal Aviation Administration (FAA) for five years, we might ask ourselves what happened on the way to where we are today… With countless “riders” and almost never-tobe-read provisions that filled 1,186 pages of legalese, the ATSDRRR was born. An acronym that was surely meant to appeal to the aviation aficionado in every corner of this
F
14
AVBUYER MAGAZINE – November 2018
industry, the Aviation, Transportation Safety, and Disaster Recovery Reforms and Reauthorization Act (or simply H.R. 302) includes a bevy of provisions that few (if any) legislators had the time or inclination to read before voting to support it. Some of the good news, almost lost in the mounds of paper, are important provisions authorizing the FAA to certify new civil supersonic aircraft with low sonic boom signatures, and protections to keep the lights turned on, the employees well fed and paid, and – most importantly – the now-famous window open at the FAA Aircraft Registry Office in OKC. Now, at long last, aircraft transactions specialists, their legal and aircraft title teams, and associated professionals can sleep easy, knowing that their paperwork is getting processed.
www.AVBUYER.com
Aircraft Index see Page 129
MarketIndicators NOV18.qxp_Layout 1 16/10/2018 15:07 Page 2
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
EMBRAER PRAETOR 600
OEMs Stepping-Up
The manufacturers that design, build, sell and support business aircraft anchored every corner of the vast Orange County Convention Center and aircraft static display in Orlando last month, with no shortage of enthusiasm, investment and announcements. True to form, Embraer took the wrapping off some important improvements to its clean-sheet mid-size and super midsize offerings, adding additional range and cabin accoutrements that provide even more value for the dollar – or is that reais – than customers have already come to expect from the company. Bombardier touted the newly-certified Global 7500 and brethren Global 6500 and 5500 as the crown jewels of an organization that has clearly been busy doing its homework and is once again running in the industry fast-lane. Pilatus continues to ramp-up production rates on its popular PC-24 twin jet, with an order book that looks solid for years to come.
A Cold War for Talent…
With all of the enthusiasm and optimism in Advertising Enquiries see Page 8
evidence during NBAA-BACE, signs and sounds of rumblings in the sky were not too hard to discern. The shortage of young talent – pilots, aircraft maintenance technicians, and other aviation professionals, is no longer a topic for theoretical debate. Call it a Cold War for talent, but there is no doubt that organizations across the industry are dealing with pressures to increase wages and benefits just to retain the people they already have. With Airbus and Boeing locked in a duopolistic battle that will soon spin off four new narrow-body jets a day into the worldwide market, business aircraft owners and operators should know that they will need to be wise, creative, and generous if they want to keep their people employed for long. With the looming mid-term US federal elections, jittery stock markets, Brexit backflips, and the now all-too-common trade barbs between countries where previously there were few, the news headlines of the day continue to distract business leaders’ attention away from investing in their businesses and people. Money is still cheap, the markets are still strong, life is still short, and opportunities never, ever wait around for long. For those leaders with access to a business aircraft, the times are good to seize the opportunities, before somebody else does. In November 2018, what time is it? It’s time to buy an airplane. Time to call the Flight Department. Time to get the pre-flight checks underway. It’s time to build a legacy… MI www.navigating360.com
www.AVBUYER.com
continued on page 18
November 2018 – AVBUYER MAGAZINE
15
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BIZAV INTELLIGENCE T MARKET INDICATORS
Flight Activity - North America TRAQPak’s review of Year over Year (YoY) flight activity (September 2018 vs. September 2017) indicates a decrease of 5.2%. Month-over-Month, September 2018 was also down versus August 2018… YoY, the results by operational category were mixed with fractional activity providing the only yearly increase. Part 135 activity posted a sizable drop, while the aircraft categories were all negative with Light jets posting the largest decline from 2017.
Month-over-Month
September Business Aviation flight activity was down markedly from August. Results by operational category were all negative for the month, with the Part 135 segment posting the largest monthly decrease. Aircraft categories were all negative, too.
September Forecast
TRAQPak analysts estimate there will be a 2.2% increase in overall flight activity YoY in October 2018. MI www.argus.aero
SEPTEMBER 2018 vs SEPTEMBER 2017 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
-1.5%
-8.6%
-8.4%
-4.7%
LIGHT JET
-5.3%
-16.0%
4.7%
-8.1%
MID-SIZE JET
-1.6%
-9.9%
7.9%
-2.5%
LARGE CABIN JET
-5.4%
-3.2%
-24.6%
-6.8%
ALL
-3.1%
-10.0%
1.1%
-5.2%
Flight Activity – Europe
WingX reported 83,848 Business Aviation departures in Europe during September, representing a 4% growth YoY, slightly ahead of the YTD trend. Overall, 63% of September’s activity was jet-operated, which is a 3% increase YoY, and over the last twelve months, the strongest trend is in the Medium jet category. The UK and Switzerland experienced slight declines in departures in September, although both have YTD trends of around +3%. France and Germany enjoyed solid growth of ~5%, though the strongest growth among the larger markets came from Italy and Spain at 7% and 9% respectively. Some of the smaller markets also experienced strong growth in September, with Business Aviation activity up by 10% in The Netherlands and Ireland; 22% in Croatia; and 60% out of Finland (mainly Turboprop and Piston). Flights out of Turkey, however, slumped -15%. Flights operated within Europe were up 4% in September, and flights to North America bounced back with a 5% YoY increase (against a 1% YTD decline). Flights to the Middle East dropped off -20% and trail -11% YTD, while flights to Africa are trending up by 8% YTD.
Charter Activity
SEPTEMBER 2018 vs AUGUST 2018 North America Flight Activity
PART 91
PART 135
FRACTIONAL
ALL
TURBOPROP
-8.4%
-10.2%
-22.8%
-9.7%
LIGHT JET
-6.9%
-9.5%
2.6%
-6.7%
MID-SIZE JET
-6.0%
-6.4%
-5.8%
-6.1%
LARGE CABIN JET
-3.0%
-6.1%
-5.9%
-4.3%
ALL
-6.7%
-8.5%
-5.8%
-7.2%
Charter/AOC activity was found to be up 2% YoY, somewhat weaker than recent trends, with UK charters declining 6% YoY. France and Germany were the busiest Charter/AOC markets, trending at around +3.5%, while Spain, Italy and Netherlands had the strongest growth in Charter/AOC. “This month saw European Business Aviation trends return to strong growth,” Richard Koe, managing director of WingX Advance concluded. “There was a distinctive pattern to the activity, with relatively strong growth in Private flights, whilst Charter flights are tailing off after the summer.” MI www.wingx-advance.com continued on page 20
Understanding the Business Aviation Market - with 18
AVBUYER MAGAZINE – November 2018
www.AVBUYER.com
I P
I B
I E
Aircraft Index see Page 129
Mente November.qxp 17/10/2018 11:10 Page 1
Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001
Tel: +1 (214) 351-9595 info@mentegroup.com www.mentegroup.com
2005 Dassault Falcon 2000EX EASy
Serial Number: Registration: Airframe TT: Landings:
51 N878RR 3646 1665
• EASY II COCKPIT • CPDLC-FANS 1/A • PRATT & WHITNEY ESP GOLD • APU ON MSP • WIFI – ATG-4000 • ADS-B • PAINT, REFURBISHED INTERIOR AND AVIONICS UPGRADE 2017 APU Honeywell GTCP36-150 (F2M) Serial Number P392 APU Program MSP Gold
Advertising Enquiries see Page 8
Engines Engines: PW308C CF-0121 CF-0161 Hours 3,348.5 3,601.3 Cycles 1,532 1,655 Engine Program P&W ESP Gold–Flex Program Avionics & Connectivity Honeywell EASy II Flight Deck Load 16.4 Honeywell EASy Primus Epic Flight Management System CPDLC - FANS 1/A via SB309R4 CPDLC - ATN B1 via SB 308R1 ADS-B Out via SB302R1. LPV via SB 301R1 EASy Jeppesen Charts. Dual FMS Dual Honeywell IRS. Dual RT-300 Radio Altimeters Triple RCZ-833 VHF Radios Dual Collins HF-9034A w/SELCAL Dual Honeywell DME-855 Dual Honeywell XS-855A Enhanced Mode S Transponders www.AvBuyer.com
Honeywell TCAS-2000 TCAS-II w/change 7 Honeywell SSCVR Honeywell Digital Flight Data Recorder AFIS with Honeywell GDC Software Load Honeywell Primus 880 Weather Radar Interior Interior (Aug 2017): Configuration: 8 Passenger, 2 double club seating areas. Refurbished August 2017 to include: Cockpit. Cabin. Lavatory and Baggage. New Plating all Hardware. Cabin Entertainment: Rosen plug-in monitors. Rockwell Collins Airshow 500. 20” LCD Screen on forward left bulkhead. Dual Multi-region DVD/CD player. 115 Volt US Outlet plugs at each seat Exterior Exterior (Aug 2017): Base Snow White & Platinum and Dark Charcoal Stripes Dassault full paint completed in 2017 November 2018 – AVBUYER MAGAZINE
19
MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:04 Page 4
BIZAV INTELLIGENCE T MARKET INDICATORS
Private Jets ‘Will be Affordable for Millions’
Has Pilot Shortage Hit Used Aircraft Market? The growing, worldwide pilot shortage is affecting virtually every segment of the aviation industry, and reports coming from the UK suggest the used aircraft market is feeling the squeeze, according to Colibri Aircraft… Colibri Aircraft recently noted a huge shortage of pilots in the European private jet sector is resulting in owners increasingly not being able to use their aircraft when they need to. According to Colibri managing director Oliver Stone, this problem will get worse as airlines are retiring current pilots and recruiting from the private jet sector while growing markets in Asia, the Middle East and elsewhere are attracting more European pilots. According to Colibri Aircraft, seven in 10 sales it works on encounter difficulties in being able to guarantee sufficient access to a pilot or crew. Five years ago, only around 20% of cases the company worked on were affected by this problem. “Europe needs around 95,000 new commercial pilots by 2034, and many airlines are looking to the Business Aviation sector to help fill this gap, leaving fewer pilots available to fly
private aircraft,” Stone explains. “The pilot shortfall is a combination of several factors including the legal retirement age for pilots being set at 65, Oliver Stone and growing demand for pilots from overseas markets – especially Asia and the Middle East. “We are increasingly having to research in the early stages of an acquisition as to how clients plan to crew their aircraft. If they decide to only hire one full-time pilot and rely on contract crew, they increasingly run the risk of not having crew available when they want to fly.” Colibri Aircraft believes the easiest solution for an owner is to pay a higher monthly cost to have three full-time pilots available when they want to fly. Another option is to consider an operator who already has crew on their certificate that they can use. MI www.colibriaircraft.com
New research amongst Business Aviation professionals suggests advances in technology will make private jet flying much cheaper and easier. The research, commissioned by Revolution.Aero predicts millions more people will start using business aircraft for the first time… The average typical private jet customer is over 50, the research notes, but 71% of those interviewed believe by 2023 it will be below this, with 59% believing it will be between 40 and 50. A further 11% think it will be below 40, while only one in five predict the average age will remain at over 50. Just over two-thirds of those Business Aviation professionals polled (67%) believe advances in technology and apps will make it easier to book individual seats on private jets, and over half (51%) also think these developments will make it easier to charter out private jet ‘dead legs’. As many as one-in-four private aircraft flying at any one time today have no passengers on board, and only 12% of those interviewed predict that the number of dead-leg flights being chartered out will fall.
“As many as one-in-four private aircraft flying at any one time today have no passengers on board...” “Ten years ago there were maybe five apps focusing on the Business Aviation sector, compared to more than 50 now,” Alasdair Whyte, co-founder, Revolution.Aero notes. “Some 84% of Business Aviation professionals expect there to be even more private jet apps on the market by 2023, with one in three expecting significantly more. “In this data and technology revolution, there is so much more that can be done to enable owners of business aircraft to make their assets more accessible to potential customers, further enhancing the income (or contribution to costs) they earn from them. This coupled with the greater flexibility in how business aircraft can be chartered will open up business jet travel for many more people.” MI www.revolution.aero continued on page 24
20
AVBUYER MAGAZINE – November 2018
www.AVBUYER.com
Aircraft Index see Page 129
Asian Sky November.qxp_Layout 1 15/10/2018 14:56 Page 1
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MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:04 Page 5
BIZAV INTELLIGENCE T MARKET INDICATORS
Jetcraft: Next Ten Years to Outpace Previous Decade
Jetcraft released its fourth annual Ten-Year Business Aviation Market Forecast, which reaffirms steady growth in the private jet industry is set to continue… The forecast predicts 8,736 unit deliveries over the next 10 years, representing $271bn in revenues (based on 2018 pricing). North America will account for 60% (5,241) of predicted new unit deliveries over the forecast period, with Europe accounting for 18% (1,572), and AsiaPacific 13% (1,136). “2018 has been a real turning point for Business Aviation, as we have now successfully navigated through our industry’s most difficult period,” Jahid Fazal-Karim, Owner and Chairman of the Board, Jetcraft, notes. “This year’s forecast predicts the continuation of our current business cycle of steady and healthy growth, driven by an increase in wealth creation and the demand for larger and more expensive aircraft.”
Growing Exposure to BizAv
The increase in wealth creation over the past decade has spurred growth in family offices that are now offering a wide variety of specialized services, including Business Aviation. Together with the increase in block charter and fractional programs, this is exposing more UHNWIs to the industry than ever before. However, despite continued economic growth, Fortune 500 24
AVBUYER MAGAZINE – November 2018
companies have yet to return to historical aircraft transaction levels, due to maintaining a focus on other financial priorities, such as share buybacks and paying down debt. This customer segment is unlikely to restart aircraft purchasing programs until well into the cycle.
Large Jets to Lead the way
The forecast predicts that the Large jet category (comprising Super-Large, Ultra-Long-Range and converted airline segments) will constitute 32% of total units (2,778) and 64% of total revenue over the next decade. All new aircraft model programs, both announced and projected, during the forecast period are exclusively widebodies. “Predicted unit deliveries in the Large jet category account for a huge proportion of total revenues in the industry, demonstrating the trend towards larger, long-range aircraft to support today’s global business needs,” Fazal-Karim adds. While the industry is set to embark on a period of substantial growth, its resilience during the challenges of the previous business cycle has prepared it well for expansion. “We’re confident that the lessons we’ve learned over the past decade will ensure sustainable growth for Business Aviation in the years to come. Ours is an enduring industry, and one with a buoyant future ahead,” Fazal-Karim concludes.
The Most Competitive Aerospace Business Environments… The states of Washington, Ohio, North Carolina, Kansas and Colorado offer the most competitive business environments for the manufacture of aerospace equipment, notes Teal Group… Washington, in particular, scored extremely well across all categories and was a top ten finisher in all but one, ranking first in Economy and Industry, while finishing second in Labor & Education and Costs. It ranked fifth in Risk to Operations, Research & Innovation and Taxes & Incentives. Infrastructure was the only category where Washington fell outside the top ten. Ohio had the second highest overall rank, with significant separation between it and the state of Washington. In fact, Ohio finished in the top ten in only two categories (Labor & Education and Industry). It did finish in the second ten in a number of categories, however, thereby reinforcing its overall strong showing. North Carolina finished first in the most important and highest weighted category, Costs and had very strong rankings with two other top ten finishes in Taxes & Incentives and Industry. Kansas, by comparison found top ten category rankings for Industry, Labor & Education and Costs. Kansas was a poor performer in Risk to Operations, coming in at number fifty. Fifth-placed Colorado was particularly strong in Research & Innovation, Labor & Education and Taxes & Incentives, having top ten finishes in these three categories, but did not score well in the important Costs category. The remaining top ten is rounded out by Georgia, Utah, Texas, Arizona and Alabama. MI www.tealgroup.com continued on page 28
Understanding the Business Aviation Market - with
AvBuyer
MI www.jetcraft.com/knowledge www.AVBUYER.com
Aircraft Index see Page 129
Hatt & Associates November.qxp_Layout 1 15/10/2018 14:57 Page 1
1999 Hawker 800XP S/N: 258436 Reg: N114BA 11,761.6 hours since new
ATG-5000 High Speed Internet Enrolled on MSP Program ADS-B Out installed April 2018
E, F, and G Insp. Completed Asking $1,495,000 in September2016 by Standard Aero Teflon Coating completed in 2017
Unique in Experience, Global in Scope. 2012 Gulfstream G450 S/N: 4247. Reg: N450HQ Asking $16,950,000 1,979.8 hours since new Engines enrolled on Rolls Royce Corporate Car ARCS Level III Pre-Buy completed by Gulfstream-Savannah APU enrolled on MSP and Airframe enrolled on Plane Part
2012 Nextant 400XT S/N: RK-334. Reg: N590TM 11,194.5 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
1-(303) 790-1050 hattaviation.com
2014 King Air 350i S/N: C-GOKI S. Reg: N FL-972 Asking $4,500,000 826.3 hours since new Canadian Modifica on Package Custom Paint Scheme GWX-3001 Collins Satellite Graphical Weather
Hatt & Associates: Global Aviation Sales Acquisitions
Brokerages
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Pre-Buy Management
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Scottsdale | Denver | Breckenridge | Wichita | Dubai | Calgary | Miami
Avjet FP October.qxp_Layout 1 16/10/2018 15:56 Page 1
Avjet multi November.qxp_Layout 1 16/10/2018 15:56 Page 1
2006 Hawker 850XP SN 258812
1997 Bell 430 SN 49048
2000 Boeing 757-256 SN 29306
1986 Boeing 767-200ER SN 23402
2016 Global 6000 SN 9744
1998 Falcon 50EX SN 268
LOS ANGELES MARC J. FOULKROD +1 (818) 480-9964
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WASHINGTON D.C. ANDREW C. BRADLEY +1 (410) 626-6162
MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:06 Page 6
BIZAV INTELLIGENCE T MARKET INDICATORS
In-Service Aircraft Values & Maintenance Condition
Table A
Fleet Maintenance Condition
5.35
Asset Insight’s market analysis on September 28, 2018 covering 93 fixed-wing models and 1,553 aircraft listed ‘For Sale’ revealed an additional 2.4% decrease to the tracked inventory fleet (39 units). Here are the details… Tracked Large, Medium and Small jet inventories decreased 4.7%, 4.2% and 1.3%, respectively, while Turboprops listed ‘For Sale’ increased by 1.4%. Entering Q4 2018, sellers appear to be more focused on moving their aircraft, with Ask Price dropping 5% at the end of September. By fleet average and individual group, values experienced the following changes: • • • •
5.296
$1.40 5.15
D
J
F
M
A
M
Maintenance Exposure
LOW RISK AIRCRAFT MODEL ETP RATIO Boeing BBJ 3.0% G650 3.6% F2000LX 8.7% Phenom 300 9.5% Citation CJ4 525C 9.6% F900EX EASy 13.9% Citation Encore + 14.0% CL-605 14.9% Citation CJ3 15.4% Falcon2000EX EASy 16.4% Citation CJ4 525C (MSG3) 17.1% Pilatus PC-12 17.4% Citation Sovereign 680 19.1% F900DX 19.2% G150 19.6% G550 20.4% Hawker 900XP 20.6% G450 20.8% Piper Meridian 21.1% KingAir 350 - Post-2000 22.3% Citation Mustang 510 23.9% F900C 24.1% Citation XLS 24.2% 24.4% Citation Encore Citation CJ2+ 525A 24.9% Citation CJ2 26.2% F900EX 26.7% KingAir B-200 - Post-2000 26.7% Learjet 45XR 26.9% Challenger 300 27.9% Global XRS 28.0% Hawker 850XP 28.6% Phenom 100 30.7% Global 5000 31.2% Citation CJ1+ 33.5% F900B 34.3% Embraer Legacy 600 34.6% KingAir B-200 - Pre-2001 35.9% KingAir 350 - Pre-2001 37.0% Learjet 60XR 37.3% Falcon 50EX 38.2% Citation Bravo 39.7%
With asset quality improving, average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) decreased (improved) 4.8% to $1.385m as the inventory fleet’s upcoming maintenance events are expected to be less expensive.
Maintenance Exposure to Ask Price (ETP) Ratio
The ETP Ratio (Table B) is a useful indicator of an aircraft’s marketability, 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 Q3 2018, assets whose ETP Ratio was 40% or more were listed ‘For Sale’ nearly 34% longer (on average) than aircraft whose Ratio was below 40% (i.e. 280 versus 374 Days on Market). The September analysis also revealed that 48.8% of all tracked models and 57.6% of Asset Insight’s fleet posted an ETP Ratio above 40%. The tracked fleet’s ETP Ratio recorded a substantial decrease (improvement) in September, following five consecutive monthly increases. It registered 67.1% (versus August’s record-worst 72.3%).
AVBUYER MAGAZINE – November 2018
N
J
J
A
S
$1.35
Quality Rating Trendline
Table B
Maintenance Exposure
28
O
Quality Rating
Asset Insight’s tracked fleet Quality Rating entered the ‘Excellent’ range, with the figure improving to 5.296 (a 12-month best), on a scale of –2.5 to 10 (see Table A). This reflects a reduction in both the number of upcoming scheduled maintenance events and their average cost.
•
$1.45
$1.38
Large and Medium jet transactions were primarily centered on higher quality assets. Small jet trades appeared to be of mixed asset quality. Turboprop inventory improved, relative to asset quality, with lower-rated units trading and higher quality assets entering the inventory. The ‘For Sale’ changes resulted in Maintenance Exposure worsening for Large jets, remaining steady for Medium jets, and improving for Small jets and Turboprops.
Turboprops accounted for the lowest (best) ETP Ratio at 50.1%; Large jets followed at 64.2% (the group’s record-worst Ratio); Small jets came in at 68.3% (reflecting a nearly 19% improvement over last month, along with the group’s best 12-month figure); and Medium jets improved slightly to 78%.
$1.50
5.25
Quality Rating
• • •
$ Million
HIGH RISK AIRCRAFT MODEL ETP RATIO CL-604 Premier 1A Citation Excel 560XL Hawker 400XP KingAir 300 Piaggio P-180 II Citation X (MSG3) G200 F900 Learjet 45 w/APU GV Falcon 2000 Hawker Beechjet 400A Citation V 560 Learjet 45 Citation V Ultra Hawker 800XP Premier 1 GIV-SP Piaggio P-180 Citation VI Citation ISP GIV-SP (MSG3) Hawker 1000A Falcon 50 Learjet 60 Citation II KingAir C90 G100 Hawker Beechjet 400 Global Express Learjet 31 CL-601-3R CL-601-3A GIV Hawker 800A Learjet 35A Learjet 55 CL-601-1A Falcon 20-5
42.4% 42.8% 43.5% 46.4% 47.9% 50.2% 50.3% 50.6% 50.7% 51.2% 56.4% 62.3% 62.3% 68.4% 70.2% 71.4% 72.0% 75.3% 83.5% 84.4% 85.9% 87.6% 92.5% 92.6% 96.2% 97.1% 101.2% 108.7% 113.6% 120.1% 126.5% 137.1% 144.5% 154.5% 162.0% 163.1% 180.8% 221.1% 225.5% 287.2%
Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) as of September 28, 2018
www.AVBUYER.com
Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com)
Aircraft Index see Page 129
EAGLE AVIATION +1 803.822.5520 SALES@EAGLE-AVIATION.COM EAGLE-AVIATION.COM
2000 CITATION EXCEL • 560-5080
1988 CESSNA IISP • 551-0591
2001 CITATION CJ1 • 525-0422
1997 CITATION CJ • 525-0218
2000 LEARJET 31A • 31A-204
2002 DORNIER 328JET • 3205
2008 CIRRUS SR22 G3 GTS • 3121
2005 CESSNA T182T • T18208376
1981 CESSNA T182R • T18268723
1999 CESSNA 182S • 18280516
MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:06 Page 7
BIZAV INTELLIGENCE T MARKET INDICATORS
Large Jets Ask Price vs. Maintenance Exposure *
Asset Quality Rating
$ Millions
Scale -2.500 to 10.000
Asset Insight September Market Summary Inventory aircraft quality registered a 1.3% improvement during September, and 1.9% during Q3. This may not sound like much, but when one considers the overall Ask Price reduction, the market is primed for an excellent Q4. However, not all models fared as well, and buyers not conducting detailed analytics before making an offer are liable to ‘pay the price’. Sellers must equally learn how their aircraft compares with assets listed ‘For Sale’ that, in some cases, will include different make/model aircraft than the one they’re selling.
Large Jets
Inventory decreased by 16 units, lowering asset quality and increasing Maintenance Exposure 4.9% as higher quality aircraft transacted. At 5.392, the group maintained its ‘Excellent’ Quality Rating, even though
Maintenance Exposure hit a 12-month high (worst) figure and boosted the ETP Ratio to a record-high (worst) 64.2%. Based on the limited availability facing buyers, detailed analytics (and not patience) will be key for those seeking to close a deal before year-end.
Medium Jets
The tracked fleet’s inventory decreased by another 21 units with transactions slightly favoring higher quality aircraft. The group’s Quality Rating decreased 1.6%, safely within the ‘Very Good’ range, while Maintenance Exposure remained unchanged. The Ask Price increased 2.2%, although September’s figure was just above August’s 12-month low. The ETP Ratio decreased slightly, but at 78% the figure will likely make it difficult for most sellers to obtain a reasonable offer for their aircraft.
Medium Jets Ask Price vs. Maintenance Exposure *
Asset Quality Rating
$ Millions
30
AVBUYER MAGAZINE – November 2018
Scale -2.500 to 10.000
www.AVBUYER.com
Aircraft Index see Page 129
MarketIndicators NOV18.qxp_Layout 1 16/10/2018 14:08 Page 8
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
Scale -2.500 to 10.000
Small Jets
Inventory dropped by six units in September, with transactions involving primarily lower quality aircraft. Quality Rating improved 3.8% to edge into the ‘Outstanding’ range, while Maintenance Exposure decreased (improved) a dramatic 15.8%, thereby setting the stage for an impressive 18.7% ETP Ratio improvement to 68.3%, the group’s best 12-month figure. Small Jets currently offer some great values, assuming buyers do their homework, while numerous sellers should be poised to benefit from the currently stable Ask Prices.
aircraft, and pushed the group into the ‘Very Good’ range. Maintenance Exposure posted an impressive 10.7% drop helping reduce the ETP Ratio to 50.1%, even though Ask Prices fell 1.1% to a 12-month low figure. Locating assets offering good value should be straight-forward for buyers, while many sellers should be able to justify the price point for their asset. MI www.assetinsight.com T
Turboprops
Our tracked inventory fleet increased by another four units in September. Asset quality improved 6.8%, primarily due to transactions involving lower quality
Turboprops Ask Price vs. Maintenance Exposure *
Asset Quality Rating
$ Millions
Scale -2.500 to 10.000
Ask Price Source: Amstat Asset Insight Analytics * The accrued cost of future scheduled maintenance Advertising Enquiries see Page 8
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November 2018 – AVBUYER MAGAZINE
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2 0 0 1 L e a r j e t 3 1 A s /n 2 1 0
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Selling Jets September.qxp_Finance 17/10/2018 13:22 Page 1
BUYING & SELLING OWNERSHIP
How Should Aircraft Buyers and Sellers Act Today?
Sifting through the industry hype, Jet Tolbert makes sense of the used jet marketplace as we move into Q4 2018. Are buyers or sellers justified in their expectations? Or is reality found somewhere in between…?
T
here are many buzzwords being liberally banded around the Business Aviation sales arena at present. Terms like ‘100% bonus depreciation’, ‘active market’, ‘low inventory’, ‘strong economy’ and ‘strong dollar’ are all commonly heard. I could, of course, list many more that describe a used aircraft marketplace in which good quality jets and turboprops are getting scarce and buyers are abundant. But given all of the hype, are sellers Advertising Enquiries see Page 8
making a sincere effort to make buyers aware that the opportunity available to them is limited as a result of competition from other buyers? Or are they trying to leverage these oft-heard buzzwords to hype the sale of their jet, and squeeze as much out of the buyer as possible? From where I’m sitting, the answer is ‘both’. The clichés that sellers throw around might seem like a ha rd sell, but genuine buyers are finding there’s plenty of competition for a purchase, forcing them to
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November 2018 - AVBUYER MAGAZINE
35
Selling Jets September.qxp_Finance 17/10/2018 13:53 Page 2
OWNERSHIP T BUYING & SELLING
either step up and meet a seller’s expectation, or stand-by while other buyers make strong cash offers, risking their own opportunity to purchase. In years past, buyers were looking to purchase aircraft at tomorrow’s prices while sellers held out for yesterday’s values. Today the roles have reversed and there are even some instances in which sellers expect to achieve a sale price that is b eyond what the market will bear.
that can be considered ‘strong’ in today’s market, you will more likely find a large majority of buyers level-off in the same general pricing area. That’s not to deny that there are still the ‘one-off’ sales that occur - but waiting for an offer of this calibre can be a gamble when you consider the impact of depreciation and maintenance costs that occur to your aircraft in the meantime.
What This Means to Buyers
Today, possibly more than ever before, it’s important to trust your counterparty when contemplating an aircraft transaction. Considering how many different sellers there are in the market, the better option would be to have a well-established, experienced broker for your acquisition agent who has deep connections. This inside track will build value into the process as those deep relationships are leveraged, and their market knowledge is used to your advantage. In the current market, getting the best airplane at the best price and not missing an opportunity is a matter of being in the right place at the right time, and most importantly having the wherewithal to know when you are there… T
Now, more than any other time in recent market history, buyers need to be in tune with the sellers on the market. This is ultimately achieved either by having a close and honest relationship with the seller’s representative or hiring an acquisitions agent who is very well attuned to the market. If you select an acquisition agent, you should ensure the relationship allows for an open flow of information about recent market activity and that you trust their perception of the market. An inside track on recent market activity will prove invaluable to help ensure you do not pay an unrealistic seller what they are asking, or lose out on a good acquisition to another buyer who is willing to pay that little bit more.
What This Means to Sellers
Alternatively, if you are a seller, there is much to be said about ‘cash-in-hand’ offers. No one is truly able to predict the future value of your aircraft, so an offer received today may be the best you receive - and is worth your consideration. While it is true that premium aircraft will see offers 36
AVBUYER MAGAZINE – November 2018
In Summary…
Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & ABAA member.
www.AVBUYER.com
Aircraft Index see Page 129
You could agonize over your business aircraft deal closing on time due to the financing –
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GJCPR 22998 - AvBuyer - Nov 2018.indd 1
10/15/18 3:41 PM
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Buying & Selling 2.qxp_Finance 16/10/2018 11:25 Page 1
OWNERSHIP T BUYING & SELLING
What’s the Case for Becoming a Jet’s Last Owner?
One option for a specialized aircraft buyer is the (much) older business aircraft, note David Wyndham and Jim Sellers. But this is a process that requires careful planning and management. How does an operator justify the decision to buy with a view to becoming an aircraft’s last owner? s aircraft age, they cost more to maintain and support. Spare parts for aging aircraft can be harder to come by as fewer of these models remain in service today and the OEMs shift focus to their in-production aircraft. Parts suppliers may ‘build to order’ certain spares when demand levels no longer justify keeping a production line running. Be aware that the cost of these spares can fluctuate greatly as th e effects of
A
40
AVBUYER MAGAZINE – November 2018
supply and demand take hold. Finding airworthy used spares is often only possible if there were enough aircraft built for salvage companies to tear down and use as sources. These incremental maintenance costs and procurement hurdles can render an old aircraft unsuitable for a regular schedule of frequent flying. Nevertheless, for the savvy buyer with specific needs and managed expectations, th ere may be some value left in these airworthy but aged aircraft.
www.AVBUYER.com
Aircraft Index see Page 129
Buying & Selling 2.qxp_Finance 16/10/2018 11:26 Page 2
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
Jim Sellers, president of JSSI Parts has an extensive aviation background, with a particular focus on the buying and selling of parts. Under his leadership, JSSI Parts and Jet Engine Leasing (JEL) have grown from concepts to multi-million dollar businesses and respected brands within the industry. More from www.jetsupport.com
“As it pertains to an aircraft or engine, the economic useful life is the period of time over which it is (or is expected to be) physically and economically feasible to operate in its intended role. Periodic maintenance and repair will usually be required in order to preserve safety and efficiency during the economic useful life.” This age is contextual. An airliner flying 2,000– 3,000 hours per year in short-haul trips will reach its end of life much sooner than a long-range business jet flying 300–400 hours annually. For a piston airplane flying 100 hours per year, its end-of-life can easily extend past a half-century. Age is a factor of calendar time and utilization, or flight time. Research from Boeing Commercial Airplanes published in an article titled ‘Key Findings on Aircraft Economic Life’ (March 2013) found that while no exact definition exists, their data on over 31,000 airliners suggest that this economic life can be expressed in two general ways: •
How Old is too Old?
If an aircraft is well cared for, it can have an almost unlimited life with respect to safety and airworthiness. There are DC-3 aircraft that were in service in the late 1930s still flying today. While not much more than the pilots’ control wheels and OEM’s data plate may be “original equipment”, they are still airborne. Such aircraft are in the hands of loving and dedicated teams who fly for the joy of keeping them flying, not for transportation or business use. What ends the life of most aircraft is economics— when the cost of flying them becomes more than the cost of replacing them. This is called the economic useful life, which is defined by the International Society of Transport Aircraft Trading (ISTAT) as follows: Advertising Enquiries see Page 8
•
The average age of airplanes when they are permanently withdrawn from service; The interval of time between delivery of a cohort of airplanes and the date when 50% (or some other fraction) of the cohort has been retired.
But what is a typical useful economic life for a business jet? Data from JETNET showing the business jet retirements from 2011 to 2015 notes that 144 business jets retire each year on average. The vast majority of these are over 30 years of age. Meanwhile, AMSTAT data shows that today, of the more than 7,300 business jets built before 1998, about 46% of the fleet has been removed from service. This data suggests the useful economic life for a business jet is just over 30 years.
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November 2018 - AVBUYER MAGAZINE
41
Buying & Selling 2.qxp_Finance 16/10/2018 11:27 Page 3
OWNERSHIP T BUYING & SELLING
“You buy a very old business jet for $2m, spending $3.5m operating it for four years, before selling it for salvage at $500k. The net cost to you is $5m. The owner of a new business jet that paid $30m, meanwhile, will see more than that in market depreciation alone.” When Does an Aircraft Reach Salvage?
An aircraft at the end of its useful economic life can be sold for parts for salvage or scrap value. The Machinery & Technical Specialties Committee of the American Society of Appraisers (July 2010) defines scrap, or salvage, value as follows: “An opinion of the amount, expressed in terms of money that could be realized for the property if it were sold for its material content, not for a productive use, as of a specific date.” So, when does the scrap or salvage value of an aircraft exceed its ‘retail’ value as a flying asset? If the maintenance to be done exceeds the retail value of the aircraft and, if accomplished, does not return enough retail value to cover the cost of the maintenance, then your aircraft is at salvage. In summary, an aircraft would reach salvage when the upcoming maintenance costs exceed the value of the airplane. That can be any maintenance, be it airframe, engines or avionics.
In Conclusion…
Combining all the above information leads to the following conclusion: If you are the owner of an airworthy aircraft aged 25 years or older, you could be its final owner. Nevertheless, there may be aircraft younger 42
AVBUYER MAGAZINE – November 2018
than 25 that, owing to limited production runs and a lack of product support, will not be economically feasible to fly for much longer than a few years. Meanwhile, for some of the more popular aircraft with a long production run, you may see 40-yearold aircraft still in the air in sufficient numbers to make supporting them economically feasible. So why would anyone want to become the last owner of a business jet? If you understand the limitations, your value proposition is likely to be something like this: You buy a very old business jet for $2m, spending $3.5m operating it for four years, before selling it for salvage at $500k. The net cost to you is $5m. The owner of a new business jet that paid $30m, meanwhile, will see more than that in market depreciation alone. However keep in mind that these older jets spend a lot of time in maintenance and there is a higher chance that you will not be able to “call when needed”, but if your flying needs are infrequent and predictable, you may find there is enough value left in these older jets to make the case for buying one. Next month, we will illustrate with a case study. Stay tuned! T
www.AVBUYER.com
Aircraft Index see Page 129
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Retirement.qxp_Finance 16/10/2018 10:25 Page 1
OWNERSHIP T RETIREMENT
What’s a Business Aircraft’s Scrap Value Today?
How much can business jet and turboprop operators expect to get for their retired aircraft? And what drives a decision to scrap an aircraft? Dave Higdon considers these questions for when an aircraft reaches the end of its useful life… n acquaintance of mine acquired an old (early 1970s) business jet many years ago with thoughts of restoring it to service and selling it as an operational, airworthy aircraft. Then came the Great Recession. Only this summer did my acquaintance find a salvage company willing to take that Light jet off his hands. His struggle involved finding an MRO shop familiar enough with the aircraft type to dismantle it into its component parts without damaging them and rendering them scrap metal instead of yellowtag-eligible spare parts for resale. The buyer cares about the condition of those salvageable parts because outside the US the model continues to be utilized in roles where age, beauty and noise levels aren't deal-breakers.
A 46
AVBUYER MAGAZINE – November 2018
Bad timing killed my acquaintance's prospects on this jet. The salvage company, however, stands to do well, given the price paid for the little jet and the sum value of its salvageable parts. A landing gear strut, perhaps; an engine carry-through spar, perchance; maybe a tip tank or a whole wing, aileron, flap – or even some of the electronics and panel instruments that can slide into slots in another cockpit. “I'm satisfied with what I'm being paid because it ends years of tie-down and hangar fees, liability insurance and enough hull insurance to protect me in case a tornado swept the jet away,” my acquaintance told me. “But the guy buying the jet seemed happy too, which tells me he already knows he'll make money, even after the labor of pulling and inspecting the salvageable parts.”
www.AVBUYER.com
Aircraft Index see Page 129
Retirement.qxp_Finance 16/10/2018 10:26 Page 2
Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from footlaunched wings to combat jets. Contact him via Dave@avbuyer.com
“And multiple elements play into determining an aircraft's salvage value, among them relevance and popularity...” Aged Out Before Wearing Out
New Factors Pushing Aircraft Retirements
Between the mandate for Automatic Dependent Surveillance-Broadcast (ADS-B) and the approaching economically damning Airworthiness Directive on a series of engines powering hundreds of jets, analysts expect a surge in aircraft retirements starting next year. Some operators saw the writing on the wall months or even years ago and disposed of their jets before their values fell for lack of ADS-B solutions or an economically-sound solution to the engine issues. But what is an airworthy business aircraft facing obsolescence worth today as a valuable salvage item? While only an experienced salvage business can render an estimate for a specific airplane of a specific age, many factors go into determining a salvage value, and key among them is knowing what drives the retirement. Many elements factor into a retirement decision. And multiple elements play into determining an aircraft's salvage value, among them relevance and popularity, as we’ll discover…
Advertising Enquiries see Page 8
Thanks to a vast difference in utilization practices, business aircraft tend to fly many years longer than airliners. Business aircraft average use runs in the range of 350-500 hours annually, varying due to factors specific to the operator, whereas airliner average use runs between 1,500-2,000 hours, with a couple of months down for progressively more in-depth inspections. It's flight cycles that factor most in assessing an aircraft's life expectancy. A pressurized jet or turboprop experiences one pressurization cycle per flight, whether the flight lasts one hour or 15. Pressurization cycles swell the fuselage. That swelling, along with the concomitant shrinkage back to normal (the effects of exposure to extreme cold) are the collective sources of the metal fatigue that most threatens the structural integrity of an airframe. Most OEMs set a number of flight cycles by which an airplane must endure the most invasive and detailed inspection, or retire. Airliners can easily reach their flight-cycle limits in 30 years or less. But it's not unheard of to find a business jet still flying for its operator 40, perhaps 50 years after emerging from the factory.
Comply or Retire?
The opening question holds more relevance than usual today, largely due to that well-publicized January 1, 2020 ADS-B compliance mandate. For some business aircraft operators, the cost of compliance may exceed the value of the airworthy aircraft. The clock is running on all aircraft, but for some jets dating back to the cathode ray-tube (CRT) era the clock will time out on January 1, 2020. This makes understanding the elements of a salvage valuation an important step in planning for its future.
www.AVBUYER.com
November 2018 - AVBUYER MAGAZINE
47
Retirement.qxp_Finance 16/10/2018 10:26 Page 3
OWNERSHIP T RETIREMENT
Finding a compliance solution gets more difficult with increasing aircraft age – at least for aircraft older than 10 years before the FAA published its final ADS-B rule. In addition to an ADS-B Out transponder – a 1090 MHz Extended Squitter type since the aircraft flies above 18,000 feet msl – an ADS-B solution requires an approved position source. The final rule specifies only the performance level the position source must meet, not the technology to use. But economics helped drive most solutions toward a GPS position source enhanced by the Wide Area Augmentation System (WAAS). The WAAS GPS solution with the most utility comes in the form of either a WAAS GPS navigator or a flight management system employing a WAAS GPS engine for its navigation function. Ring Laser Gyro position sources meet the performance standard required by the FAA and international standards, but WAAS GPS is far less expensive – and offers the added benefit of GPS-guided approaches. Blind WAAS GPS position sources can also fulfill the need for ADS-B Out, a solution lower in cost than the navigator, but lacking the utility of being a navigator.
Rotables Obsolescence
It's no secret that some of the earliest jet and turboprop powerplants carry hefty overhaul costs,
48
AVBUYER MAGAZINE – November 2018
even by the standards of their day. But as the aircraft's value declines and overhaul prices at best stay the same, or more likely increase, a time comes when the lines cross. When the cost of powerplant overhaul exceeds the decline in aircraft value two options emerge. Several third-party companies have invested in STCs to upgrade older-aircraft powerplants with newer engines, offering lower operating and overhaul costs, plus long-term benefits of higher performance and improved fuel efficiency. An FAA airworthiness directive (AD) applied against a certain series of Honeywell TFE731 engines threatens the long-term outlook for a significant number of older Dassault Falcons, Hawkers and Cessna Citations not currently enrolled in hourly engine programs, warns Engine Assurance Program (EAP), a Dallas-based hourly maintenance specialist. The AD requires replacement of the LPT1 rotor assembly on certain TFE731-4 and -5 engines by 2020. EAP estimates that with an average aircraft value of about $800k for many of the affected models, the expected cost of ADS-B compliance (~$90k) combined with a per-engine AD compliance cost of $325k puts the cost of keeping those planes flying after 2020 at about $740k – with little hope of recovering those costs in a later sale. The combined financial impact of the
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Aircraft Index see Page 129
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Retirement.qxp_Finance 16/10/2018 10:28 Page 4
OWNERSHIP T RETIREMENT
“Either way, serviceable airframe parts help push up a retired airframe’s value – especially for out-of-production aircraft.” powerplant AD and the ADS-B mandate could prompt the retirement of up to 20% of those models' fleets, EAP predicts. Beyond the prospect of retirement, the only remaining choices are overhaul or sourcing lower-time engines. The same challenges face other important components on those older aircraft – components aged out by the calendar, obsolete technologically, or unobtainable save cannibalizing another aircraft. Autopilot servos or drivers, pressurization valves or landing gear – all parts become scarcer with time and, thus, more expensive. Cathode Ray Tubes (CRTs) used in the original glass cockpits provide an apt example. Heavy, hotrunning and power hungry, CRTs – television tubes sized for the cockpit – reached their zenith more than a decade ago when solid-state display screens began taking over. Today, unless a CRT glass cockpit has a flatpanel STC available, locating a serviceable replacement CRT or retirement are the only options available to operators.
Salvage Valuation Factors
Age and flight cycles may be less important for the parts a scrapped aircraft delivers. If the active fleet numbers in the hundreds, for example, and the aircraft is out of production the salvage value of engines, avionics and many airframe parts will
50
AVBUYER MAGAZINE – November 2018
support a good value for the scrapped aircraft. Conversely, if competitively priced STC’d upgrades are available for that aircraft fleet, the salvage value of engines and avionics may well run lower. Either way, serviceable airframe parts help push up a retired airframe’s value – especially for out-of-production aircraft. But for an aircraft aged over 40, out of production, and with only a small percentage of the original fleet still flying, the salvage value may render little more than the scrap value of the materials that comprise the airplane – the aluminum, steel, copper, rubber and other materials. Old radios will render scrap value, the same as for analog instruments and autopilot controllers and servos. There is, however, some market for refurbishing and reusing interior components in other aircraft. Ultimately, it’s the yard which invests in salvaging components that will drive the value of the retired aircraft. For the owner it's a matter of shopping for the best deal possible for the aircraft in question with a realistic understanding and expectation of their specific model. The value could vary as widely as the number of makes and models and the existing fleet still flying. Shop around. T
www.AVBUYER.com
Aircraft Index see Page 129
Freestream August.qxp 18/07/2018 11:05 Page 1
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2012 Gulfstream G550
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2001 Gulfstream V
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Jeteffect 8 aircraft November.qxp 15/10/2018 15:04 Page 1
Falcon 2000LX • S/N 216
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Learjet 45XR • S/N 385
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Learjet 45XR • S/N 241
Learjet 40XR • S/N 2101
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Jeteffect 8 aircraft November.qxp 15/10/2018 15:04 Page 2
Learjet 40XR • S/N 2090
Citation X • S/N 750-0121
Citation Sovereign+ • S/N 680-0528
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Values Intro.qxp_Finance 16/10/2018 15:09 Page 1
OWNERSHIP T RETAIL PRICE GUIDE
Entry-Level & Light Jets Are you Seeking Flexibility at a Lower Cost Level? Where performance and value are dominant factors for a mission need, remember this: there’s nothing lightweight about the value and flexibility of the Entry-Level & Light Jets. s business jets increase in size from Entry-Level & Light jets to the low end of the Large Cabin models, six to eight seats generally remains the standard configuration across size-category lines. And while cabins increase in volume generally (enabling more productive workspace for those traveling longer distances), full-fuel payload doesn’t seem to grow proportionally in most cases. As jets get bigger and heavier their runway needs increase, with no appreciable gain in how many people or equipment can fly – and thus we touch upon the key advantages of the Entry-Level & Light jet category - the value and flexibility offered to those who typically fly shorter legs. Fully-fuelled, an Entry-Level or Light jet can often barely carry the typical passenger load of three persons, unless one or two of them doubles as a crew member. Nevertheless, with the average mission length below 750 miles and the nominal maximum-range of Light jets around 1,200 miles, the crew enjoys the option of flying lighter and saving fuel. Fueling for the mission with NBAA reserves allows larger cabin loads, making three or four - plus crew - possible. The time difference between Entry-Level & Light jets and Large jets to fly a typical 75 0nm mission is small (about 10 to 12 minutes, overall) and is not a large time-saving for costs that may be considerably higher for the larger aircraft. Further, beyond these speed-range-payload operational basics, the Light jet crew will have the option of far more airports, often closer, more convenient and less expensive than what’s needed for the Medium and Large jets. Thus, it’s hard to escape the hea vyweight value of the Entry-Level & Light jet. So what exactly is a Light jet? Today we consider a jet “light” when its MTOW falls between 10,000 and 20,000 pounds. About a decade ago the Light
A
54
AVBUYER MAGAZINE – November 2018
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 Note: For additional spans a twenty year period, from 1999 through Fall assistance and interest, 2018, and covers 34 models. Values reported are in Conklin & de Decker US$m, with each reporting point representing the Performance and current average retail value published in the Specification data for Bluebook by its correspondi ng calendar year. For these Entry-Level example, the Cessna Citation CJ2+ average value & Light Jet models can be referred to, reported in the Fall 2018 edition of Bluebook shows beginning on page 60 $3.5 million for a 2009 model, $3.3 million for a of this issue. 2008 model and so forth. www.AVBUYER.com
Aircraft Index see Page 129
P055.qxp 16/10/2018 12:54 Page 1
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November 2018 – AVBUYER MAGAZINE
55
Retail Values2018.qxp_RPG 16/10/2018 14:31 Page 1
OWNERSHIP T RETAIL PRICE GUIDE
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$M
2009 US$M
2.350
2.250
2.150
2.050
4.5
4.2
3.8
3.6
3.3
3.0
2.7
2.5
6.0
5.6
5.4
5.2
MODEL BEECHCRAFT PREMIER 1A BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40 CESSNA CITATION XLS+ 560
13.050
10.8
8.5
8.0
7.3
6.5
CESSNA CITATION XLS 560
4.8
CESSNA CITATION ENCORE+ 560
3.6
CESSNA CITATION V ENCORE 560 CESSNA CITATION EXCEL 560-XL CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C
9.195
8.2
7.2
6.7
CESSNA CITATION CJ3+ 525C
8.295
6.9
6.2
6.6
6.3
6.0
5.7
5.4
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
4.6
4.4
4.2
4.0
3.8
3.7
3.5
3.4
3.2
3.0 3.0
2.8
2.6 1.4
CESSNA CITATION CJ2 525A CESSNA CITATION M2 525
4.7
4.0
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
2.2
ECLIPSE 550
2.5
1.9
1.7
1.6
1.5
2.3
1.8
1.7
--
6.4
6.0
5.7
5.5
5.2
2.7
2.5
2.3
2.1
1.9
2.2
2.0
2.4
ECLIPSE 500 EMBRAER PHENOM 300E
1.8
--
9.450
EMBRAER PHENOM 300
8.3
EMBRAER PHENOM 100EV
4.495
EMBRAER PHENOM 100E
7.7
7.2
6.8
3.4
3.2
3.0
4.0 3.7
EMBRAER PHENOM 100 HAWKER HAWKER BEECHJET 400A HONDAJET HA-420
5.4
NEXTANT 400XTi
4.8
4.0 4.6
PILATUS PC-24
4.1
3.7
3.2
2.8
2.6
8.9 AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM
56
AVBUYER MAGAZINE – November 2018
www.AVBUYER.com
Aircraft Index see Page 129
Retail Values2018.qxp_RPG 16/10/2018 14:31 Page 2
What your money buys today
Fall 2018 2008 US$M
2007 US$M
2006 US$M
1.950
1.850
1.750
3.4 2.3
2005 US$M
2004 US$M
2003 US$M
2002 US$M
2001 US$M
1.550
1.450
1.350
1.250
1.150
1.6
1.5
2000 US$M
1999 US$M
MODEL YEAR $ MODEL BEECHCRAFT PREMIER 1A
3.2
2.9
2.6
2.5
2.3
2.6
2.4
2.1
1.9
1.7
BEECHCRAFT PREMIER 1 BOMBARDIER LEARJET 45XR
2.1
1.9
1.450
1.750
1.550
1.350
1.250
4.1
3.9
3.7
2.7
2.5
2.3
2.0
1.9
2.750
2.550
1.5
1.4
1.4
1.3
BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR BOMBARDIER LEARJET 40
5.1
CESSNA CITATION XLS+ 560
4.7
4.3
3.3
3.0
CESSNA CITATION XLS 560 CESSNA CITATION ENCORE+ 560
1.8
1.6
1.8
1.6
CESSNA CITATION V ENCORE 560
2.450
2.350
2.150
1.950
1.3
1.2
1.1
1.0
CESSNA CITATION EXCEL 560-XL CESSNA CITATION BRAVO 550 CESSNA CITATION CJ4 525C CESSNA CITATION CJ3+ 525C
4.0
3.7
3.6
3.5
3.3
3.1
2.9
2.8
2.6
2.5
3.4
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
CESSNA CITATION CJ1 525
1.1
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
0.900
HAWKER BEECHJET 400A HONDAJET HA-420 NEXTANT 400XTi PILATUS PC-24
AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM Advertising Enquiries see Page 8
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November 2018 – AVBUYER MAGAZINE
57
ACSpecs OCT Intro.qxp_AC Specs Intronov06 16/10/2018 15:10 Page 1
OWNERSHIP T SPECIFICATIONS
Aircraft Performance & Specifications Entry-Level & Light Jets
T
he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Entry-Level & Light Jets – appears opposite, to be followed by Turboprops next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.
Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2018 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com
Description of Cost Elements
The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs. Variable Cost Per Hour Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. Specifications - General Cabin Dimensions Cabin Height, Width, and Length are based on a compl eted 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. C abin Door Height and Width are the measurements of the main passenger cabin entry door.
•
• •
•
Landing Weight are specified during aircraft certification. Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each an d their supplies. Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS). Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. Maximum Payload is the maximum zero fuel weight minus the basic operating weight.
Crew Seats/Seats Executive This is the typical crew and passenger seating commo nly 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.).
Specifications Performance Range: • Rang e (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi . alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. • VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixedwing aircr aft.
Weights: • Maximum Take-Off Weight and Maximum
Balanced Field Length BFL is the distance obtained by determining the
Baggage Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).
60
AVBUYER MAGAZINE – November 2018
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decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixedwing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown.
Aircraft Index see Page 129
LEA RJET 31A /ER
BEE CHC RAF T PR EMI ER I A
BEE CHC RAF T PR EMI ER I
400 XTi NEX TAN T AE ROS PAC E
BEE CHC RAF T HA WKE R 40 0XP R NEX TAN T AE ROS PAC E 40 0XT
BEE CHC RAF T BE ECH JET 400 A BEE CHC RAF T HA WKE R 40 0XP
AircraftPer&SpecNov18.qxp_PerfspecDecember06 16/10/2018 14:37 Page 1
$1,833.55
$1,807.49
$1,529.39
$1,472.17
$1,414.51
$1,449.13
$1,428.78
$2,124.75
4.8
4.75
4.75
4.75
4.75
5.4
5.4
4.35
CABIN HEIGHT FT.
4.9
4.92
4.92
4.92
4.92
5.5
5.5
4.95
CABIN WIDTH FT.
15.6
15.5
15.5
15.5
15.5
13.6
13.6
12.9
CABIN LENGTH FT.
305
305
305
305
305
285
285
281
CABIN VOLUME CU.FT.
4.16
4.2
4.2
4.2
4.2
4.16
4.167
3.75
DOOR HEIGHT FT.
2.41
2.4
2.4
2.4
2.4
2.125
2.125
3
DOOR WIDTH FT.
30
31
31
31
31
23
23
30
BAGGAGE VOL. INT. CU.FT.
26
25
25
25
25
55
55
-
BAGGAGE VOL. EXT. CU.FT.
2
2
2
2
2
2
2
2
CREW #
7
8
8
7
7
6
6
6
SEATS - EXECUTIVE #
16100
16300
16300
16300
16300
12500
12500
17700
MTOW LBS
15700
15700
15700
15700
15700
11600
11600
16000
MLW LBS
10915
10985
10900
10531
10950
8565
8600
11247
B.O.W. W/CREW LBS
4912
4912
4912
4912
4912
3611
3670
4653
USEABLE FUEL LBS
473
603
688
1057
638
414
320
2000
PAYLOAD WITH FULL FUEL LBS
2085
2015
2100
2469
2050
1435
1400
2253
MAX. PAYLOAD LBS
1180
1180
1313
1852
1527
850
850
1480
RANGE - SEATS FULL N.M.
1519
1519
1993
2108
1945
1340
1340
1600
MAX. RANGE N.M. (4 PAX)
4700
4700
3480
4600
4030
4600
4600
4120
BALANCED FIELD LENGTH FT.
5083
5025
5240
4045
5237
5208
5208
4200
LANDING DIST. (FACTORED) FT.
4020
4020
-
5000
5000
4000
4000
4890
R.O.C. - ALL ENGINES FT PER MIN
560
560
620
995
845
948
948
1515
R.O.C. - ONE ENGINE OUT FT PER MIN
458
450
447
471
460
461
454
462
MAX. CRUISE SPEED KTAS
449
450
447
460
447
426
426
441
NORMAL CRUISE SPEED KTAS
410
410
425
405
406
370
370
417
L/RANGE CRUISE SPEED KTAS
2
2
2
2
2
2
2
2
JT15D-5
JT15D-5R
FJ44-4A-32
FJ44-3AP
FJ44-3AP
FJ44-2A
FJ44-2A
TFE 731-2
VARIABLE COST PER HOUR $
ENGINES #

ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
Advertising Enquiries see Page 8
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November 2018 - AVBUYER MAGAZINE
61
AircraftPer&SpecNov18.qxp_PerfspecDecember06 16/10/2018 14:38 Page 2
CES SNA CITA TION CJ1+ CES SNA CITA TION CJ2
CES SNA CITA TION CJ1
CES SNA CITA TION MUS TAN G CES SNA CITA TION M2
LEA RJET 45X R BOM BAR DIER
LEA RJET 45
BOM BAR DIER
BOM BAR DIER
BOM BAR DIER
LEA RJET 40
LEA RJET 40X R
OWNERSHIP T SPECIFICATIONS
$2,078.05
$2,100.03
$2,120.69
$2,168.99
$983.46
$1,254.37
$1,315.75
$1,318.16
$1,359.45
CABIN HEIGHT FT.
4.92
4.92
4.92
4.92
4.50
4.75
4.75
4.75
4.75
CABIN WIDTH FT.
5.12
5.12
5.12
5.12
4.58
4.83
4.83
4.83
4.83
CABIN LENGTH FT.
17.67
17.67
19.75
19.75
9.80
11
11
11
13.58
CABIN VOLUME CU.FT.
369
369
415
415
163
201
201
201
248
DOOR HEIGHT FT.
4.8
4.8
4.8
4.8
3.80
4.25
4.25
4.25
4.25
DOOR WIDTH FT.
2.5
2.5
2.5
2.5
2.00
2
2
2
2
BAGGAGE VOL. INT. CU.FT.
15
15
15
15
6
-
8
-
4
BAGGAGE VOL. EXT. CU.FT.
50
50
50
50
57
43.1
51
45
70
CREW #
2
2
2
2
1
2
2
2
2
SEATS - EXECUTIVE #
6
6
8
8
4
6
5
5
6
MTOW LBS
20350
21000
20500
21500
8645
10700
10600
10700
12375
MLW LBS
19200
19200
19200
19200
8000
9900
9800
9900
11500
B.O.W. W/CREW LBS
13718
13949
13890
14125
5550
7000
7050
7035
7900
USEABLE FUEL LBS
5375
6062
6062
6062
2580
3296
3220
3220
3932
PAYLOAD WITH FULL FUEL LBS
1507
1239
798
1563
600
504
430
545
668
MAX. PAYLOAD LBS
2282
2051
2110
1875
1200
1400
1350
1365
1400
RANGE - SEATS FULL N.M.
1573
1778
1423
1685
718
694
775
895
1075
MAX. RANGE N.M. (4 PAX)
1707
1960
1968
1937
800
1380
1161
1245
1530
BALANCED FIELD LENGTH FT.
4000
4250
4400
4550
3380
3250
4220
3990
3810
LANDING DIST. (FACTORED) FT.
4033
4060
4063
4105
3683
4125
4407
4135
4628
R.O.C. - ALL ENGINES FT PER MIN
2820
2820
2800
2630
3010
3698
3230
3290
3870
R.O.C. - ONE ENGINE OUT FT PER MIN
710
394
590
589
870
1075
850
906
1160
MAX. CRUISE SPEED KTAS
465
465
465
465
340
404
381
389
413
NORMAL CRUISE SPEED KTAS
436
436
436
436
340
379
381
389
413
L/RANGE CRUISE SPEED KTAS
428
432
416
432
319
331
307
307
344
2
2
2
2
2
2
2
2
2
PW 615F
FJ44-1AP
FJ44-1A
FJ44-1AP
FJ44-2C
VARIABLE COST PER HOUR $
ENGINES # ENGINE MODEL
TFE 731-20AR TFE 731-20BR TFE 731-20AR TFE 731-20BR
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
62
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Aircraft Index see Page 129
General Aviation November.qxp_Layout 1 15/10/2018 15:09 Page 1
AircraftPer&SpecNov18.qxp_PerfspecDecember06 16/10/2018 14:38 Page 3
VARIABLE COST PER HOUR $
EMB RAE R PH ENO M1 00
CIRR US V ISIO N SF 50
CES SNA CITA TION ENC ORE CES SNA CITA TION ENC ORE + CES SNA CITA TION BRA VO
CES SNA CITA TION CJ4
CES SNA CITA TION CJ3+
CES SNA CITA TION CJ3
CES SNA CITA TION CJ2+
OWNERSHIP T SPECIFICATIONS
$1,392.03
$1,465.07
$1,446.91
$1,655.63
$1,786.89
$1,740.91
$1,558.50
$693.06
$1,066.69
CABIN HEIGHT FT.
4.75
4.75
4.75
4.75
4.75
4.75
4.7
4.07
4.92
CABIN WIDTH FT.
4.83
4.83
4.83
4.83
4.83
4.83
4.8
5.08
5.08
CABIN LENGTH FT.
13.58
15.67
15.67
17.3
17.33
17.33
15.75
11.48
11
CABIN VOLUME CU.FT.
248
286
286
293
314
314
292
170
212
DOOR HEIGHT FT.
4.25
4.25
4.25
4
4.25
4.25
4.25
4.12
4.86
DOOR WIDTH FT.
2
2
2
2
2
2
2
2.05
2.04
BAGGAGE VOL. INT. CU.FT.
-
-
-
6
28
28
28
-
10
BAGGAGE VOL. EXT. CU.FT.
65
65
65
71
43
43
46
23.5
60
CREW #
2
2
2
2
2
2
2
1
1
SEATS - EXECUTIVE #
6
6
6
7
7
7
7
4
5
MTOW LBS
12500
13870
13870
17110
16630
16830
14800
6000
10472
MLW LBS
11525
12750
12750
15660
15200
15200
13500
5550
9766
B.O.W. W/CREW LBS
7980
8585
8585
10350
10525
10460
9375
3700
7132
USEABLE FUEL LBS
3930
4710
4710
5828
5400
5400
4824
2000
2804
PAYLOAD WITH FULL FUEL LBS
715
775
775
1052
905
1170
801
340
580
MAX. PAYLOAD LBS
1720
1925
1925
2150
2075
2390
1925
1200
1312
RANGE - SEATS FULL N.M.
1194
1374
1374
1667
1410
1494
1290
796
915
MAX. RANGE N.M. (4 PAX)
1626
1891
1891
1991
1736
1792
1720
1176
1242
BALANCED FIELD LENGTH FT.
3810
3440
3440
3350
3900
3874
4200
-
4376
LANDING DIST. (FACTORED) FT.
4645
4203
4203
3978
4195
4182
4295
5024
4068
R.O.C. - ALL ENGINES FT PER MIN
4120
4478
4478
3858
4740
4620
3190
2099
3061
R.O.C. - ONE ENGINE OUT FT PER MIN
1004
1090
1090
1248
1440
1400
845
-
702
MAX. CRUISE SPEED KTAS
413
417
417
454
430
430
405
300
390
NORMAL CRUISE SPEED KTAS
413
417
417
454
430
430
405
295
371
L/RANGE CRUISE SPEED KTAS
351
348
348
380
372
372
335
240
333
2
2
2
2
2
2
2
1
2
FJ44-3A-24
FJ44-3A
FJ44-3A
FJ44-4A
PW535A
PW535B
PW530A
FJ33-5A
PW617F-E
ENGINES # ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
64
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Aircraft Index see Page 129
Bank of OZK November.qxp_Layout 1 15/10/2018 15:24 Page 1
VARIABLE COST PER HOUR $
EMB RAE R PH ENO M3 00E HON DA A IRCR AFT HA420 HON DAJ ONE ET AVIA TION ECL IPSE 500 ONE AVIA TION ECL IPSE 550 ONE AVIA TION TOTA L EC LIPS E 50 PILA 0 TUS PC-2 4
EMB RAE R PH ENO M1 00E V EMB RAE R PH ENO M3 00
EMB RAE R PH ENO M1 00E
AircraftPer&SpecNov18.qxp_PerfspecDecember06 16/10/2018 14:39 Page 4
$1,049.54
$1,049.54
$1,524.52
$1,524.52
$1,046.42
$909.85
$875.58
$909.17
$1,571.26
CABIN HEIGHT FT.
4.94
4.94
4.92
4.92
4.8
4.16
4.16
4.16
5.08
CABIN WIDTH FT.
5.08
5.08
5.08
5.08
5
4.66
4.66
4.66
5.58
CABIN LENGTH FT.
11
11
17.17
17.17
12.1
7.6
7.6
7.6
23
CABIN VOLUME CU.FT.
212
212
324
324
-
109
109
109
501
DOOR HEIGHT FT.
4.86
-
4.86
4.86
4.8
3.9
3.9
3.9
4.42
DOOR WIDTH FT.
2.04
-
2.42
2.42
5
1.96
1.96
1.96
2
BAGGAGE VOL. INT. CU.FT.
10
10
19
19
-
16
16
16
-
BAGGAGE VOL. EXT. CU.FT.
60
60
66
66
66
-
-
-
90
CREW #
1
1
2
2
1
1
1
1
2
SEATS - EXECUTIVE #
5
5
7
7
5
3
3
3
6
MTOW LBS
10582
10582
17968
17968
10600
6000
6000
6000
17968
MLW LBS
9877
9877
16865
16865
9860
5600
5600
5600
16579
B.O.W. W/CREW LBS
7220
7220
11783
11783
7279
3834
3834
3834
11367
USEABLE FUEL LBS
2804
2804
5353
5353
2845
1698
1698
1698
5964
PAYLOAD WITH FULL FUEL LBS
602
602
942
942
556
502
502
502
737
MAX. PAYLOAD LBS
1334
1334
2216
2216
1521
1088
1088
1088
2522
RANGE - SEATS FULL N.M.
917
1178
1811
1811
792
574
574
574
1525
MAX. RANGE N.M. (4 PAX)
1233
1210
2077
2077
1188
964
964
964
1950
BALANCED FIELD LENGTH FT.
4466
4466
3643
3643
-
2898
2898
2898
2810
LANDING DIST. (FACTORED) FT.
4110
4110
3700
3700
-
5173
5173
5173
-
R.O.C. - ALL ENGINES FT PER MIN
3061
-
3335
3335
3990
2575
2575
2575
-
R.O.C. - ONE ENGINE OUT FT PER MIN
702
-
1044
1044
1037
780
780
780
-
MAX. CRUISE SPEED KTAS
390
406
444
444
422
371
371
371
440
NORMAL CRUISE SPEED KTAS
371
333
430
430
422
369
369
369
-
L/RANGE CRUISE SPEED KTAS
333
-
383
383
356
330
330
330
-
2
2
2
2
2
2
2
2
2
PW617F-E
PW617F1-E
PW535E
PW535E
HF120
PW610F-A
PW610F-A
PW610F-A
FJ44-4A
ENGINES # ENGINE MODEL
Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.
66
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Aircraft Index see Page 129
T
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Chris Zarnik +1 919 264 6212
Larry Wright +1 704 906 3755
2 Corporate Concepts November.qxp 17/10/2018 09:51 Page 1
Corporate Concepts International, Inc. 2008 Gulfstream G-200
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Larry Wright +1 704 906 3755
Chris Zarnik +1 919 264 6212
Dennis Blackburn +1 832 647 7581
AirCompAnalysis Nov18.qxp_ACAn 16/10/2018 14:21 Page 1
OWNERSHIP T AIRCRAFT COMPARATIVE
Bombardier Challenger 650
Dassault Falcon 2000LXS
Aircraft Comparative Analysis Bombardier Challenger 650 vs Dassault Falcon 2000LXS In this month’s Jets Comparison, Mike Chase provides information on a pair of in-production business jets. How does the Bombardier Challenger 650 compare with the Dassault Falcon 2000LXS? ollowing, we will consider the productivity parameters (payload/range, speed and cabin size) and cover current market values with the aim of placing the Bombardier Challenger 650 in the market. The Challenger 650 is a derivative of the Challenger 605 and was introduced in 2014 with two GE CF34-3B MTO engines that deliver a higher thrust rate (an extra 5% over the previous Challenger 605 model that utilized a pair of PW308C engines). These new powerplants also reduce the take-off field length required. According to JETNET data, by September 2018 a total of 76 Challenger 650 aircraft had been built, with 74 in operation globally and two in the factory
F
70
AVBUYER MAGAZINE – November 2018
awaiting delivery. Of those, 55 are wholly-owned and 19 are in fractional ownership. By continent, North America is home to the largest fleet percentage (56%), followed by Europe (25%) and Asia (13%), accounting for a combined 94% of the global fleet. Just over half (53%) of the Challenger 650s in operation today are in fleet ownership with the largest operator being NetJets, with 19 aircraft. As of September 2018, the Challenger 650 market is comprised of 97% new versus 3% used. The fleet percentage for sale on the used jet market is 2.7% with an average of 75 days on the market. As a relatively new aircraft model, all 74 Challenger 650 business jets in operation worldwide are ADS-B Out equipped.
www.AVBUYER.com
Aircraft Index see Page 129
AirCompAnalysis Nov18.qxp_ACAn 17/10/2018 09:29 Page 2
HOW MANY
EXECUTIVE
SEATS
BOMBARDIER $32.35 Million
10
$35.1 Million
10
Challenger 650
(Manufactured between 2014-Present)
vs.
(2018 Model)
DASSAULT
Falcon 2000LXS
(Manufactured between 2013-Present)
(2018 Model)
WHICH OF THESE LARGE jets WILL COME OUT ON TOP HOW MUCH
RUNWAY DO I NEED?
(Balanced field length, ft)
Challenger 650
HOW FAR
CAN WE GO?
(Nautical Miles. 4 Pax)
4,123
Falcon 2000LXS
4,918
Falcon 2000LXS 1000
Challenger 650
5,950
4,151
2000
3000
5,920
CAN WE TAKE?
Challenger 650
(Lbs) 4,850
Falcon 2000LXS
4,950
HOW MANY
HOW MANY
OPERATION?
EACH MONTH?
UNITS IN 74
73
NEW/USED SOLD
2 (2.7%)
6000
5000
WHAT’S THE
HOW MUCH
PAYLOAD
4000
LONG RANGE CRUISING SPEED? Challenger 650 Falcon 2000LXS
Advertising Enquiries see Page 8
425 440
WHAT’S THE
COST PER HOUR?
1 (1.4%) Challenger 650 Falcon 2000LXS
Sources used: Conklin & de Decker, JETNET, Vref.
(Knots)
12-Month Average Figure
(% = Global Fleet For Sale)
www.AVBUYER.com
$2,926 $2,827
November 2018 – AVBUYER MAGAZINE
71
AirCompAnalysis Nov18.qxp_ACAn 16/10/2018 14:23 Page 3
OWNERSHIP T AIRCRAFT COMPARATIVE
Table A - Payload & Range
Payload & Range
Challenger 650 Falcon 2000LXS
48,200 42,800
19,852 16,660
MTOW (lb)
Max Fuel (lb)
4,850
4,950
Max Payload (lb)
1,298
1,590
3,803
3,756
MAX P/L w/avail. fuel IFR RANGE (nm)
Avail Payload w/Max Fuel (lb)
Source: Conklin & de Decker.
Chart A - Cabin Cross-Section Dassault Falcon 2000LXS
8.17 ft
7.70 ft
6.20 ft
6.08 ft
Bombardier Challenger 650
Source: UPCAST JETBOOK Source: UPCAST JETBOOK
Chart B - Range Comparison
Challenger 650 Falcon 2000LXS
4,123nm (w/4Pax) 4,151nm (w/4Pax)
As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. As displayed in Table A (left), the Challenger 650 ‘Available Payload with Maximum Fuel’ (1,298lbs) is less than that offered by the Falcon 2000LXS (1,590lbs).
Cabin Cross-Section Views
Chart A (middle, left) shows a cabin cross-section comparison, illustrating that the Challenger 650 offers greater width (8.17ft) than the Falcon 2000LXS (7.7ft). However, the height of the Challenger 650 (6.08ft) is less than the Falcon 2000LXS’s 6.2ft. The Challenger 650 cabin length is shorter, at 28.4ft, compared to the Falcon 2000LXS (31.2ft). Overall, the Challenger 650 has a larger cabin volume at 1,146cu. ft. compared to the Falcon 2000LXS (1,028cu. ft.), which is 11.5% greater. The Challenger 650 has 11 5cu. ft. of internal and no external (e.g. hold) baggage space, while the Falcon 2000LXS has 131cu. ft. of internal baggage space and no external baggage space. The typical seating configuration for both business jets is for 10 passengers and two crew.
Range Comparison
As depicted by Chart B (bottom, left) using Wichita, Kansas as the origin point, the Challenger 650 (4,123nm) shows marginally less range coverage than the Falcon 2000LXS (4,151nm). Note: For business jets, ‘four passengers with available fuel’ represents the maximum IFR range of the aircraft at LongRange Cruise with four passenger seats occupied. NBAA IFR fuel reserve calculation for a 200nm alternate is assumed. The lines depicted do not include winds aloft or any other weather-related obstacles.
Powerplant Details
As mentioned, the Challenger 650 is powered by two General
72
AVBUYER MAGAZINE – November 2018
www.AVBUYER.com
Aircraft Index see Page 129
Leading Edge November.qxp_Empyrean 16/10/2018 16:08 Page 1
2001 Bombardier Global Express Serial Number: Registration: Airframe TT: Landings:
9050 N945AF 4,396 1,979
• CofA: 3/31/2000 • In Service: 7/28/2001 • IAC BATCH 3 Software Upgrade • FANS 1/A+ / RNP 4 30/30 WAAS • SBAS – LPV • ADS-B Out • TCAS 7.1 • Swift Broadband Hi-speed Data w/ Aircell Gogo ATG-5000 Internet & Wi-Fi Engines Rolls-Royce BR700-710A2-20 On Condition, on RRCorporateCare #1: 4,396 Hrs 1,979 Cyc. #2: 4,396 Hrs 1,979 Cyc. APU 4,642 Hours Avionics Honeywell Primus 2000XP (Honeywell DU-870) 6-Tube EFIS Integrated Avionics Suite Additional Features Currently Operated Part 135 Office in the Sky Option HD-710 Swift Broadband Hi-Speed Data 6 Channels (5 Voice, 1 Data) Magnastar C-2000 Flight Phone (6 Handsets) Artex 406Hz Emergency Location Transmitter w/ Nav Interface WSI AV-300 Weather 406 Hz ELT's in all 3 Life Rafts
2 DVD/CD Players in Cabin Airshow Flight Info. Sys. 115VAC 60Hz Power Outlets Throughout cabin Jumpseat Backup Fuel Panel Control in Cockpit Interior Major Refurbishment June 2016 13 pax, w/ crew rest & crew lav, crew jump seat, forward main galley, aft main lavatory, & aft baggage compartment. The interior features a 3-zone cabin with a forward cabin 4-pl. club, a mid-cabin 4-pl. conference group opposite a credenza, followed by dual aft 3-place berthable divans. The main cabin is capable of comfortably berthing 5 passengers. Cabin entertainment includes Airshow and Dual DVD/CD players that can be viewed on (1) 18" LCD monitor on left forward bulkhead, plug-in 10.4" touchscreen LCD monitors, and one (1) 10.4" touchscreen LCD cabin management monitor in the galley. Forward galley Exterior New Paint (Complete Strip & Paint) October 2011 @ Bombardier - Tucson, AZ Overall Light Ivory Lower Fuselage and Burgundy Upper Fuselage with a Burgundy stripe Maintenance Airframe on Smart Parts + (HAPP Included) June 2016 Interior Upgrades Replaced carpet in the main cabin and aft lavatory; reupholstered 4 club chairs, 4 conference group chairs, and 2 divans; reupholstered window panels, dado panels, and sidewalls
Leading Edge Aviation Solutions 35 Waterview Blvd. Ste. 220, Parsippany, NJ 07054, USA
Advertising Enquiries see Page 8
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ANALYZE BUY MEASURE SELL TECHNICAL SERVICES THE CLIENT’S EDGE
Tel: +1 201-891-0881 aircraftsales@leas.com www.leas.com
November 2018 – AVBUYER MAGAZINE
73
AirCompAnalysis Nov18.qxp_ACAn 18/10/2018 15:50 Page 4
OWNERSHIP T AIRCRAFT COMPARATIVE
Chart C – Variable Cost Challenger 650
Electric CF34-3B MTO engines each offering 8,729lb static thrust. The Falcon 2000LXS, meanwhile, offers a pair of Pratt & Whitney Canada PW308C engines with 7,000lbst each.
$2,926
Total Variable Cost
$2,827
Falcon 2000LXS US $ per hour $0
$1,000
$2,000
$3,000
The ‘Total Variable Cost’ illustrated in Chart C (top, left), sourced from Conklin & de Decker, is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Challenger 650 is $2,926 per hour, which is more expensive than the Falcon 2000LXS ($2,827).
$4,000
Source: Conklin & de Decker
Table B - Aircraft Comparison Table Challenger 650 $16.650 $3.6
Falcon 2000LXS
Aircraft Comparison Table
Table B (left) contains the new price for each jet, according to Vref. The average speeds and ranges are from Conklin & de 425 440 1,146 1,028 4,123 4,151 2 1 74 73 2.7% 1.4% $32.35 $35.1 Decker, while the number of aircraft in-operation, percentage Long Range New/Used 4 Pax Average % Cabin Volume w/available Fuel In Operation Used/New Sold* ‘For Sale’ and average sold are Cruise Speed Vref Price For Sale Cu Ft IFR Range (nm) per month (Kts) US$m from JETNET. The Challenger 650 fleet had *Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET 2.7% of i ts fleet ‘For Sale’ as of Data courtesy of Conklin & de Decker; JETNET; Vref the end of September 2018 and the Falcon 2000LXS had 1.4% ‘For Sale’. Note the average number of new/used transactions monthly (over the Challenger 650 Assumed Annual Utilization: 420 Flight Hours past 12 months) shows the Challenger 650 at two, and the Average Maximum Maintenance Equity: $4,417,412 Falcon 2000LXS at one. Pct of Avg Max Mtnc Equity vs. Aircraft Age Note, the fleet sizes are well matched and the total in-operation fleet for the 100% Challenger 650 is 74 (began manufacturing in 2014) 90% compared to the Falcon 2000LXS at 73 (beg an manufacturing in 2013).
Chart D - Maximum Scheduled Maintenance Equity
80%
Maximum Scheduled Maintenance Equity
70%
60%
50%
40%
1
2
3
4
5
6
Source: Asset Insight (www.assetinsight.com)
74
AVBUYER MAGAZINE – November 2018
7
8
9
10
11
12
13
Aircraft Age (Years)
www.AVBUYER.com
14
15
Chart D (left) depicts/projects the Maximum Maintenance Equity the Challenger 650 has available based on its age. The Maximum Maintenance Equity figure was achieved the day the aircraft came off the production line, since it had not accumulated any utilization toward a maintenance event. The percent of the Maximum Maintenance Equity that an
Aircraft Index see Page 129
Par Avion November.qxp_Layout 1 15/10/2018 15:10 Page 1
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1993 DASSAULT FALCON F50 | S/N 232 7500 TTAF
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AirCompAnalysis Nov18.qxp_ACAn 16/10/2018 14:23 Page 5
OWNERSHIP T AIRCRAFT COMPARATIVE
Table C - Part 91 & 135 MACRS Schedule
average aircraft will have available assumes an average annual utilization of 420 Flight Hours and that all maintenance is completed when due.
MACRS Schedule for PART 91 1
2
3
4
5
6
20.0%
32.0%
19.20%
11.52%
11.52%
5.76%
Year Deduction
Depreciation Schedule
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
Table D - MACRS Depreciation Schedule 2018 Challenger 650 - PRIVATE (PART 91) Full Retail Price - Million $32.350 Year
Rate (%)
Depreciation ($M)
Depreciation Value ($M) Cum. Depreciation ($M)
1
20.0%
2
32.0%
3
19.2%
5
4
11.5%
11.5%
6
5.8%
$6.470
$10.352
$6.211
$3.727
$3.727
$1.863
$6.470
$16.822
$23.033
$26.760
$30.487
$32.350
$25.880
$15.528
$9.317
$5.590
$1.863
$0.000
2018 Challenger 650 - CHARTER (PART 135) Full Retail Price - Million $32.350 Year
Rate (%)
Depreciation ($M)
Depreciation Value ($M) Cum. Depreciation ($M)
1
14.3%
$4.623
$27.727 $4.623
2
24.5%
$7.923
$19.805 $12.545
3
17.5%
$5.658
$14.147 $18.203
5
4
8.9%
12.5%
6
8.9%
$2.889
$2.886
$2.889
$1.443
$22.244
$25.133
$28.018
$30.907
$32.350
$7.217
$4.332
Challenger 650 interior
AVBUYER MAGAZINE – November 2018
8
4.5%
$4.041
$10.106
Source: Vref
76
7
8.9%
www.AVBUYER.com
$1.443
$0.000
Aircraft that are owned and operated by businesses are often depreciable for income tax purposes – in the US this comes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to 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 applicab le 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 dedu ction 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 Aircraft Index see Page 129
AirCompAnalysis Nov18.qxp_ACAn 16/10/2018 14:24 Page 6
Asking Prices & Quantity
The current used market for the Bombardier Challenger 650 aircraft shows a total of two aircraft ‘For Sale’, both with ‘Make Offer’ invitations (as of the end of September 2018). The same is the case for the Falcon 2000LXS. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.
Productivity Comparisons
The points in Chart E (top, right) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index
Chart E - Productivity Comparison $50.0
Price (Millions)
to deduct up to 100% of the cost of a new or used aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for aircraft owners and operators. After December 31, 2022 the Act decreases the percentage available each year by 20% to depreciate qualified business jets until December 31, 2026. Table D (left) depicts an example of using the MACRS schedule for a 2018-model Bombardier Challenger 650 business jet in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a 2018 list price at $32.35m, per Vref Pricing Guide.
Falcon 2000 LXS
$40.0
Challenger 650
$30.0 $20.0 $10.0 0.0000
1.0000
2.0000
3.0000
4.0000
Index (Speed x Range x Cabin Volume / 1,000,000,000)
requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four/Eight Passenger Range (nm) with available fuel; 2. The long-range cruise speed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities. Others may choose different parame ters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Challenger 650 displays a relatively high level of productivity. Priced at $32.35m new ($2.75m less than a new Falcon 2000LXS jet), the Challenger 650 has more than 10% higher cabin volume. However, the Falcon 2000LXS has a greater ‘Available Payload with Maximum Fuel’ number and slightly greater range capability.
Overall, these two aircraft are well matched, and operators should weigh up their mission requirements precisely when picking which option is the best for them.
In Summary
Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are of course other qualities such as runway performance, terminal area performance, and time to climb that might factor in a buying decision. Both the Bombardier Challenger 650 and Dassault Falcon 2000LXS will continue to be popular on the market for the foreseeable future. Operators in the market for one of these jets should find the preceding comparison useful. T Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com
Read more Aircraft Comparisons at www.AvBuyer.com/articles/jets-comparison
Compare, Contrast, Decide with Advertising Enquiries see Page 8
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.COM
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Sky Aviation Holdings LLC
Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States
Tel: +1 (954) 246 4133 Cell: +1 (954) 270 3333 www.skyaviationholdings.com
1996 Hawker Beechjet 400A Serial Number: RK-119 Registration: N150TC
• New Paint 9/2018 • A/B Inspection Just Completed • Garmin WAAS GPS Receiver • USB outlets at every seat • XM Weather • Engines on 100% Gold Lite • Great Interior 9/10 with New Plating
1997Hawker Beechcraft 800XP Serial Number: 258297 Registration: N15RK
• New Paint 7/2018 • Fresh Interior • Engines on MSP • Wi-Fi • 12/24/48/96 Inspections C/W 7/2018 • Landing Gear Inspections C/W 7/2018 Due 7/2030
1997 Hawker Beechjet 400A Serial Number: RK148 Registration: N337TC • New Paint 2018 • New Interior 2018 • FDR • Maintenance on CAMP • Cabin LED Lighting • Engines covered by ESP
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Connectivity 1.qxp_Finance 16/10/2018 12:40 Page 1
OPERATING T CONNECTIVITY
What’s Your Comms Equipment Worth Today? How did aircraft communications equipment evolve, how is it appraised, and what should operators consider when upgrading? Jeremy Cox reflects on what comms equipment is worth today… ithout the ‘electromagnetic spectrum’, aviation airborne navigation and communications would be impossible. We have Maxwell, Loomis and Marconi (who performed experiments in the late 1880s) to thank for the invention of RADIO (Remote Audio Discrete Integrated Oscillations) which would eventually become so pivotal to aviation. Of course, the first radio communications were made as ‘wireless telegraphy’ using the Morse Code, but wireless voice communications eventually became possible by moving from a pulsed transmission to a constant, stronger signal
W 80
AVBUYER MAGAZINE – November 2018
called a carrier wave at a higher frequency than the communications signal which is carried along, while the signal strength (Amplitude) is Modulated (increased/decreased) which results in ‘AM Radio’. The US Government contracted with AT&T to develop the first aircraft radio. Frequency Modulation (FM Radio) was invented in the 1920s, and this now forms the backbone of most aviation communications systems - but now in a digital format. In the early 1950s NATO created the International Radiotelephony Spelling Alphabet which was immediately adopted by the International Civil Aviation Organization (ICAO) and became the Phonetic Alphabet.
www.AVBUYER.com
Aircraft Index see Page 129
Connectivity 1.qxp_Finance 16/10/2018 12:41 Page 2
FREQUENCY RANGE
D ev ice Internet (Ka-Band) Internet (Ku-Band)
Weather Radar
Radio Altimeter ACARS - Satcom (Inmarsat or Iridium) ACARS - HF Microwave Oven Wi-Fi XM-Weather Satcom (Iridium) Mode S Transponders TCAS
26.5 GHz to 40 GHz 12 GHz to 18 GHz 5,350 MHz to 5,470 MHz; 9,000 MHz to 9,500 MHz; 13.25 GHz to 13.4 GHz; 15.4 GHz to 15.7 GHz; 31.8 GHz to 33.4 GHz 4,300 MHz 3 GHz to 30 GHz 3 MHz to 30 MHz 2,450 MHz 900 MHz; 2.4 GHz; 3.65 GHz; 4.9 GHz; 5.0 GHz; 5.9 GHz; 60 GHz 2,320 MHz to 2,332.5 MHz 1,610 MHz to 1,626.5 MHz Interrogates on 1030 MHz, and replies on 1090 MHz Interrogates on 1.03 GHz, and replies on 1.09 GHz 1 GHz to 2 GHz
Internet (KL Band) Automatic Dependent Surveillance - Broadcast: 1090 MHz ADS-B (Extended Squitter) - Universal Access Transceiver Automatic Dependent Surveillance - Broadcast: 978 MHz ADS-B (Universal Access Transceiver) Ultra-High Frequency (DME) 962 MHz to 1,150 MHz Ultra-High Frequency (ILS Glideslope) 329.3 MHz to 335 MHz Airborne Flight Information Service - AFIS (ARINC & SITA): 129.125 MHz to 136.900 MHz Same as ACARS Aircraft Communications Addressing & Reporting System: 129.125 MHz to 136.900 MHz ACARS - VHF ACARS - VDLM2 118 MHz to 136.975 MHz CPDLC (either ACARS for FANS 1/A, or Aeronautical 117.975 MHz to 137.000 MHz Telecommunications Network: ATN (which is what Europe uses) Navigation Radios 109 MHz to 119 MHz Communications Radios 108 MHz to 137 MHz Market Beacons 75 MHz High Frequency Radios 2,850 KHz to 3,155 KHz & 3,400 KHz to 3,500 KHz Automatic Direction Finder: ADF 190 KHz to 415 KHz & 510 KHz to 535 KHz Stormscope 1 KHz to 250 KHz
Aircraft Communications and Their Frequencies
It’s interesting to see where the various airborne communications devices that are employed on an aircraft today fit in to the electromagnetic spectrum. Table A (above) lists each system, starting with the highest frequency range and progressing down to the lowest.
Evaluating Aircraft Communications Equipment
When valuing airborne communications equipment in your aircraft, be prepared to accurately transcribe model numbers and serial numbers. If you fail to do so, your numbers might be significantly inaccurate. As stated in last month’s article regarding the appraisal of avionics, the devil is in the detail. The bottom-line ‘gotcha’ with avionics appraisal is that all documentation must be minutely examined to guarantee that the actual equipment installed is Advertising Enquiries see Page 8
what is appraised and valued. You will find that the values, from high-to-low, will flow in the following order: $670k
• • • • • • • • • • • • • • • • •
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H SATCOM (Voice & Data) ~$670,000 ACAS (TCAS-II) CPDLC Radar AFIS/ACARS Radar Altimeter CAS (TCAS-I) VHF Communications Radio HF Communications Radio Transponders VORs ILS DMEs ADFs Stormscope XM-Weather Marker Beacon ~$1,000
November 2018 – AVBUYER MAGAZINE
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26.5 GHz to 40 GHz Connectivity I 1.qxp_Finance 16/10/2018 12:41 Page 3
OPERATING T CONNECTIVITY
Electronics Upgrades – More than Just Equipment Cost
A
A
N
A
It is vital to remember that even though a system might have a low list price, the installation cost could outstrip the component cost many times over. Every communications system requires one or more antennas to be installed, as well as wiring, engineering approvals and more. An aircraft belly or an entire interior may require removal for an MRO shop to gain access to areas behind the headliner or under the floor. For larger aircraft the expense for interior removal and reinstallation could exceed $100k. Next could be the need to cut a hole through the pressure vessel skin, which must be done in a manner that does not cause stress risers, pressurization and rainwater leaks, or corrosion potential. The same applies to antennas installed outside gain, wattage, purpose, manufacturer and of the pressure vessel, except for pressure leakage. installation approval. Often these installations will also require a feedThe moral of the above passage is that an through connector that passes through either of aircraft owner seeking to enhance the value of an the pressure bulkheads. Lastly, a new system is rarely (if ever) sold as a kit aircraft they plan to sell must carefully weigh the 2,850 KHz to 3,155 KHz & 3,400 KHz to 3,500 complete costKHz of an upgrade in relation to any with the required antennas, connectors and to the appraised value of the aircraft. enhancement necessary wiring included. A fuselage mounted flat Often, an operator will consider extensive array, or vertical-fin mounted directional satellite communications systems upgrades only when antennas can cost anywhere between $25k-$150k there is a clear benefit to their own operations, not depending on size, weight, frequency, wavelength, necessarily simply to position their aircraft to sell for a higher price on the used jet market.
SYST EM
UNINSTALLED PRICE
Rockwell-Collins SAT-6100 SATCOM Honeywell MCS-6000S SATCOM GoGo Business Aviation ATG-5000 SATCOM Rockwell Collins TCAS-4000 Honeywell TCAS-2000 Garmin GTS-8000 TCAS Avidyne MHAS-6000 TCAS Ryan TCAD-9000 CAS Honeywell Primus 701A RADAR Rockwell Collins RTS-4114 RADAR Rockwell Collins TWR-850 RADAR Honeywell Primus 880 RADAR Garmin GWX-70 RADAR Honeywell AFIS Honeywell AA-300 RADALT Rockwell Collins ALT-4000 Rockwell Collins Proline Radio-Nav System Honeywell Primus II Radio-Nav System Rockwell Collins VHF-4000 Garmin GNS-530AW Radio-Nav/GPS/TAWS Garmin GTX-3000 Transponder
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$670k $440k $105k $450k $200k $95k $60k $15k $195k $180k $130k $125k $25k $65k $35k $32k $257k $245k $70k $25k $27k
A Closing Thought on Speed of Transmission
The speed of light is 186,000 miles per second. A message sent from the ground in Rosario, Argentina to a ground station in Xinghua, China (great circle distance of 12,425 miles) must be relayed by one, or more satellites positioned 22,236 miles above the Earth, thus requiring the message to travel a total 46,175.1 miles. The time delay is less than 3 x 1/10 of a second. When we finally land on Mars, the delay could be up-to 21 minutes for the 234,878,310 miles that each message will have to travel. If you are an avid science fiction reader, you’ll be familiar with the term ‘FTL Communications’ (Faster Than Light), the science of which has not yet been discovered, and implemented. As is often said, though, “You just wait!” T
Jeremy Cox is vice president at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) senior certified aircraft appraiser, as well as a NAAA qualified buyer’s agent. Jeremy has been a director of maintenance for several different companies and employed by several airframe OEMs’ independent service centers. Contact him via jcox@jetbrokers.com
www.AVBUYER.com
Aircraft Index see Page 129
Elliott Jets November.qxp_Layout 1 15/10/2018 15:13 Page 1
Avionics 1.qxp_Finance 16/10/2018 12:13 Page 1
OPERATING T AVIONICS
How to Benefit from Space-Based ADS-B Incorporating oceanic regions and
remote areas of the planet, space-based ADS-B will offer Business Aviation
operators truly global coverage. But
what are the benefits, and will spacebased ADS-B require yet another
upgrade? Dave Higdon explores… he world's air-traffic surveillance standard technology will undergo a sea-change come 2020 as most of the world's industrial countries complete their changeover to air traffic management using Automatic Dependent Surveillance-Broadcast (ADS-B), replacing radar. The weak link for both radar-based and ADS-Bbased air-traffic management, however, is the ground network required to link the aircraft data to ai r traffic controllers. A ground-based network precludes coverage over oceans and wide swaths of the planet still lack ground stations and the connecting network. But, starting at year's end, a new surveillance system goes on-line after two years of work establishing its network – and this one promises to cover the earth from pole-to-pole at all altitudes. Employing the same ADS-B Out technology already in use in aircraft around the world, the satellite-based ADS-B system comes from Aireon, a Virginia-based company which works in partnership with major Air Navigation Service Providers (ANSPs) from around the world, among them NAV Canada, the Irish Aviation Authority (IAA), Navair and others. In an arrangement with Iridium Communications, Aireon launched its first ten satellites hosting its
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ADS-B systems in January 2017, and through a series of additional Iridium launches by partner SpaceX, Aireon expects to fly its ADS-B system on a total of 81 Iridium NEXT satellites by the end of 2018. All will be equipped with the Aireon ADS-B hardware. After Iridium and Aireon complete their own flight checks, the system will provide global surveillance under contract with subscribing national air-traffic management aut horities. The FAA is expected to sign up for coverage over its oceanic flightinformation regions. The net result will be global air-traffic surveillance covering the entire planet – its oceans, deserts, mountains and plains – continually and without breaks in coverage. Not only does the Aireon system offer the world an unbroken aircraft-surveillance network, but the satellite coverage opens the way to mu ltiple other benefits – all with the same airborne equipment already installed in thousands of aircraft around the world.
The Global ADS-B Standard Already In-Use
From speaking with a sample of business aircraft operators known to fly internationally one of the first reactions to hearing of Aireon's new globalsurveillance network could generally be summarized
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Aircraft Index see Page 129
Avionics 1.qxp_Finance 16/10/2018 12:13 Page 2
Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 36 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com
as, “Oh, great – another equipment mandate.” But Aireon's satellite-based surveillance network builds on the equipment already required by participating nations under the ICAO standards. Aircraft equipped with ADS-B Out transponders are tracked automatically with their position broadcast in real-time by both Aireon's satellite system and the ground-based network. That means operators equipping for the global standard are already equipped for Aireon's system, since ADS-B Out 1090MHz with Extended Squitter is mandated throughout the world. Aircraft in the US that don’t fly above Flight Level 180 that use the 978 Universal Access Transceiver (UAT) will not be seen by the Aireon satellite network, however. The Aireon satellite ne twork receives only ADS-B broadcasts on 1090 MHz, the global standard for ADS-B.
What are the Added Benefits?
Air traffic surveillance isn't the only benefit available from Aireon's satellite-based system. There are several others, also worth examining. In mid-August Aireon, in partnership with the IAA, opened free registration to air navigation service providers, aircraft operators, regulators and Search and Rescue (SAR) organizations which can preAdvertising Enquiries see Page 8
register for the Aireon global Aircraft Locating and Emergency Response Tracking (ALERT) service. When operational in Q1 2019, Aireon's ALERT service will provide the last known position of an ADS-B-equipped aircraft that is in an apparent distress state or experiencing a loss in communication. The service is only available to aviation stakeholders and offers precise position reports, free of charge. The Aireon ALERT system will operate out of the IAA North Atlantic Communications Centre in Ballygirreen, County Clare, Ireland. With Aireon’s unique space-based ADS-B service, Aireon ALERT promises to close a major gap in the world's air-traffic surveillance networks and prevent repeats of aircraft going missing for weeks, months and sometimes years (as in the case of Air France 447 and Malaysia Airlines Flight MH370). Both accidents illustrated a critical need within the aviation industry for global tracking – something the International Civil Aviation Organization (ICAO) subsequently tackled. With Aireon's ALERT service, ANSPs, aircraft operators, regulatory agencies and SAR will have access, on request, to exact position data for an aircraft in distress over the oceans, remote areas and anywhere else they may need aircraft position
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OPERATING T AVIONICS information in an emergency. “Our facility will be providing Aireon ALERT services 24 hours a day, seven days a week, 365 days a year,” Peter Kearney, chief executive officer, IAA elaborated. “As long as an aircraft is broadcasting on 1090 MHz ADS-B, we will be able to locate it anywhere worldwide. This is a unique and secure cloud-based service, designed to the highest data protection standards.”
GADSS Compliance
By combining its satellite-based ADS-B surveillance with the FlightAware online flight-tracking service Aireon is able to offer what it calls “GlobalBeacon” as a solution to the ICAO requirement for Global Aeronautical Distress and Safety System (GADSS). GADSS addresses all phases of flight under all circumstances including distress. GADSS will maintain an up-to-date record of the aircraft progress and, in case of a crash, forced landing or ditching, the location of survivors, the aircraft and recoverable flight data. By combining FlightAware’s data processing platform and web-interface with Aireon’s spacebased ADS-B network, GlobalBeacon transcends borders and Flight Information Regions (FIRs) to provi de 100% global coverage. GlobalBeacon allows airlines and aircraft operators to exceed GADSS standards and recommended practices for flight tracking. Under current requirements airliners must be capable of generating a GADSS report every 15 minutes starting in November 2018. By 2021 the automatic position reports must come once a minute for aircraft in distress.
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ADS-B Data for Analysis
Aireon’s space-based ADS-B service will store an archive of aircraft location and movements data for all ADS-B equipped aircraft worldwide. Current aviation data suffers from several limitations. Aviation data sets are stitched together using many regional or country sources. These sources use different technologies and systems to assemble the aircraft movement data. Primary and secondary radars, land-based ADS-B and Wide Area Multilateration (WAM) are confined to line-of-sight surveillance in densely populated areas. As a result, existing data sources do not offer a complete or single picture and often have significant gaps in fleet data, regional limitations in unique Flight Information Regions (FIRs) and incomplete data across major air traffic routes. Most airspace analysis is done with less-thanaccurate assumptions and relies on scheduled information and flight plans, rather than actual routes and diversions, which often differ from the original plan when the realities of traffic congestion and weather events intercede. Starting imminently, Aireon plans to introduce a comprehensive data set of global ADS-B equipped aircraft movements, which promises to significantly enhance the analytical capabilities of the aviation in dustry. The Aireon data will provide accurate aircraft location and ADS-B message information to support global air traffic analysis, airspace and air route design, capacity and resources planning, predictability analysis for arrivals and departures and fleet optimization. T
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Aircraft Index see Page 129
Aradian April.qxp 25/04/2018 11:08 Page 1
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FLIGHT PLANNING.qxp_Finance 16/10/2018 11:03 Page 1
OPERATING T FLIGHT PLANNING
Five Top Security Tips for International Trip Planning What can an aircraft operator do to ensure maximum security on international business flights? Keegan Coutinho, Click Aviation Network, offers his top suggestions… uccessful businesses often follow opportunities wherever they can be found around the world. Such global organizations understand the number one benefit of Business Aviation – the ability to access any destination they need to go on their own schedule. Sometimes, though, a business opportunity will necessitate a flight into a riskier, possibly volatile nation or region. While a key element of any international trip planning is to assess potential security risks and act accordingly, what are the main security tips for
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international Business Aviation trip planning that will keep both crew and passengers secure wherever they fly? Here’s our ‘Top Five’…
1. What are the regulations?
It is imperative to assess and understand the regulations and requirements laid out by the governing bodies of the region or country of interest before travelling there. The destination country (or its related Civil Aviation Authority) may have established bilateral agreements with the country of origin, or ‘such kind of a trade agreement’ that may be in place
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Aircraft Index see Page 129
FLIGHT PLANNING.qxp_Finance 16/10/2018 11:03 Page 2
Keegan Coutinho is a flight operations supervisor, Click Aviation Network. He is a Federal Aviation Administration Dispatch License holder. The Click trip support team analyzes all necessary conditions and prepares flight plans tailored to an operator’s specific needs, no matter the destination.
between the national or continental governing bodies of the two countries. Prior knowledge about these requirements and regulations will help prevent the crew and passengers from encountering a compromising situation. For example, failure to understand such requirements and regulations could result in heavy fines being levied on the aircraft, and possible diversions to another airport enforced (with its own set of problems if that airport is not adequately equipped according to the aircraft’s and passengers’ requirements).
2. A Safety and Risk Assessment of the Country of Interest
Usually when such kind of agreements or understanding are not in place, extensive measures and research will need to be carried out in the interests of the safety of the crew and passengers. The governing bodies of developed nations usually do a good job highlighting and informing the users of the safety and security levels in operation at a specific airport or region. Understand, though, that these reports are merely informative. Further risk-assessments should be carried out by operators to be confident of compliance with the company’s policies of protecting the safety of their crew and passengers. The political climate in the region should be assessed thoroughly. While Advertising Enquiries see Page 8
an airport facility may be relatively safe, a region’s political climate can create a very different security proposition once crew and passengers exit the airport. An operator should seek the trip planning services of a provider who will also carry out a risk assessment of the destination, independently highlighting any potential issues that could impact the safety (in and out of the airport) of all personnel on board. An element of local knowledge will prove very beneficial here.
3. What is the airport security for flight personnel?
It is essential to determine the feasibility of operations at a destination airport. That means consideration needs to be given to whether the airport is compliant with the minimum requirements to land/take-off with your aircraft. NOTAMS (notice to airmen) and runway facilities should be assessed to ensure they meet the performance requirements of the aircraft. Crew should be aware of any surrounding obstacles and terrain that could impact operations in and out of the destination airport. Once that has been determined, any customs/immigration and security procedures must be analyzed to ensure the safety of crew and passengers as they pass through the airport. The same applies to staff screening, as a
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OPERATING T FLIGHT PLANNING
measure to avoid interference from non-authorized personnel (i.e. unauthorized civilians/officials) that could jeopardize the safety of all personnel transiting the specific airport. A lack of staff screening could lead to a compromise in the security of the airport, the aircraft and related equipment.
4. Don’t overestimate your aircraft’s security
It will be vital to take measures to secure the safety of the aircraft while it’s on the ground at the airport. Ascertain, and make sure you are happy with, the procedures carried out by airport personnel to ensure their perimeters are not breached. A security failure could lead to an aircraft being vandalized, tampered with – possibly even stolen. So, an airport’s security measures will play a key role in determining the feasibility of that destination for your operation.
5. How good is security and safety en route to a destination? Due to the ever-changing political situation in regions like the Middle East, monitoring
continuously for new and emerging potential threats and restrictions that could hinder the security of the aircraft and its occupants is important. The threats are not restricted to the destination airport and surrounding area, however. They include regions and countries that will be overflown en route. Should a security threat emerge, you will need to be prepared to re-route if necessary.
In Summary
Security can be a complex area, and as highlighted by our final tip, it can be a moving target depending on the region. An operator unfamiliar with the destination where a business opportunity arises would be well advised to source the expertise of a reputable, established flight support service who will have planned many successful and secure flights to these destinations before. With every possible measure taken, and the right partner at your side, there should be no reason for a flight into an unfamiliar, potentially difficult area to be unsuccessful. T More information from www.click.aero
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www.AVBUYER.com
Aircraft Index see Page 129
Wright Brothers FP November.qxp_Empyrean 15/10/2018 15:36 Page 1
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Advertising Enquiries see Page 8
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November 2018 – AVBUYER MAGAZINE
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Registries.qxp_Finance 16/10/2018 11:55 Page 1
OPERATING T REGISTRIES
What to Consider When Choosing an Aircraft Registry When would an operator consider an international register and what are the complexities? Aviation Director Andre Fodor discusses... ears ago, when posted in Africa to fly relief-missions for the United Nations, I spotted an aircraft displaying an Nnumber. Approaching it, I met two pilots that surprisingly lived very close to my home in the US. Years later in Asia, I approached a similarly Nregistered aircraft hoping to make some new home-country friends and was equally surprised to meet two pilots who neither spoke English nor had ever set foot in America. It underlined the point that what once was an indication of nationality has become an operational decision that should be a part of every Flight Department manager’s tool bag. The concept of registering an aircraft under a different flag may help eliminate sales tax, tariffs and lower the overall cost of aircraft acquisition
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and ownership, while helping to provide a veil of anonymity and privacy for the owner. Aircraft registered under a foreign flag can also help circumnavigate difficult government policies that hinder the use of private aviation and help curtail the possibility of aircraft seizure. Sometimes, however, an operator’s choice of registry can work against them. As an example, in recent years several privately-owned aircraft were grounded indefinitely in Brazil. Owned by Brazilian citizens or businesses, these aircraft were N-registered. The Brazilian government, having missed out on collecting taxes on these large assets, grounded and impounded the entire fleet, pending their ANAC re-registry and the restitution of large sums in back-taxes.
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Aircraft Index see Page 129
Registries.qxp_Finance 17/10/2018 09:22 Page 2
These aircraft were mostly left to deteriorate on the ramp since their operators were also prohibited from performing maintenance or from preserving their assets. Some of the aircraft were left unattended for so long that the final recourse was to write the asset off as scrap. Operational regulations often play a major role in an operator choosing to register an aircraft under a different flag. In some countries, the process of training and certifying flight crews can be burdensome and outdated. Pilot licenses expire annually, and a type-rating may be required for all aircraft, irrespective of their size. In one country I operated in, after crew training had been successfully accomplished, the government’s registry inexplicably took three months to process the training documentation and issue the new licenses. A fully qualified crew sat idle and the aircraft could not generate revenue until the process had been completed. Furthermore, some nations may have such rigid and limiting regulatory legislation that they hinder the productivity of the aircraft and its crew. For example, it might place restrictions that limit longrange flying or the use of advanced technologies such as LPV and lower EVS approach minimums. So, what are some of the considerations an operator should weigh up when deciding which registry would best suit their operational needs? Advertising Enquiries see Page 8
Maintenance Considerations
When deciding on a registry suitable for your aircraft, primary consideration should be given to maintenance accessibility. An operation with an aircraft registered under a nation with a small corporate fleet may find difficulty in getting maintenance or obtaining parts outside of its country of origin. It may also be difficult to retain a mechanic who has the legal authority to perform the work and sign-off paperwork returning the aircraft to service, and it may be necessary to bring along a mechanic during all overseas trips to help ensure small, nonMEL maintenance items don’t become an extended AOG situation a long way from home. While an FAA- or EASA-registered aircraft will have no trouble finding qualified maintenance globally, and some ‘foreign shelter’ registries have strategically aligned their maintenance requirements to accept FAA or EASA technicians by default, it’s worth thorough consideration of the maintenance implications before selecting a registry for your aircraft.
Security Considerations
Having a foreign-registered aircraft operating at your home airport may bring unwanted attention and scrutiny. In our current state of alertness, an unusual registration may raise many questions. But
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OPERATING T REGISTRIES
“Ideally, discuss the pros and cons with someone who has ‘been there and done it’”. then, there may also be benefits. During a previous consulting assignment, a client made the decision to register one of their aircraft with a foreign registry. As a large construction company, the client had multiple contracts overseas and found their Nregister attracted negative attention at some of their international destinations. A neutral registry helped assure safer travel and greater invisibility.
International Registry Considerations
International registries are no place for the inexperienced operator, however, and they can open the door to many challenges and considerations, including differences in law, ownership structure and culture. An operator considering an international registry should first ensure their aircraft is listed on the international registry with a well-established and well-documented chain of ownership. They should also ensure that it has worldwide insurance coverage with a well-known, reputable insurer. Keep in mind, too, that certain STCs may not have been approved under the new registry and failure to research this may require an operator to revert or disable work previously undertaken to 96
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achieve that STC. Moreover, lower residual value may be realized at the sale of an aircraft on certain foreign registers. These are all matters that should be explored and understood before an operator makes a choice of aircraft registry. Above all else, though, seek the advice of those who are experienced in international aircraft registries, establishing their impact on the owner/operation. Ideally, discuss the pros and cons with someone who has “been there and done it”. Ford and Chrysler CEO, Lee Iacocca, brilliantly said in his biography that “History is to be learned from and its lessons used; why repeat the same mistakes that someone has made in the past?” In the case of choosing an aircraft registry, this is very sound advice. T With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Aviation Director at Johnsonville Sausage.
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Aircraft Index see Page 129
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In response to his October article, ‘How to Hire and Keep Pilots Without Breaking the Bank’, p108, Andre Fodor received the following responses (among several others):
You hit the point of “total compensation” well Andre. Too many pilots compare the raw “salary” number and overlook the additional benefits that are very important. They find themselves earning more “cash” and losing out on the benefits and thus lower total compensation. Flight Departments are poaching the experienced Captains from each other with higher compensation offers. But department managers must be attuned to the overall happiness of their team. They must drive the change with HR ahead of personnel leaving. And don’t forget the experience shortage is even more dire in the technician ranks. Nat Lyengar, Captain, G650 at Jet Aviation Business Jets (Hong Kong)
Andre’s Reply:
Hi Andre! Your October article in AvBuyer was well written and thought-out. There is more than just pay, though. Quality of life and respect for what you do is critical for ultimate job satisfaction. I believe that a well-run corporate Flight Department should be competitive on most issues with the airlines. The one item that still concerns me for our corporate pilot issue is how willy-nilly Flight Departments just close or lay people off. The airlines used to go through those cycles, but I do not see any airline furloughs in the immediate future. Mike McKracken, President, Hawkeye Aircraft Acquisitions
Andre’s Reply:
Nat, right on! A well informed and experienced technician is an invaluable asset. My article was just as valid for them.
A valid point, Mike, and one of my biggest concerns in Corporate Aviation. The only way to mitigate this would be with a severance contract. Recently I met someone who negotiated a contract to age 65! Although rare, this was certainly inspiring as to what is possible when both parties need each other.
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Aircraft Index see Page 129
Southern Cross November.qxp_Layout 1 15/10/2018 15:40 Page 1
2014 Dassault Falcon 7X • s/n 212
2009 Gulfstream G200 • s/n 232 • N868SC
2012 Citation XLS+ • s/n 6114 • N560DA
2008 Lear 60XR • s/n 341 • N521NW
1999 Gulfstream GIVSP • s/n 1395 • N396NS
2000 Gulfstream GIVSP • s/n 1407 • N07NS
2004 Lear 40 • s/n 2007
2009 Lear 60XR • s/n 373 • N372SC
GLOBALLY INTIMATE. Brokerage | Acquisitions | Sales | Management n +1 (954) 377-0303 | e acsales@scross.com | d www.scross.com | f i
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Aircraft Maintenance: Three Money-Saving Tips At a busy time of limited capacity for the aircraft maintenance industry, how does a business jet operator keep its maintenance costs down? Elliott Aviation’s Mike Saathoff offers three cost-saving tips… he current aircraft maintenance market can create a tough environment for customers trying to schedule maintenance items. From the supply side, the industry as a whole faces declining workforce availability. From a demand perspective, the market economy has driven flight hours up, which has increased the amount of aircraft maintenance needed. The demand is further exacerbated by the upcoming mandate for operators to equip with ADS-B and an economy-driven upturn in discretionary spending, putting more capital toward major modifications and large-scope paint and interior upgrades. In this market shortage, however, there are a few things you can do to make sure that you can
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save, over the longer-term, on your aircraft maintenance costs. Following is our top three:
1. Plan Ahead
In the environment we’ve just outlined, and with demand at a premium, most top-tier maintenance facilities have a backlog of at least six to 10 weeks. Talk through your event with your maintenance provider and book your slots early. The increase in demand for maintenance, combined with the limited supply of facilities likely means that the sales team has a large backlog of quotes, so it could take longer than expected to receive your quote. ADS-B installations are not anticipated to slow until mid-2020, based on projections of the remaining non-compliant aircraft paired with the
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Mike Saathoff has over 20 years of experience in corporate aircraft maintenance. He has held several service technician and quality control positions with Elliott Aviation and currently serves as the director of sales operations & engine and accessory sales. He has an Airframe and Powerplant and Inspection Authorization license with the FAA.
The other major issue that could impact your requirements is the difference between Part 91 and Part 135 operators. Part 91 operators are only personally flying their aircraft, and the mandatory maintenance requirements can be less. As operators providing charter flights, Part 135 operators have increased requirements and increased need. As an example, a particular Part 135 operation specification may dictate additional requirements, such as compliance with an OEM’s Service Bulletins (SB) where those same SBs might be optional for Part 91 operators.
3. Maintenance Facility
industry’s capacity to complete them, and the majority of aircraft owners are doing their ADS-B upgrades in conjunction with a major maintenance event. Properly planning your maintenance events can also help you to take full advantage of your downtime and avoid having to return to the shop for small items. In addition to your planned maintenance event, a reputable maintenance provider should go over any other items that could be coming due in the next six months, as well as common discrepancies found on your aircraft. When forecasting your maintenance event it is recommended that you plan as far in advance as possible. This includes developing a full understanding of your upcoming events, including utilizing a maintenance-due/forecasting list such as a Corporate Aircraft Maintenance Planning (CAMP) due list.
2. Understanding Your Requirements
Understanding how your aircraft is utilized and what items are required for your category can help you plan for maintenance events. For instance, depending on how many hours you fly you could be categorized as ‘light utilization’, which could mean you qualify for a less stringent maintenance plan. Pay close attention to the terms and conditions of any warranty or power-by-the-hour programs to fully understand what they cover. Advertising Enquiries see Page 8
Selecting the right service center for your aircraft can be a critical component to save you long-term costs. Shopping each maintenance event can lead to inefficiencies and a frustrating experience. In some cases, selecting a facility that may appear to save you money could only be doing so in the short-term. For instance, if a shop is only doing the minimum to win an upcoming event, you could experience many unexpected discrepancies – particularly during your next major inspection – which can come as a frustrating surprise to customers, who may have believed their aircraft was being maintained well when, in reality, items that could have saved long-term costs were being overlooked. Moreover, a facility’s reputation during an aircraft transaction logbook review can also help maximize an aircraft’s selling price.
In Summary…
Ultimately, the above three points should help operators see the part they play in keeping maintenance costs as close to expected as possible. At this busy time for the maintenance industry, taking the time to build proactive relationships is as important as ever. A proactive operator will identify and build relationships with their maintenance shop, working alongside them to identify and schedule maintenance needs, in many cases before they arise. More information from www.elliottaviation.com T
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How to Interpret Airspace and Aircraft Design Changes Major airspace and aircraft changes are underway. But how could they impact the development of future aircraft design? Ken Elliott considers… xtrapolating an aircraft design of the future is like predicting the weather. There are many factors in play. An aircraft’s design is more than just its aerodynamics and system engineering. It includes economics, geopolitics and international regulations, all of which can shape the development of each emerging technology. Taking a holistic approach, an aircraft may be designed within the context of the total airspace in which it intends to operate, including how that will appear several years hence. Consider how the aircraft, as a platform, either navigates an optimum route between two points, carrying passengers or cargo; or equipped with sensors and tools, flies out and back from a single location, fulfilling enterprise missions. Once you know the aircraft is either intended for transit or for enterprise, the operational considerations can be bound within very specific constraints, defined by the airspace required and the regional environment. This thought process includes all types of aircraft and envisions a much greater use of the ‘airspace in between’. Typically, this implies lower altitudes within uncontrolled Class G airspace. So,
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in some cases, the design requirements can serve the need of low altitude urban transit, where unconventional scenarios of very short range and higher density altitude operations will exist. Airports are expensive to build, operate and maintain (as China is now discovering). The desire to create efficient aircraft that do not require runways is significant. Runways also eat up real estate and the closer they need to be to urban areas, the harder the decision to build. Heathrow’s third runway is a great example. One other driving factor is the expectation of convenience spurred on by a bourgeoning global middle-class. They may be wealthy enough to move via air transport, but not quite able to own the aircraft in which they fly. This same educated group is likely to prefer flying in something quiet, safe and tamper-proof. If an aircraft also happens to be hybrid electric and by default, light on ‘fuel’, even better. These assumptions take us to a very different place than today’s aircraft. They are real but also idealistic - so, a more accurate expectation would be the design of an aircraft to operate somewhere in between our familiar current environment and what we think is possible.
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Figure 1: Expanded ‘Aircraft’ Groups
Figure 2a: Aircraft Criteria & Design Technologies Needed to Function in the New Airspace
For example, moving from piloted to autonomous will be a phased, deliberative approach (see Figure 2b). Today, for people and cargo movers, we are edging toward operations using a single pilot. We are planning for remote pilot and envisaging the day of no pilot. As with piloting, emerging technologies will also be iterative. Their introduction will be paced in line with that of regulations and guidance. Emerging and mature technologies, needed to meet the changing airspace requirements, are not new. However, they will be approached differently. This, in part, is because future users will be a much broader group. There will also be more acceptance for the use of open-source, as opposed to proprietary software platforms. Remotely piloted and autonomous flight will naturally incur greater scrutiny. Technologies will need to be tamper-proof and become more integrated. Live monitoring and safe recovery from a flight failure is to be essential. Concern for people on the ground will increase exponentially when users operate within urban areas (the future turf of Electric Vertical Take-Off and Landing (e-VTOL) aircraft).
Figure 2b: How the FAA Envisages Enabling Unmanned (Future) Aircraft Operations
Emerging Airspace Crucial to Aircraft Design
The space we need to design for cannot be viewed as isolated segments. Today, we carve up our airspace into oceanic, continental, enroute, approach and terminal. Operations are centered on metroplexes, hubs, spokes, airports and heliports. Advertising Enquiries see Page 8
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Future airspace must also accommodate the needs of urban transit, enterprise ‘out and back’ operations, high altitude endurance, supersonic and low-earth-orbit space traffic. Given the projected complexity, holistic integration will be essential. High volumes of transit air traffic can be anticipated in dense urban areas, slowly easing as the terrain becomes more rural. On the other hand, enterprise drone traffic can be expected to gravitate around industrial locations and along associated physical infrastructure. Other future traffic, such as space transport, should be easier to accommodate as there will be less short-term demand for those services than for others. As aircraft evolve there will be less need for runways. For example, aircraft platforms designed for VTOL do not require runways. Their (air)ports could be parking lots and rooftops. Because both drones and e-VTOL are designed to operate with maneuverability and agility, they require limited real estate for take-off and landing.
Low-Altitude Authorization and Notification Capability
Recently, the FAA finalized the implementation of its new Low-Altitude Authorization and Notification Capability (LAANC) digital airspace program. Currently this is set up for Part 107 unmanned aircraft operators. It involves 470 airports and 288 ATC facilities, all having LAANC capability. This positions the US to successfully integrate small unmanned aircraft into its existing infrastructure, below 400ft. Under LAANC, drone operators request approval via one of several service providers. The providers will either indicate an automatic approval or in cases where the intended operation falls outside of specific limits, seek FAA approval. In the case of automatic approval, the request turns into a notification with the service provider advising air traffic and other interested parties. The notification provides route and flight 104
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details, like filing a flight plan. Service providers also inform users of flight advisories and alerts, show restricted areas and show other aircraft, by type and intent, as display information. The service provider uses FAA LAANC maps. These show pre-approved, one square-mile altitude blocks around and within commercial and military airports and other sensitive sites. Typically, blocks at airports show zero-altitude approval and a progressively higher altitude approval, of up to 400ft, as you move further away. Areas not covered by these blocks may be considered OK to operate in. However, all existing Part 107 rules will still apply. Of course, not all airports and regions are participating in the LAANC program, so it is crucial to check that first.
Applying LAANC to Urban Areas
Taking this concept to the next level, LAANC may be applied (with some variation) to urban areas in general. This will include obstacles, such as towers and buildings and just as existing Terrain Awareness Warning Systems rely on high density data bases, these new maps may provide the same service but with even greater complexity. A significant take-away is that an individual operator may only concern themselves with an approval to operate in the area in which they intend to fly. Equally, this allows for a more localized approach to airspace approvals, somewhat in line with the White House and Department of Transport approach to involve local and regional authorities in a current drone integration effort. This effort has commenced with the FAA UAS Integration Pilot Program (FAA-IPP) where only City, State and Regional Authorities can apply for limited operation programs. They must work with industry partners and maintain a continuous FAA involvement. The idea is for the FAA to learn from these local, low altitude ‘experiments’ by gaining experience, in preparation for long-term unmanned aircraft guidance. By natural progression, this implies a similar
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Aircraft Index see Page 129
P105.qxp 17/10/2018 10:10 Page 1
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Figure 3: A Proposed Future Inter-Urban Low Altitude Transit Route
approach to e-VTOL transit aircraft programs and later a totally integrated national airspace. So, looking at the traditional airspace, plus the ‘spaces in between’, we can expect to see a gradual in-filling of Class G via ‘managed’ fixed altitude airspace blocks. These blocks will protect non-towered airports that have no instrument approaches. They may be reduced in size to a halfsquare-mile within dense urban environments. Today, notification of air activity is required within 5 miles of any airport, irrespective of the airspace classification in which it is located. This hints at how the future airspace may be ‘sliced and diced’. In turn, aircraft will be designed with their technologies best suited to accommodate developing airspace requirements. The complexity of the design requirement, to accommodate a dramatic increase in convenience and efficiency, will demand adaptive air vehicles with technologies that can rapidly process largescale data. Major highways and rail lines already determine routes with acceptable noise limits between centers of urban activity. It is therefore likely that e-VTOL and other modes of future air transport will use these same corridors. Not only will these expand in 3D, but they will function in 4D, using time and Performance-Based Navigation (PBN). Another consideration for an overall integration is the role of ATC, automatically processing traffic flow via datacom. Further, the use of direct traffic to traffic situational awareness, will allow a more seemless (potentially unmanned) air traffic integration. Controller to Controller (C2C), Controller to Vehicle (C2V) and Vehicle to Vehicle (V2V) are projected features of a future airspace, providing for efficient, reliable and expedited direct traffic management. 106
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In Summary
Major airspace and aircraft design changes are underway. The common denominator will be greater access, achieved by greater vehicle agility, increased awareness and an ability for all users to handle large volumes of data, among other considerations. These factors drive the enhancement of existing technology and will introduce the new. So be assured, that today’s ADS-B, VDL clearance, FANS and WAAS-LPV will evolve. Existing TCAS and TAWS will also look very different. New technologies, being integrated into drones, will expand into other aircraft platforms. Connectivity, using Ka-band for international and 5G for domestic flights, will serve to advance highspeed solutions at lower cost. Regular smartphones will become even smarter and, in some form or fashion, control a lot more than you might think possible or allowable at present. Relying on a constant internet signal, these personal devices will connect to high altitude, terrain following, fixed-position drones. Because civil aviation authorities are moving over to performance based (instead of prescriptive) requirements, there is a lot more room for the development and acceptance of technology. Already in use with drones, smart devices controlling aircraft, while using open source software is a possibility that may not be as far away as you think. T
Ken Elliott is a highly-respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and technical director, avionics at Jetcraft. Contact him via ken.elliott@jetcraft.com or www.jetcraft.com
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Aircraft Index see Page 129
SAVE THE DATE FOR THE 2019 NBAA REGIONAL FORUMS West Palm Beach, FL Wednesday, Feb. 6
Houston, TX Thursday, March 14
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White Plains, NY Thursday, June 6
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OEM Bites
Airbus Helicopters has delivered one H135 to the Health Commission of Qingdao, in China’s Shandong Province. It is the first of 100 H135s to be delivered to China under a framework agreement signed in June 2016. www.airbus.com
Blackhawk Achieves Upgrade Milestone Blackhawk Modifications recently celebrated the delivery of its 800th XP Engine+ Upgrade for the Phoenix-edition King Air C90-1.
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he milestone aircraft is equipped with Blackhawk’s XP135A Engine+ Upgrade, which the new owners, Gregg and Jan Goodall, cited as being one of the key deciding factors in the purchase decision. “There was never a moment that we considered a purchase without the XP135A engines either already installed or to be installed immediately after the time of purchase - anything less was a nonstarter,” said Mr. Goodall. “Because our favorite destinations are out west, hot and high operations became
a concern. Stock PT6A-21 engines on the older models just didn’t work very well in hot and high situations, even when carrying a modest payload. “When I started researching options and talking to other King Air owners, I found that the Blackhawk XP135A Engine modification was the industry-standard to improve overall performance – especially hot, high, and single-engine performance in the C90. The decision was a nobrainer,” asserted Goodall. The first such modification was delivered back in 1999. More information from www.blackhawk.aero
The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere - on pc, smartphone and tablet.
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Bell Helicopter has delivered three Bell 429s to Mercy Flight Inc., one of the few non-profit providers of air and ground medical transport services. There are currently more than 190 Bell helicopters performing HEMS operations around the world. www.bellflight.com
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Bombardier in late September firmed up an order from HK Bellawings Jet Limited for four Global 6500 and two Global 7500 business jets, including options for 12 more Global aircraft. The order follows an LOI signed in May at the EBACE show in Geneva. www.businessaircraft.bombardier.com
Aircraft Index see Page 129
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OEM Bites
Gulfstream Delivers First New G500 Gulfstream has delivered the first all-new Gulfstream G500, marking the arrival of “a new generation of Gulfstream innovation and design”. A North America-based customer took delivery of the aircraft from Gulfstream’s Savannah, Georgia headquarters.
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he G500 received its FAA type and production certificates on July 20, 2018. The aircraft thereby enters service with proof of both its performance capabilities and cabin attributes, from the Symmetry flight deck to Gulfstream’s newest seat designs. The G500 established more than 20 new city-pair speed records during a world tour earlier this year, in which it covered 44 cities and 18 countries on six continents. The tour was intended to demonstrate the G500’s reliability and
maturity and showcase the cabin and flight deck to customers, according to Gulfstream. Gulfstream has meanwhile opened a sales and design center in Manhattan, New York. The nearly 8,500-square-foot space expands Gulfstream’s worldwide portfolio of showrooms and sales offices. The center features dynamic digital tools and thousands of material samples to assist customers in the customization and personalization of their Gulfstream aircraft.
More information from www.gulfstream.com
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Dassault’s Falcon 8X has been certified by EASA and the FAA for an enhanced flight vision system capability. The new EFVS capability is provided through the 8X’s revolutionary FalconEye combined vision system (CVS), which is also expected to be approved for the Falcon 2000LX and Falcon 900LX by the end of this year. www.dassaultfalcon.com
Epic Aircraft says that the final phase of the test campaign for its E1000 single-engine turboprop puts type certification on track for year-end. The PT6A-67A-powered aircraft is projected to have a maximum cruise speed of around 320kts, a range of 1,650nm, a maximum take-off weight of 7,500lbs and an operating ceiling of 34,000ft. www.epicaircraft.com
Jetfly, a fractional ownership operator, took delivery of its first PC-24 in late September. The aircraft is the first of four PC-24s Jetfly ordered. In addition to the large cabin and speed, Jetfly customers will also enjoy other PC-24 benefits such as the large cargo door which comes as standard and the ability to use very short runways. www.pilatus-aircraft.com T
Aircraft Index see Page 129
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PRODUCTS & SERVICES Restraints for King Air 350/350i
Aircraft Belts (ABI), announced that it is now offering complete OEM substitute four-point crew and three-point passenger restraints for the King Air 350 and 350i series aircraft. The ABI restraints are TSO-approved and considered functionally similar substitute equipment sufficient to replace the original equipment as a minor alteration. King Air 350/350i restraints are available in black, tan and gray. ABI say they offer very competitive pricing and immediate availability. www.aircraftbelts.com
speeds, and load carrying capability will be unlike anything we’ve produced at Blackhawk thus far. The XP67A will elevate the King Air 300 into a league all its own, unmatched by any turboprop or light jet available today.” This project will certify the installation of factory-new Pratt & Whitney Canada (P&WC) PT6A-67A engines to replace the stock PT6A-60A engines on 12,500-pound and 14,000-pound gross weight models of the King Air 300. Both engine models are rated at 1,050 horsepower at sea level in standard day conditions. However, Blackhawk’s XP67A Engine+Upgrade delivers more available power at higher density altitudes, with very impressive levels of takeoff, climb, and cruise performance well into the Flight Levels. www.blackhawk.aero
Bombardier Doubles Service Capabilities
AMSTAT Offers Upgraded Services
AMSTAT demonstrated new services at last month’s NBAA Show in Orlando. Of particular was the AMSTAT for Salesforce app which enables subscribers using both the Salesforce CRM and AMSTAT to maximize their use of AMSTAT data from within their contact relationship management software. AMSTAT for Salesforce will enable users of Salesforce to: • View AMSTAT contact and fleet data from within Salesforce and significantly reduce the need to jump back and forth between the two applications; • Link current AMSTAT data to Salesforce Accounts, Contacts and Leads, so the latest AMSTAT data is always displayed within the CRM; • Receive alerts for linked records from within Salesforce, giving users a heads up on sales opportunities and changes in their territory; • Use AMSTAT data to create Salesforce Accounts, Contacts and Leads and fuel the sales processes. Andrew Young, AMSTAT General Manager said, “Our investment in this solution will enable users to more fully utilize AMSTAT data within Salesforce and reinforces our commitment to helping business aviation sales and marketing professionals achieve their goals”. www.amstatcorp.com
Blackhawk King Air 300 XP67A Engine+Upgrade
Flight testing is formally underway for the Company’s latest FAA Supplemental Type Certificate (STC) program: the XP67A Engine+ Upgrade for the King Air 300. “The XP67A will transform the King Air 300 from a turboprop into a rocket ship,” said Jim Allmon, President and CEO at Blackhawk. “The expected climb performance, cruise Advertising Enquiries see Page 8
Bombardier announced another wave of growth for its award-winning service network as it increases its customer service capabilities in the U.S. with a new service center at the Miami-Opa Locka Executive Airport (OPF) in Miami-Dade County, Florida. The new service center will more than double the company’s current customer service footprint in Florida with new capabilities, including a paint facility for the center’s
vast customer base spanning the U.S. and Latin America. Planned for inauguration in 2020, the new service center in Miami will be fully equipped to perform scheduled and unscheduled maintenance, aircraft modifications, avionics installations, and aircraft on ground support (AOG) for Bombardier Learjet, Challenger and Global aircraft. www.businessaircraft.bombardier.com
Duncan Develops STCs for Gogo AVANCE L5
Duncan Aviation announced that its Engineering and Certification Department has developed six Supplemental Type Certificates (STCs) for the Gogo AVANCE L5 system. The STCs cover the Wi-Fi certification and full equipment and antenna installation required to provide inflight connectivity for the following makes/models: • Challenger 601-3A, 601-3R, 604, 605, and 650 • Challenger 300 and 350
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PRODUCTS & SERVICES • Global Express, XRS, 5000, and 6000 • Gulfstream G-IV, G300, G400, GIV-X, G350, and G450 • Falcon 900, 900C, and 900EX (EASy, LX, DX) • Falcon 2000 and 2000EX (EASy, DX, LX, LXS, S) Duncan Aviation has installed the Gogo Biz 4G AVANCE L5 system in more than 50 aircraft and has contributed to more than 65 additional installations with the use of its STCs. In addition to installations at the three full-service facilities in Battle Creek, Michigan; Lincoln, Nebraska; and Provo, Utah; the techs at many of the Satellite Avionics Shops in Duncan Aviation’s extensive Satellite Avionics network have also performed installations. www.DuncanAviation.aero
Bell and Garmin team on systems for VTOL concept
Garmin International is continuing to expand its scope, teaming up with Textron’s Bell Helicopter to develop and integrate the autonomous vehicle management computer (VMC) systems needed for Bell’s recently announced VTOL aircraft. In this alliance, Bell will be responsible for making the VTOL fly while the GPS and avionics systems from Garmin will create the avionics hardware and software required for on-demand mobility. This will include primary flight information, navigation, communication, flight guidance and flight management systems. Garmin’s new systems will be designed to provide enhanced safety and situational awareness during day and night, and in a variety of weather conditions. www.bellflight.com www.garmin.com
Satcom Direct Modernizes Flight Ops
Satcom Direct announced the launch of SD Scheduler, a cloud-based software solution. SD Scheduler further enhances the SD ecosystem, providing centralized management of aircraft and flight information, as well as customized reporting and analytics to support the entire flight operation. SD Scheduler optimizes work flows and simplifies communication across all parts of the operation, from pre-flight planning to post-flight reporting. Scalable and customizable, SD Scheduler meets the unique requirements of individual flight departments, making data more available to support the needs of today’s dynamic flight operations www.satcomdirect.com 112
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SR Technics and FEAM sign MOU
SR Technics, a world leading MRO service provider, and FEAM Maintenance / Engineering, a U.S. based MRO leader in aircraft line maintenance services, signed a memorandum of understanding (MoU) on joint initiatives aimed at adding value for the current and prospective customers of both companies. In partnering with FEAM, SR Technics will expand its reach from multiple European locations to the U.S. market, where FEAM has numerous established aircraft maintenance stations. Conversely, FEAM will offer global solutions through its partnership with SR Technics. www.srtechnics.com - www.feam.aero
JETNET Celebrates 30 Years with New Features
JETNET, the leading provider of corporate and commercial aviation intelligence, demonstrated new products and features at last month’s NBAA-BACE show in Orlando. Of particular note is collaboration with aircraft valuation specialists Asset Insight, and enhanced flight activity and route analysis reporting capabilities added to JETNET’s popular Marketplace service. JETNET showcased new information derived by Asset Insight’s eValues system that included mark-to-market and projected residual values for a wide range of aircraft researched by JETNET. eValues will appear within the JETNET Values feature for aircraft sales price intelligence, an optional component to JETNET’s popular Marketplace interface for aircraft sales and finance professionals. “We’re excited to collaborate with the valuation professionals at Asset Insight to bring eValues to our subscribers,” said Paul Cardarelli, JETNET Vice President of Sales. “We believe eValues will fill a crucial void for so many of our customers who struggle daily to assess value for the assets they work with. This truly benchmarks a new era at JETNET for service to the aircraft resale community.” Anthony Kioussis, President & CEO of Asset Insight LLC, explained, “eValues from Asset Insight utilizes the same methods, techniques, and processes an aircraft appraiser would use to electronically calculate Current Market Values and Estimated Residual Values, while taking into account real-time aircraft transaction data and aircraft-specific maintenance status information.” JETNET believes that Current Market Values and 60-month Estimated Residual Value figures produced by eValues, when combined with JETNET’s Reported Sold Prices and key historical market data, create a unique, single-source valuation platform. The eValues capability will also allow users to update key aircraft data as required, and receive updated eValues figures. www.jetnet.com - www.assetinsight.com
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Aircraft Index see Page 129
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F F F
©PiaggioAerospace
German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • Increased Engine TBO interval to 4100 h in AirGO operation only • Experienced pilots… Just buy and fly!
! ! !
FEATURES New Noise Reduced Propeller / Anti-Skid / Pro Line 21 / LPV & ADSB out Electronic Charts and Maps Overlay / Paperless Cockpit / 2nd GPS Garmin Steep Approach (approved at London City Airport) Max Take Off Weight Increase (12,100 lbs.) / Polished Leading Edges
! ! ! CABIN • VIP 6 Seat Cabin Arrangement in your color specifications ! ! ! 4 single passenger seats in club arrangement with extra wide space & Dual executive tables, 2 single side-facing seats in front & power outlets • Big refreshment center and additional cabinet • Fully enclosed lavatory, sink with water system and wardrobe
You can’t classify it as jet or turboprop: the Avanti EVO is a class of its own: Faster than a light jet, a stand-up cabin like a midsize jet, flying altitudes like airliners but with the fuel consumption of a turboprop. Low fuel consumption and the noise-reduction propeller design makes the EVO the greenest business jet. The AVANTI EVO amazes every passenger with its inviting 1.75-meter ceiling cabin allowing for comfortable movement and a gangway to walk through. The cabin noise level and vibrations are as low as in modern jets. With a convenient restroom with window, lavatory and wardrobe, the AVANTI EVO is the ideal airplane to be used for long flights while also landing on short runways. AirGO SERVICES The AirGO key business is the commercial charter and corporate management of private jets. The supervision of the process from purchase of your AVANTI EVO to the start of operation is a complementary service included in the AirGO management contract. Under the mandate the AirGO CAMO is fully responsible for maintenance tracking and supervision. The 24-h Sales & OPS Team organizes your flight as well as third party charter, schedules crews and takes care of your special wishes while the approved AirGO Training Organization oversees continuous pilot training.
2008 AVANTI II
Please Call Please Call Please Call Please Call
! ! !
No enrolment fee & No ground time during owner change Experienced pilots – Just buy and fly! 0 TSO / Increased Engine TBO interval to 4100 h in AirGO operation only ADSB out & LPV / polished leading edges / LED landing lights Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 & Satellite Phone Air Cell ST3100 CABIN • VIP 7 seat cabin arrangement with 4 single passenger seats in club arrangement with dual executive tables, 1 forward-facing club seat, two-place divan • Refreshment center, additional cabinets & under seat stowage floor drawers • Taupe leather upholstering, cabinets in brushed oak, power outlets • Fully enclosed lavatory, sink with water system and wardrobe
Avionics: Collins Pro-Line 21 Radio Management System – Collins RTU-4200, CDU-3000 Dual VHF COM - Collins VHF-4000 Transceiver with 8.33 kHz spacing VHF NAV 1 + ADF - Collins NAV-4000 VOR/ILS/MKR/ADF Receiver VHF NAV 2 - Collins NAV-4500 VOR/ILS/MKR Receiver Single DME - Collins DME-4000 (3 channel) Dual Mode S Flight ID Diversity Transponder - Collins TDR-94D Radio Altimeter - Collins ALT-4000 (Operation to 2500 ft) Turbulence Detection Weather Radar - Collins RTA-852 Color Radar TCAS I – L-3 Communications SkyWatch HP model SKY899 TAWS Class B with Worldwide Database – L-3 Landmark TAWS 8000 EFIS with EIS – 3 Collins displays AFD-3010, two DCP-3030, CCP-3000 Single FMS - Collins FMC-3000 (NAV to NAV and VNAV) CDU-3000 GPS Sensor Unit - Collins GPS-4000A & 2nd GPS Garmin 400 ELT (3 frequency) / Dual Master Annunciator / RVSM and CAT II Compliant AirGO Private Airline GmbH Am Finther Wald 5833 D-55126 Mainz / Germany
Call: +49 6131 540 63 12 Write: turnkey@airgo.de www.airgo.de
Fly smart – Fly Avanti Advertising Enquiries see Page 8
www.AvBuyer.com
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Jetsense Aviation CJ3 November.qxp_Empyrean 16/10/2018 16:35 Page 1
S H O W C A S E
Asking Price: $3,750,000 2006 Citation CJ3 Serial Number: 525B-119 Registration: SE-RMB Airframe TT: 4661.7 Landings: 3979 TAP Blue ProParts Dual Collins 3000 FMS TCAS II version 7.1 EASA DFDR, CVR, and Class A EGPWS Option to change the large bar to an extra side-facing seat for an 8th passenger ($140k USD Upgrade) XM Weather EU OPS 1 Doc 16 (Gear) to be completed Oct/Nov 2018 Engines Right engine Left engine Description: Williams FJ44-3A Williams FJ44-3A S/N: 141245 141246 THSN: 4583.8 Hours 4634.3 Hours TCSN: 3930 Cycles 3958 Cycles TSO: 92.9 Hours 714.1 Hours Eng Program: TAP Blue TAP Blue Avionics COLLINS PROLINE II WX-1000E Lightning Detection TTR-4000 TCAS II Electronic Charts Dual Collins FMS-3000 Mark VIII EGPWS HF-9000 (Provisions Only) Cockpit Voice Recorder
JAA Flight Data Recorder Voice Annunciator XM Weather General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 65/0 Cabin Height (Ft) 4’9” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 359.68 Seats Full Range (NM) 1,340 Balance Field Length (Ft) 3,354 Landing Distance (Ft) 3,210.03 Average Block Speed (Kts) 403 Normal Cruise Speed (Kts) 403 Long Range Cruise Speed (Kts) 342 Fuel Usage (Gal/Hr) 166 Service Ceiling (Ft) 45,000 Useful Payload with Fuel (Lbs) 756 Max Take Off Weight (Lbs) 13,870 Max Landing Weight (Lbs) 12,750 Basic Empty Weight (Lbs) 8,370 Max Fuel Weight (Lbs) 4,592 Interior Seven (7) Passenger Interior, including Belted Lav Seat Aft Lav (Belted) and Forward RH Galley Option to change the large bar to an extra side-facing seat for an 8th passenger ($140k USD Upgrade) Exterior Base Paint Color: Matterhorn White Stripe Colors: Phantom Gray Metallic
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047
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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 129
Jetsense Aviation King Air 350 November.qxp_Empyrean 16/10/2018 16:35 Page 1
S H O W C A S E
New Price: $1,775,000 1997 King Air 350 Serial Number: Registration: Airframe TT: Landings: Maintenance Tracking Enrolled on CAMP Fresh prop overhaul
FL-175 SE-LLU 5695.5 5262
Engines Right engine Left engine Description: PT6A-60A PT6A-60A S/N: PCE-PK0072 PCE-PK0075 THSN: 5622.5 Hours 5570.9 Hours TCSN: 5198 4956 TSO: 1525.9 Hours 1405.1 Hours Propellers Description: HC-B4MP-3 HC-B4MP-3 S/N: FWA-4054 FWA-3778 TSO: 0 0 Avionics EFIS 1 Collins Pro Line II EFIS 85 3 Tube VHF 2 Collins VHF-22C VHF 2 Collins VIR-32A FMS/GPS 1 UNS-1E Flight Director 1 EFIS 85 Autopilot 1 Collins APS-65 ELT 1 Artex ELT C406NA ADF 1 Collins ADF-60A DME 2 Collins DME 42 MFD 1 Universal MFD-640 Radio Altimeter 1 Collins ALT 50A HF Radio 1 King KHF 950 (Provisions) TCAS 1 Collins TCAS 4000 Version 7.1 Flight Data Recorder 1 Fairchild F1000 SSFDR
Transponders 2 Collins TDR-94D EGPWS 1 Honeywell Mark VIII (Class A) RVSM 1 Elliott STC SA2264CH Compliant Weather Radar 1 TWR-850 Color Radar General Specifications Seating 2/11 Baggage (CuFt Ext/Int) 16/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 416.88 Seats Full Range (SM/NM) 1,404/1,615 Balance Field Length (Ft) 3,217 Landing Distance (Ft) 3,161 Average Block Speed (Kts) 302/348 Interior Year Refurbished: March 2015 at Elliott Aviation w/ new Headliner and EMTEQ Lighting Installed Number of Passengers: Eleven (11) including Belted Lav and Dual Aft Foldup Seats Lavatory Location: Aft (Belted) Exterior Painted at Elliott Aviation March 2015 Base Paint Color(s): Matterhorn White Accent and Stripe Color(s): Flight Red and Taxiway Yellow Options Frakes Exhaust Stacks Raisbeck Nacelle Wing Lockers Basic Empty Weight: 9908 lbs EU Ops 1 Rosen Passenger Audio and Video Entertainment System—Including Moving Map and Briefing System Gill Lead Acid Battery STC
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 8
www.AvBuyer.com
Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com November 2018 – AVBUYER MAGAZINE
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Jetsense Aviation King Air B200 November.qxp_Empyrean 16/10/2018 16:36 Page 1
S H O W C A S E
Price: $1,975,000 1994 King Air B200 Serial Number: Registration: Airframe TT: Landings:
BB-1500 SE-MJE 5506.7 5439
Blackhawk -52 Upgraded Engines Full Raisbeck Platinum Performance Package Raisbeck Swept 4-Blade Silent Propellers Fresh Gear Overhaul New King Air 250-Style Interior BLR Winglets EU OPS 1 Certified Airframe Enrolled on CAMP Engines Left engine Right engine Description: PT6A-52 PT6A-52 S/N: PCE-RX0652 PCE-RX0653 THSN: 393.8 Hours 393.8 Hours 444 Cycles 444 Cycles TCSN: TT before OH: 3206.2 Hours 3206.2 Hours Propellers Raisbeck Swept 4-Blade Silent Left prop Right prop Description: HC-D4N-3 HC-D4N-3 S/N: FY4467 FY4457 THDSN: 198.2 HRs/Aug 2016 TT before OH: 3801.8 HRs/Aug 2022 Avionics COLLINS PROLINE II EFIS 3 Tube Collins EFIS-85B Autopilot 1 Collins APS-65H
Communication Radio 2 VHF-22C Navigation Radio 2 VIR-32 Transponders 2 Collins TDR-94D Automatic Direction Finder 1 ADF-60A Distance Measuring Equipment 2 DME-42 Radar Altimeter 1 Collins ALT-50 Weather Radar 1 Collins WXR-842 Flight Management System 1 Universal UNS-1E Emergency Locator Transmitter 1 Artex C406 ELT Cockpit Voice Recorder 1 Fairchild A100S Air Data Computers 2 Collins ADC-85 Air Data Computers P-RNAV Approved Interior Like new King Air 250 interior that includes six (6) KA 250 Executive seats and one (1) belted toilet in beige leath-er. Cabin includes Skandia Super Soundproofing, USB Outlets, and 220-volt External Power. Interior fully redone in 2017 Exterior Base Paint Color Matterhorn White Stripe Colors Light Beige, Light Burgundy and Phantom Grey General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 0/54 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’6” Cabin Volume (CuFt) 362.5 Seats Full Range (NM) 951 Balance Field Length (Ft) 3,705 Landing Distance (Ft) 3,388.78 Average Block Speed (Kts) 303
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047
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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 129
Jetsense Aviation Lear 60XR November.qxp_Empyrean 16/10/2018 16:36 Page 1
S H O W C A S E
Priced at $2,995,000 USD 2007 Bombardier Learjet 60XR Serial Number: Registration: Airframe TT: Landings:
0319 N814TS 5254 3706
CUSTOM 8-Passenger Interior Offering More Leg Room Part 135 Operated and Maintained Turnkey And Ready To Fly Three (3) Rotor Brakes TCAS II w/Change 7 ATG-5000 WiFi ESP Gold Airframe Maintenance Tracking - CAMP Certification - FAR Part 91 / Part 135 Engines Left engine Right engine Description: Pratt&Whitney Pratt&Whitney PW305A PW305A PCE-CA0497 PCE-CA0496 S/N: THSN: 5166 Hours 5166 Hours TCSN: 3640 3640 Program: ESP GOLD ESP GOLD APU Description: Sundstrand T-20G-10C3A S/N: SP-E070459 THSN: 1439 Hours TCSN: 3093 Overhaul Date: May 2015 Avionics EFIS 4-Tube Collins Proline 21 AFD-3010 FMS 2 Collins FMS 5000
TCAS 1 TCAS-94D TCAS II w/ Change 7 ADC 2 Collins ADC-850D AHC 2 Collins AHC-85E NAV 2 Collins VIR-432 DME 2 Collins DME-442 ADF 2 Collins ADF-462 Entertainment In Flight Status Monitor 1 Airshow 410 DVD System 1 SONY Cabin Entertainment System Fwd & Aft LCD Monitors 2 Features • ATG-5000 WiFi • RVSM Capable • Precise Pulselight System • Dual Concorde Lead Acid Batteries • TIA Microwave Oven • 115 VAC Outlets Interior Number of Passengers Eight (8) Fwd Refreshment Center Aft Belted Lav Other Notable Features: 2014: Fireblocked, Ivory Leather with Aft Side Facing Belted Lav Seat with Flushing Potty, FourPlace Executive Club Chairs w/ Two Executive Foldout Tables. Forward Three Seat Divan, Forward Galley Has Been Shortened Along with the Removal of the Arm Rests to Provide 11 Extra Inches of Leg Room Exterior Base Paint Color(s) Matterhorn White (TOP) / Royal Blue (BOTTOM) Stripe Color(s) Red
Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 550 N. Rand Road, Lake Zurich, Illinois 60047 Advertising Enquiries see Page 8
www.AvBuyer.com
Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com November 2018 – AVBUYER MAGAZINE
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Swisspath Aviation September.qxp_Empyrean 15/10/2018 16:26 Page 1
S H O W C A S E
Price: Make Offer 2009 Piaggio P-180 Avanti II Serial Number: Registration: Airframe TT: Landings:
1196 HB-LUS 1145 687
• EU Import compliant • No known damage history • Two Owners Since New • VIP Corporate Interior • Always Hangared • Cockpit privacy curtain • 6 Month Inspection + 200 Hrs Inspection > March 2018 • Interior Refurbishment 2015 • New Exterior paint 2015 Engines PWC PT6A-66B (850hp) 3,600 Hour TBO Engine #1 (S/N PCE-RW0124/3072196-01) / TTSN: 1,145 / CSN: 687 Engine #2 (S/N PCE-RW0123/3072196-01) / TTSN: 1,145 / CSN: 687 Avionics & Connectivity Proline 21 Rockwell-Collins RMS: RTU-4200, CDU-3000 COMs: dual Rockwell Collins VHF-4000 w/8.33 kHz spacing VHF/ADF NAV: Rockwell Collins NAV-4000 VOR/ILS/MKR/ADF receiver VHF NAV: Rockwell Collins NAV-4000 EFIS: Rockwell Collins 3-Tube Integrated System FLIGHT GUIDANCE: Dual Rockwell Collins FGC-3003 Autopilot
RADAR: Rockwell Collins RTA-852 FMS/GPS: Rockwell Collins FMC-3000 Maps Overlay TCAS-4000 Data Link 3rd VHF-4000 + CMU TDR-94D Mode S GPWS Interior & Entertainment 7 place interior + 1 Belted Lavatory seat 4 single seats in club arrangement 1 LH forward facing single seat 1 RH forward 2-place divan with drawer Aft fully enclosed flushing lavatory 110VAC power outlets in cockpit and passanger cabin Dual foldout executive table, pyramid cabinet with ice chest and miscellaneous storage Mood / dimmable lighting Exterior Overall White with grey/silver registration
Swisspath Aviation
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www.AVBUYER.com
Tel: +41 44 454 2626 Email: Sales@swisspath.aero www.swisspath.com
Aircraft Index see Page 129
Guardian Jets November.qxp_Empyrean 17/10/2018 11:12 Page 1
S H O W C A S E
Price $15,950,000 2013 Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:
2021 N7HB 2317 1530
• Engines and APU enrolled on MSP Gold • Airframe enrolled on Gulfstream Plane Parts • Aircell ATG 5000 Broadband Internet • Undergoing 1C at Gulfstream, Dallas, Aug. 2018 • ADS-B Out Installed August 2018 Engines Honeywell AS907-2-1G Left Right Total Time Since New: 2230.7 2230.7 Cycles Since New: 1475 1475 MPI Due (HRS): 4000 4000 CZI Due (HRS): 8000 8000 SERIAL NUMBER: P-130159 P-130158 Engines are enrolled on MSP Gold APU GTCP 36-150 Serial Number: P-124 TSN: 908 APU is enrolled on MSP Gold Avionics & Connectivity Rockwell Collins Pro-Line Fusion AIR DATA COMPUTER: Dual Rockwell Collins ADC-3010 Air Data Computers AUTOTHROTTLES: Gulfstream Auto Throttles COCKPIT VOICE RECORDER: Multi-Purpose CVR/FDR (25 Hour Continuous Loop) COMMUNICATIONS: Triple Rockwell Collins
VHF-4000E VHF Transceivers DISTANCE MEASURING EQUIPMENT: Dual Rockwell Collins DME-4000 Distance Measuring Equipment EMERGENCY LOCATOR TRANSMITTER: Artex C406-N ELT GLOBAL POSITIONING SYSTEM: Dual Rockwell Collins GPS-4000S Global Positioning System GRAPHICAL WEATHER: XM Satellite Weather HIGH FREQUENCY COMMUNICATION: Dual Rockwell Collins HF-9031A HF Transceivers INERTIAL REFERENCE SYSTEM: Dual Honeywell Laseref VI Micro Inertial Reference Unit NAVIGATION: Rockwell Collins NAV-4000 and NAV-4500 VOR/ILS/ADF/MB Navigation Receiver RADAR: Rockwell Collins RTA-4118 Weather Radar RADIO ALTIMETER: Single Rockwell Collins ALT-4000 Radio Altimeter TERRAIN AWARENESS WARNING SYSTEM: Rockwell Collins Integrated TAWS System TRAFFIC COLLISION AVOIDANCE SYSTEM: Rockwell Collins TSS-4100 TCAS TRANSPONDER: Rockwell Collins Transponder Interior Beautiful ten passenger cabin features a fourclub seat configuration with two-fold out tables in the forward cabin. Aft cabin features a threeplace divan (two places certified for take-off) across from a four-person conference area. In addition, the aircraft has a forward galley, aft lavatory, and a jumpseat in the cockpit Exterior Matterhorn White with Brown Striping
Guardian Jet 102A Broad Street, Guilford, Connecticut, 06437 USA
Advertising Enquiries see Page 8
www.AvBuyer.com
Tel: +1 203-453-0800 www.guardianjet.com
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Avitrade Belgium Bombardier September.qxp 15/10/2018 16:27 Page 1
S H O W C A S E
2010 Bombardier – Q Series Q400 Serial Number:
4315
• For Sale by the original Buyer (Avitrade) • ‘’the lowest time since new’’ • 2010 Q400 NEXTGEN for sale • Q400 used as Corporate Shuttle for the Oil Industry • Only 3,000 BH • Engines fresh of HSI • 68 seat configuration (34" & 33" inch seat pitch) • Toilets forward and aft • Higher seating capacity kit available from Bombardier as SB • Fully loaded: Luxury Spectrum seats, Dual FMS, EHGW, HF radio, AFM Supplement for unpaved runway operation, Icarus Sky Connect, etc.
• Price Reduced $11.950,000 • Available within 30 days • Please contact Emmanuel Paillier (emmanuel.paillier@gmail.com or +1 514 692 8360) or Albert Frederic Bloem (a.bloem@avitradebelgium.com) • FRESH FROM C CHECK!!
Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium
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Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 129
Mente November.qxp 17/10/2018 11:13 Page 1
S H O W C A S E
1992 Cessna Citation VII
E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595
Serial Number: Registration: Airframe TT: Landings:
GA100 Fairchild CVR (1) DL-950 Data Loader (1) 400-045500-000 1 Data Management Unit (2) AZ-810 Digital Air Data Computer (5) ED-800 Electronic Display (2) DC-810 Display Controller (1) FZ-800 Flight Guidance Computer Interior 9-place cabin. In order from front to rear is a closet and refreshment center, 2-place divan, 6 forward facing chairs and aft lavatory with belted toilet, sink left and a closet right. Wood is Walnut Veneer and Solids. Partial refurbishment 11/15/2011 by Cessna ICT. Cabin seats, carpet. (in floorplan). Cargo compartment in the aft tailcone Exterior Overall Snow White with Spitfire Orange to Yellow, Black Metallic and smoke Gray stripe. Permaguard applied 2011 w/annual treatments
650-7007 N28TX 9216.7 4761
• 9 PASSENGER • DUAL IRU’S • UPGRADED AUTOPILOT CONTROL PANEL • IRIDIUM SATELLITE PHONE • 12 CHANNEL GPSSU • NO DAMAGE HISTORY • HIGH SB STATUS • HAPP • MSP GOLD APU GTCP36-150W. Total Time 2,425 Hours Last HSI 1,995 Hours. HSI Due: 6,495 Hours
Engines MSP Gold. TFE731-4R-2S Left Right S/N 102114 S/N 102116 Hours 9,042.3 9,061.9 4,687 Cycles 4,686 Avionics & Connectivity 2) NZ-2000 Navigation Computer (2) NV-850 VOR/ILS Module (2) DM-0850 DME Module (1) MK VIII EGPWS Computer (1) DS-125A TAS/SAT/TAT Indicator (1) MC-800 Multifunction Generator (1) KHF-950 HF Transceiver (2) HG2001AB02 Inertial Reference Unit (2) AV-850A Audio Control Unit (1) WC-870 Radar Controller (1) WU-870 Radar R.T.A.
Asking $6.25M
2007 Citation Sovereign
E-mail: info@mentegroup.com Tel: + 1 (214) 351-9595
Serial Number: Airframe TT: Landings:
Avionics Honeywell Primus EPIC System with Dual FMS Honeywell GP-400 Flight Guidance Panel EGPWS Dual AZ-200 Honeywell Air Data Modules Dual AV-850A Honeywell Control Display Panels Dual MC-850 Multifunction Control Display Units Single AA-300 Honeywell Radio Altimeter Dual VHF Communications Systems Additional Installed Equipment FMS Performance Database (TOLD) Extended Range Oxygen System DMU Pulse Light System w/TCAS Interface Tail Flood System EVAS Airshow 4000 w/Cockpit Contoller Slide out observer seat, approved for Takeoff and Landing
680-128 5,761.6 3,605
• AIRFRAME ON CESSNA PROPARTS + PRONAV • ENGINES ON POWER ADVANTAGE • APU ON AUX ADVANTAGE • UPLINK GRAPHICAL WEATHER • WAAS LPV • ELECTRONIC CHARTS • AIRCELL® ATG 4000 HIGH-SPEED INTERNET Airframe Cessna ProParts + ProNav coverage C of A 3/16/2007 Maintenance Tracking CESCOM Part 91 3/1/2012
Engines Power Advantage PW306C Left Right S/N PCE-CG0265 S/N PCE-CG0266 Hours 5,761.6 5,622,1 Cycles 3,605 3,519 APU Aux Advantage RE100 S/N P265 Total Time 2,181,1 Hours Interior 8 Passenger Double club with extended galley option Aft Lavatory w/ Externally serviceable toilet Galley equipped with Microwave, 2ea Hot liquid containers, ice storage and catering storage drawers Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping
Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001
Advertising Enquiries see Page 8
www.AvBuyer.com
Tel: +1 (214) 351 9595 E-mail: info@mentegroup.com www.mentegroup.com
November 2018 – AVBUYER MAGAZINE
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Omnijet November.qxp_Empyrean 17/10/2018 09:56 Page 1
S H O W C A S E
1991 Challenger 601-3A/ER Serial Number: Registration: Airframe TT: Landings:
5070 ZS-SGC 8316 5085
• Honeywell Avionics Protection Program • Collins Corporate Aircraft Service Program • TCAS w/Change 7 • HF Radio • 10 Passenger • Complete Logs Since New (English) • Always Hangared Engines Total Hours: 8182 / 7992 Total Cycles: 5458 / 5376 APU GTCP36-100 Total Hours: 12415 Avionics Service Plan: Honeywell Avionics Protection Program and Rockwell Collins Corporate Aircraft Service Program Dual Collins VHF-22D Coms Dual Collins VIR-32 Navs Dual Collins CTL-62 ADFs Dual Collins TDR-94D Transponders with Mode S Dual Collins DME-42 DMEs Dual Honeywell NZ-2000 12-channel GPSs Honeywell WC-660 Radar Honeywell FZ-800 Autopilot Honeywell TTR-920 TCAS w/Change 7
AlliedSignal Mark V EGPWS Dual Collins HF-9030 HF Transceivers Dual Honeywell NZ-2000 FMS Triple Honeywell Laseref II Inertial Reference Systems Honeywell CDU-820 Control Display Units Honeywell DL-900 Data Loader Fairchild A200F Cockpit Voice Recorder Artex 406 Emergency Locator Transmitter RNP-5 Additional Equipment Satcom Interior 10 PAX Executive Configuration Beige Leather Seating w/ Matching Carpet Forward Galley w/ Microwave and Coffee Maker Aft Lav Refurbished in 2008 by Jet Aviation Exterior White with Gold and Blue stripes. (2008) Maintenance Complete Log Books since New in English Always Hangared CAMP Maintenance Tracking Make Offer
OMNIJET Justin Yelken 9415 Jet Lane, Unit #3 Easton, MD, 21601-9503, United States
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Tel: +1 (410) 820-7300 E-mail: justin@omnijet.com www.omnijet.com
Aircraft Index see Page 129
VTS November.qxp_Empyrean 16/10/2018 12:39 Page 1
S H O W C A S E
2014 Embraer Phenom 300 Serial Number: Registration: Airframe TT: Landings:
50500206 M-KGTS 670 461
Interior and exterior like new 48 months completed April 2018 at Embraer Paris Service Center Installed two new batteries in September 2018 Engines Pratt & Whitney PW535E. Both 670 hours and 461 cycles. 5000 TBO Additional Equipment KN 63 Distance Measuring Equipment, Automatic Direction Finder, TCAS II 7.1 Traffic Collision Avoidance System, Exchange for Transponder Mode S with Diversity – TCAS II Compliant, Radio Altimeter – KRA-405B, Electronic Jeppesen Charts – Chart View TM, TAWS Class A Interior Like New Seven (7) Passenger Seating – Center Four Place Club – Dual Executive Tables – VIP Seat with Power Supplies, Cockpit Call, Audio/Video Jacks, Cabin Temperature Control – Two Aft Forward Facing Seats – Single Forward RH Aft Facing Seat – Storage Drawers all Seats – Accordion Window Shades – Two (2) 110 Volt Outlets – Cup Holders in Executive Tables and Side Rails – LED Cabin Lighting.
Interior Materials: Seats: Leather – Tornado, Upper Side Wall: Ultraleather - Milkweed, Ceiling Panel: Ultraleather - Milkweed, Upper Sideledge: Leather – Tornado, Cabinetry: Veneer – Quarter Figure Sapeli, Cabin Trim: Antique Nickel, Lower Sideledge: Leather – Nubuk Cappuccino, Cabin Trim: Antique Nickel, Lower Sideledge: Leather – Nubuk Cappuccino, Dado Panel: Leather – Nubuk Cappuccino, Carpet / Isle: Carpet – Ops Loop, Curtain: Fabric – Whole Wheat Forward Cabin: Natural Wood Veneer with High Gloss Finishing - Left Hand Forward Wardrobe Cabinet – Large Storage Area Water/Soda Storage Area - Trash Compartment – Entertainment Center – CD/DVD Player - Right Side Forward Refreshment Center (7 Passenger) – Ice Drawer – Cup Dispenser – Mini Liquor Storage Area Forward Crew Curtain – One (1) 110 Volt Outlet Cockpit AFT CABIN: Fully Enclosed Aft Lavatory with Rigid Door for Enhanced Privacy – Right Hand Side Facing Flushing Pot-ty – Left Side Lavatory Storage Cabinet – First Aid Kit – Life Raft provisions – Trash Compartment Price: Call!
Lech Lakomy Poland
Advertising Enquiries see Page 8
www.AvBuyer.com
Tel: +48 697 080 001 Email: lech.lakomy@vtsgroup.com
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SMS G550 July.qxp_Heeren Cit Ultra sep 15/10/2018 16:44 Page 1
S H O W C A S E
Priced at $26.95M USD 2011 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:
5327 N881WR 2,060 623
Fresh 12/24/36/72 Month Inspections Completed January 2018 At GAC in Las Vegas * Engines on RRCC * APU on MSP * Airframe on Plane Parts * Immaculate * One Owner Since New * 18 Pax Interior Arranged In 4 Seating Groups * Enhanced Nav * Synthetic Vision * HUD/EVS * Swift Broadband HD710 Wireless LAN * No Expense Spared MX Record by Very Fastidious Owner Airframe On PlaneParts APU Honeywell RE220: 1,581 Hours | On MSP Engines Left Engine: Hours: 2060 | Total Cycles: 623 Enrolled on RRCC Right Engine Hours: 2060 | Total Cycles: 623 Enrolled on RRCC Avionics & Connectivity Four (4) Honeywell DU-1310 Flat Panel Display Units Two (2) Honeywell DC-884 Display Controllers One (1) Honeywell DP-884 Display Brightness Panel One (1) Honeywell/Kollsman Visual Guidance System (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units
One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units Three (3) Honeywell AZ-200 Air Data Modules One (1) Honeywell WU-880 Weather Radar Receiver/Transmitter Antenna Two (2) Honeywell WC-884 Weather Radar Controllers Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units Two (2) Honeywell MRC-855A Modular Radio Cabinets Three (3) Honeywell AV-900 Audio Panels One (1) Honeywell MT-860 Third Navigation/Communication Cabinet Two (2) Honeywell RT-300 Radio Altimeters One (1) L3 Cockpit Voice Recorder (CVR) One (1) Cockpit Voice Recorder (CVR) Control Panel One (1) L3 Flight Data Recorder (FDR) Two (2) Davtron Digital Clocks One (1) L3 EBD14000 Radio Magnetic Indicator (RMI) One (1) L3 Magnetometer One (1) L3 GH-3100 Standby Attitude/Airspeed/Altitude Indicator Interior Gulfstream Select Universal 18 Pax Interior. Aft private cabin separated by solid bulkhead, with pocket privacy door, features a single club chair across from berthable 3 place divan Exterior Overall Matterhorn White with Medium Grey, Black, and Gold Striping
SMS Aircraft Suite 1108, Level 11 St Kilda Road Towers 1 Queens Road, Melbourne Victoria, 3004, Australia
124
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Mesotis November.qxp 16/10/2018 14:21 Page 1
S H O W C A S E
Make Offer 2014 Dassault Falcon 2000S Serial Number: Airframe TT: Landings:
715 1737 670
Corporate usage only Exterior and interior in impeccable condition SmartView Synthetic Vision System SBAS/LVP Engines on ESP APU on MSP EASA compliant Engines Engine #1. Model PW308C Total time 1737. Cycles 670 Engine #2. Model PW308C Total time 1737. Cycles 670
Automatic Direction Finder Honeywell DF-855 Second Automatic Direction Finder Honeywell DF-855 SBAS GPS Dual Honeywell Flight Management Dual Honeywell Easy Third Flight Management System (FMS) Honeywell Easy CPDLC ATN Honeywell Easy II Interior EXTRAORDINARY CABIN DESIGN Ten (10) seats configuration: 4 place club seating 4 place dining arrangement 2 place club seating
Avionics & Connectivity EASy II FLIGHT Deck System Smartview Synthetic Vision System (SVS) Honeywell Easy II Hud Air Data Dual Honeywell AZ-200 VHF Communication Dual Honeywell TR-866B Flight Deck Audio Dual Honeywell AV-900 Emergency Locator W/Navigation System Interface ELTA Data Interface Unit Aircell Axxess II Communications Management Function (CMF) WI Arinc Direct Honeywell Easy VOR I1LS I Marker Dual Honeywell NV-875B
Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria Advertising Enquiries see Page 8
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125
P126-128.qxp 16/10/2018 16:32 Page 1
M A R K E T P L A C E
Bombardier Learjet 31A
Price:
Make Offer
Year:
1992
S/N:
060
Reg:
N52SY
TTAF:
6940.3
Location: USA
Cessna Citation CJ4
Tel: +1 (206) 612 5729 E-mail: ryan@aeriusmanagement.com
Aerius Management
LPV Approach Capable (UNS-1Ew WAAS/SBAS FMS/GPS) -2C Engine Upgrade Program Complete. -2C Engines Qualify for Reduced MSP Rates. Engines on MSP Gold. Gogo ATG-5000 Wireless Internet with Text & Talk. Mid Continent USB Charging Outlets (8) in Club & Cockpit. KGS SS50 60 Cycle Inverter & Cabin Outlets. SB 31-8-2 (Increased Gross MTOW 17,700 Pounds). Dee Howard TR-4000 Thrust Reversers. Raisbeck Aft Ventral Locker & Fin. Single Point Refueling. N1 Digital Electronic Engine Computers (DEEC). 36-Inch Main Entry Door. RVSM Capable. XM Weather. CAMP Maintenance Tracking
Capital Jet Group, Inc Price:
$5,995,000 USD
Year:
2011
S/N:
525C-0060
Reg:
N357BV
TTAF:
1806
Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com
1806 TT, TAP ELITE, one US owner since new, 2nd FMS with WAAS, ADS-B Out, 8 pax cabin with 2 place divan plus belted lav, no damage. Great maintenance status, available immediately
Location: USA
Hawker Siddeley 125-700A
Nancy Robbins Price:
Please Call
Year:
1982
S/N:
257178
Reg:
N326TD
TTAF:
9169.18
Location: USA
BAe Avro RJ70
Bulgaria Air Price:
$5,000,000
Year:
1994
S/N:
E1258
Reg:
LZ-TIM
TTAF:
23368
Tel: +1 (855) 463-3184 E-mail: nrobbins@cwsams.com US Treasury Dept. Online Auction - Bid Online 10/24 thru 10/31. INSPECT: 10/19 from 9-12 Noon at 1001 West Cypress Creek Rd., Suite #103, Ft. Lauderdale FL. 1982 British Aerospace Hawker 125-700A: S/N: 257178, Tail #: N326TD, Turbo Fan Jet Engine, Aircraft Total Time: 9169.1, # Landings: 5828.0, Cycles 5743.0, APU: 2145.3, Airframe - Good Condition, White/Blue Paint Scheme w/ Red Colored Stripes, Paint in Good Condition, Interior - Good Condition, 14-Place Cabin Configuration - Pilot/CoPilot/12 Cabin Seating, Cockpit - Good Condition, Factory Panel Layout, Pressurized Cabin, Windows - Good Condition
Tel: +359 884 846 822 E-mail: charter@air.bg 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
Location: Bulgaria
Gulfstream G200
Steve Studecci Price:
Off Market
Year:
2008
S/N: Reg: TTAF:
3132
Location: UK
126
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Tel: +33 (0)768 729 932 E-mail: sales@milcham.lu Annual Utilization: 257 HRS * Total Aircraft Cycles (TAC): 1416 * FAA approved Other: EASA Approved * CAT II * Engine Maintenance Program Provided By: PRATT & WHITNEY * Engine Condition Monitoring Trend Analysis Program: Yes * 2 Flight Control Computer - Rockwell Collins FCC - 4005 * Flight Control Panel - Rockwell Collins FCP – 4004 * Auto throttle - Safe Flight C-34135-1 * Communications * 2 Digital Audio Control - V56081 B1045-J573-FE37 * 1 PA Amplifier - Baker - 990-1254-163 * 2 VHF Transceiver - Rockwell Collins - VHF422E * 2 HF Transceiver - Rockwell Collins - KTR953 * 1 Transceiver Unit, IRIDIUM
Aircraft Index see Page 129
P126-128.qxp 16/10/2018 16:32 Page 2
Leonard
Bombardier Learjet 36A
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
Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter
Location: USA
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
Bell 206 L 4
Price:
$1.4M
Year:
2002
S/N:
52265
Reg:
N339MG
TTAF:
1,700
Pictures do not do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 2 corporate owners
Location: USA & Canada
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 412EMS
Price:
Offer
Year:
1981
S/N:
33017
Reg:
N554AL
TTAF:
15265
Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A
Location: USA
Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com
Leonard Hudson Drilling
BELL 212 (Five Available)
Price:
Please Call
Year:
1991-1996
S/N:
Call for details
Reg:
Call for details
TTAF:
Call for details
Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096
Location: USA
Alberth Air Parts
+1 832 934 0055
Par Avion Ltd
Spare Parts
FALCONS • HAWKERS • LEARS
•BUY •SELL •TRADE
www.paravionltd.com
CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM
www.alberthaviation.com
SALES • ACQUISITIONS • CONSULTING
Fax: +1 832 934 0011 Advertising Enquiries see Page 8
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November 2018 – AVBUYER MAGAZINE
127
P126-128.qxp 17/10/2018 13:01 Page 3
M A R K E T P L A C E
Bell 206B III
Tel: +420 777 349 442 E-mail: akabelka@lps-sro.cz
Tony Kabelka Price:
€600,000 Excl. VAT
Year:
1992
S/N:
4210
Reg:
OK-JLT
TTAF:
2370
Helicopter in great condition, 2nd owner from new. Fresh 100hr/annual inspection and new 3yr TT-straps. New high skids installed 2017. Autopilot! New 8.33 COMM. New paint and seats in 2015. Mode S transpoder. HSI. 250 C-20R engine
Location: Czech Republic
Airbus/Eurocopter EC 120B
Tel: +44 (0)775 220 6109 E-mail: ottershawaviation@gmail.com
Ottershaw Aviation Price:
£900,000
Year:
2006
S/N:
1428
Reg:
G-TOOZ
TTAF:
1000
Location: UK
Robinson R66
For exclusive sale by Ottershaw Aviation Ltd. PRICE REDUCED. Immaculate condition, always Hangared and always privately owned Recent 12 year completed Feb 2018 Due 2030. 14 years remaining on turbine Mo1 (2029) and Mo2 Due (2032). New paint (Gun metal grey with metalic fleck) and Dart Floats (Collective operated). 5 x Bose Headsets (A20's front, Bose x rear). Excellent avionics with Full EHSI, Rad Alt. Box 1 Garmin 430, Box 2 Bendix King Comm/Nav. Garmin 695 linked with PCAS (traffic unit). Full 8.33KHZ compliant. Dual USB and IPAD mount. A great helicopter with versatility. The pictures speak for themselves.
Tel: +372 58 04 05 60 E-mail: fie.armin.mau@gmail.com
Armin Mau Price:
€725,000 Excl. VAT
Year:
2015
S/N:
0643
Reg:
D-HRBD
TTAF:
512
Robinson R66 in very good condition. Excellent equipment. Always kept in hangar, all services done by part 145 organisation. Air conditioner, Aspen Pro 1000H PFD, Aspen 500H MFD, Garmin GMA 350 Intercom, Garmin GTN 750 GPS/COM/NAV, Garmin GTR 255B COM, Garmin GTX 330 Transponder, Attitude indicator AIM 1100, Vertical Card Compass PAI 700, ELT Kannad 406 AF, Altimeter, Heater, Dual controls, Handling wheels, 5 headsets (BOSE)
Location: Estonia
Advertiser’s Index 21st Century Jet Corporation .........................130 Aircraft BlueBook .................................................55 Aircraft Finance Corporation................................9 AirGo Private Airline..........................................113 AMSTAT..................................................................88 Aradian Aviation ....................................................87 Asian Sky Group ..................................................21 AVI Survival Products .......................................105 Avjet Global...................................................26 - 27 Avitrade Belgium................................................120 Avpro ..............................................................10 - 13 Bank OZK..............................................................65 Boutsen Aviation ..................................................89 Central Business Jets .......................................131 Corporate Concepts...................................68 - 69 Dassault Falcon Jet ........................................2 - 3, Duncan Aviation...........................................32 - 34 Eagle Aviation........................................................29
Elliott Jets ..............................................................83 Engine Assurance Program ...............................43 Freestream Aircraft ..............................................51 General Aviation Services ..................................63 Global Jet Capital.................................................37 Global Jet Monaco .......................................... 5 - 7 Guardian Jet........................................................119 Hatt & Associates.................................................25 JetBrokers .....................................................58 - 59 Jetcraft Corporation ..........................44 - 45, 132 Jeteffect...........................................................52 -53 JETNET ................................................................109 Jet Sense Aviation ..................................114 - 117 JSSI (Jet Support Services) ..............................49 Leading Edge ........................................................73 Lektro....................................................................105 LBAS.......................................................................55 Mente Group ..........................................1, 19, 121
Mesotis Jets ........................................................125 NBAA .....................................................................78 NBAA Regional Forum .....................................107 OGARAJETS................................................16 - 17 OMNIJET.............................................................122 Par Avion ................................................................75 Rolls-Royce ...........................................................67 Sky Aviation Holdings..........................................79 SMS Aircraft .......................................................124 Southern Cross Aviation.....................................99 Sparfell & Partners ......................................22 - 23 Swisspath Aviation ............................................118 The Jet Business..........................................38 - 39 The Registry of Aruba..........................................97 VTS .......................................................................123 Wright Brothers Aircraft Title.............................93
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AvBuyer (USPS 014-911), November 2018, Vol 22 Issue No 11 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.
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AVBUYER MAGAZINE – November 2018
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Aircraft Index see Page 129
P129.qxp 18/10/2018 12:15 Page 1
Aircraft For Sale • AIRCRAFT • HELICOPTERS
AIRCRAFT
PAGE
AIRBUS A318 Elite . . . . . 5, A318 Elite+ . . . . 5, A319 . . . . . . . . . . 5, 6, 22, 89, A380 . . . . . . . . . . 22,
BAE AVRO RJ70. . . . . 89, 126,
BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 21, 38, 51, 69, 89, 747. . . . . . . . . . . . 22, 757 . . . . . . . . . . . 27, 767 . . . . . . . . . . . 27, 787 . . . . . . . . . . . 44, DC8-72 . . . . . . . . 68
BOMBARDIER Q400 . . . . . . . . . . 120, Global 5000 . . . . 44, 45, 75, 89, 132, Global 6000 . . . . 27, 44, 45, 69, 132, Global 7500 . . . . 5, Global Express . 5, 45, 73, 132, Global Express XRS. . 5, 7, 10, 89,
Challenger 300 . . . . . . . . . . . 38, 45, 132, 350 . . . . . . . . . . . 11, 600 . . . . . . . . . . . 58, 601-3A ER . . . . . 122, 604 . . . . . . . . . . . 45, 89, 132, 605 . . . . . . . . . . . 45, 132, 650 . . . . . . . . . . . 44, 132,
Learjet 31A . . . . . . . . . . . 29, 32, 58, 59, 126, 35A . . . . . . . . . . . 58, 36A . . . . . . . . . . . 127, 40 . . . . . . . . . . . . 99, 40XR . . . . . . . . . . 52, 53, 45 . . . . . . . . . . . . 45, 75, 45XR . . . . . . . . . . 52, 132, 55 . . . . . . . . . . . . 12, 60XR . . . . . . . . . . 99, 117, 75. . . . . . . . . . . . . 45, 132,
CESSNA Citation II . . . . . . . . . . . . . 59, III . . . . . . . . . . . . . 33, 59, IISP . . . . . . . . . . . 29, V. . . . . . . . . . . . . . 58, VI . . . . . . . . . . . . . 59,
AIRCRAFT
PAGE
AIRCRAFT
VII . . . . . . . . . . . . 121, X . . . . . . . . . . . . . 53, XL . . . . . . . . . . . . 53, XLS . . . . . . . . . . . 16, 33, 53, XLS+ . . . . . . . . . . . 99, CJ1. . . . . . . . . . . . . 29, 59, CJ2. . . . . . . . . . . . . 23, 132, CJ3. . . . . . . . . . . . 12, 16, 114, CJ3+ . . . . . . . . . . 53, CJ4. . . . . . . . . . . . 83, 126, Bravo . . . . . . . . . 12, 45, 53, 58, 131, Excel . . . . . . . . . . 11, 29, Encore . . . . . . . . . 83, Jet . . . . . . . . . . . . 29, Mustang. . . . . . . . 89, M2 . . . . . . . . . . . . . 83, P210 . . . . . . . . . . 58, Sovereign. . . . . . 11, 121, Sovereign+ . . . . 53, T182R . . . . . . . . . . 29, T182T . . . . . . . . . . 29, 182S . . . . . . . . . . 29,
CIRRUS SR22G3 . . . . . . . 29,
DAHER SOCATA
PAGE
IAI
328 JET. . . . . . . . 29, 33,
Astra SP . . . . . . . 52, 58, Westwind II . . . . 58,
EMBRAER Legacy 500 . . . . 32, 39, 45, 132, Legacy 600 . . . . 23, Legacy 650 . . . . 22, 45, 58, 89, 132, Lineage 1000 . . 5, 22, 38, Lineage 1000E . 131, Phenom 100E . . 23, Phenom 300 . . . 16, 83, 123,
GULFSTREAM IV . . . . . . . . . . . . . 45, 87, 132, IVSP . . . . . . . . . . 10, 87, 89, 99, V. . . . . . . . . . . . . . 10, 26, 38, 51, 69, . . . . . . . . . . . . . . . 130, 150 . . . . . . . . . . . 45, 52, 58, 87, 200 . . . . . . . . . . . 10, 52, 69, 99, 126, 280 . . . . . . . . . . . 119, 400 . . . . . . . . . . . 10, 450 . . . . . . . . . . . 10, 21, 25, 45, 87, . . . . . . . . . . . . . . . 132, 550 . . . . . . . . . . . 10, 21, 22, 45, 51, . . . . . . . . . . . . . . . 87, 124, 130, 132, 650ER. . . . . . . . . 38,
King Air
DASSAULT FALCON 7X . . . . . . . . . . . . 5, 21, 45, 89, 99, . . . . . . . . . . . . . . . 130, 132, 8X . . . . . . . . . . . . 11, 131, 20C-5AR. . . . . . . 58, 20F . . . . . . . . . . . 59, 50 . . . . . . . . . . . . 16, 34, 59, 63, 75, . . . . . . . . . . . . . . . 130, 50EX . . . . . . . . . . 23, 27, 33, 52, 130, 900 . . . . . . . . . . . 130, 900B . . . . . . . . . . 69, 130, 900C . . . . . . . . . . 130, 131, 900DX. . . . . . . . . 2, 900DX EASyII . . 33, 900EX . . . . . . . . . 130, 900EX EASy . . . 2, 11, 130, 131, 900LX . . . . . . . . . 130, 2000 . . . . . . . . . . 5, 11, 32, 63, 89, . . . . . . . . . . . . . . . 132, 2000EX. . . . . . . . 38, 2000EX EASy . . 1, 3, 19, 75, 2000LX . . . . . . . . 52, 89, 2000LXS. . . . . . . 45, 132, 2000S . . . . . . . . . 125,
PAGE
DORNIER
HAWKER BEECHCRAFT
TBM700A . . . . . . 89,
AIRCRAFT
200 . . . . . . . . . . . 58, 350 . . . . . . . . . . . 58, 87, 115, 350i . . . . . . . . . . . 25, B200 . . . . . . . . . . 23, 87, 116, C90B. . . . . . . . . . 44, C90GTi . . . . . . . . 87, E90 . . . . . . . . . . . 63, 89,
NEXTANT 400XP . . . . . . . . . 25,
PIAGGIO Avanti EVO. . . . . 113, Avanti II . . . . . . . 113, 118,
PILATUS PC12/NG . . . . . . 53,
PIPER Cheyenne IIIA . . 58, Meridian . . . . . . . 83,
HELICOPTERS AIRBUS/ EUROCOPTER AS365N-1 . . . . . 12, EC120B . . . . . . . 128, EC 135 T2 . . . . . 12, H125 . . . . . . . . . . 44,
AGUSTAWESTLAND AW109SP. . . . . . 12, AW109E Power . 12, 23, AW109S Grand . 23, AW139 . . . . . . . . 23, A119 Koala . . . . 44, 87,
Beechcraft
BELL
Premier I . . . . . . 45, 132,
206 B3 . . . . . . . . 128, 206 L4. . . . . . . . . 127, 212 . . . . . . . . . . . 127, 407 . . . . . . . . . . . 87, 412 EP . . . . . . . . 87, 412 EMS . . . . . . 127, 430 . . . . . . . . . . . 27,
Hawker HS125-700A . . . 126, 400A . . . . . . . . . . 79, 400XP . . . . . . . . . 83, 400XPR . . . . . . . 12, 800A . . . . . . . . . . 63, 800XP . . . . . . . . . 25, 33, 63, 79, 87, 850XP. . . . . . . . . 27, 34, 45, 900XP . . . . . . . . . 87, 4000 . . . . . . . . . . 34,
HONDA JET . . . . . . . . . . . 87,
ROBINSON R66 . . . . . . . . . . . 128,
SIKORSKY S-76C+ . . . . . . . . 12, 21, 45, S-92A . . . . . . . . . 12,
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21st Century May.qxp 27/04/2017 08:45 Page 1
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/(#/$&#/ %2 (/$%((2 %#2(' %(2 2'& /(/#/ $( 22/$& '#% 2/$2 TEL: 1.775.833.3223
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E-MAIL: sales@tri-jets.com
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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
2017 FALCON 8X SN 415
EMBRAER LINEAGE 1000E
Single United States Owner with 311 Hours and 152 Landings ….. Paint and Interior Warranties until September 2019 … 16 Pax configuration w/30” crew Lav and 62” aft Lav … Incredible Cockpit including FalconEye
Only 811 Hours and 346 Cycles since new; Preferred 19 Passenger Interior, World Wide ready, transferrable Warranty & Maintenance Programs
GULFSTREAM G550 SN 5210
GULFSTREAM V SN 593
2,391 Hours Total Time, Forward Galley with Crew Rest, dual aft divans, Synthetic Vision, Satellite TV, Rolls Royce Corporate Care, ADS-B Out, FANS 1A/CPDLC. Single Forbes 500 owner since new
2 Owners since new.. 6,500 Hours, 3900 Landings … Rolls Royce Corporate Care, Honeywell HAAP, Forward Galley w/Crew Lav, Crew Seat and Closet … Double Club configuration with dual aft 4 place couches … Certified for 19 Pax
2002 FALCON 900C SN 194
CITATION BRAVO SN 994
Single Owner, Recent “C” Paint/Interior By Dassault Wilmington, Preferred Fwd Crew Lav and Dual Aft Divan Configuration
6 PAX, ProParts, Lead Acid Battery, AC Outlets in the Cabin, Phase 1,2,3,4,5 c/o July 2017
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.
2008 BOMBARDIER
foot view. LEARJET 45XR S/N 371 • 2,775 Hours; 2,040 Landings
• WAAS / LPV and ADS-B Compliant Up here, the air and the competition are rare. Our birds-eye view of the
• Recently Completed “B Inspection”
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.
2003 CESSNA CITATION CJ2
www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 S/N 525A-0164
• 4,533 Hours; 3,769 Landings • Engines & Airframe on Programs • Collins ProLine 21 3-Tube EFIS
2016 BOMBARDIER CHALLENGER 650 S/N 6075
2001 DASSAULT FALCON 2000 S/N 131
• 6,758 Hours; 3,996 Landings • ADS-B Out & Enhanced Surveillance • Dri Bay Mod Complete
• 729 Hours; 280 Landings • 12 Passenger Extended Cabin Configuration • 24-Mo Check Completed in July 2018
ALSO AVAI L ABLE
• 2,921 Hours TTAF; 821 Landings • ADS-B Out and CPDLC • Fresh Bombardier Pre-Buy Inspection
2002 BOMBARDIER GLOBAL EXPRESS S/N 9070 1998 Beechjet 400A • 9,364 Hours; 3,294 Landings 2007 Challenger 300 • Two Fortune 500 Owners 2011 Challenger 300 Since New 1997 Challenger 604 • Full Batch 3.3 Upgrade 2005 Challenger 604 w/ FANS 1/A+
ALSO AVAILABLE
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2012 BOMBARDIER GLOBAL 5000 S/N 9453
2007 Challenger 605 2002 Citation Excel 1993 Citation VI 1994 Citation VII
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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.
DOWNLOAD OUR 2003 BEECHCRAFT PREMIER 1 FEATURED INVENTORY JETCRAFT APP 2007 CHALLENGER 300 1996 CHALLENGER 604 2011 CHALLENGER 605 2006 GLOBAL 5000 2015 GLOBAL 6000 2001 GLOBAL EXPRESS 2012 GULFSTREAM G450 2008 GULFSTREAM G550 1988 GULFSTREAM GIV 2018 FALCON 2000LXS Search aircraft listings Sort by manufacturer 2012 FALCON 7X 2006 Citation XLS 2000 Global Listing Express brochures 2015 LEARJET 75 2003 CRJ 200 2001 Hawker 800XP Recent Jetcraft news 2014 LEGACY 500 1997 CRJ 100SE 2002 LearView 45 upcoming events 2016 LEGACY 2008 Falcon650 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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