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FC Jetcraft May.qxp_FC December 06 15/04/2019 12:22 Page 1

Volume 23 Issue 5

ACTIONABLE INTELLIGENCE FOR BUSINESS AVIATION

THIS MONTH Jets Comparison: Dassault Falcon 8X vs Bombardier Global 5000 proudly presents

2012 Bombardier Global 5000 Serial Number 9453

Learn more about this and our other exceptional aircraft on pages 34 - 35 and the back cover

Richard Seymour Photography

Is Your Jet’s Cabin Connectivity Becoming Obsolete? What’s the Future for Cockpit Avionics Safety? www.AVBUYER.com


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Editor Welcome May19.qxp_JMesingerNov06 16/04/2019 11:55 Page 1

Guest Editor’s VIEWPOINT

Frederic Dubant

The Emotional Roller-Coaster of an Aircraft Transaction losing an aircraft transaction ultimately brings great joy and satisfaction. But these are only the last of many emotions that industry professionals experience during the process. While it’s true that sometimes a transaction goes smoothly, most deals have their share of sweat and tears before they close. Right at the start, being chosen as the entrusted broker by a buyer or seller is a great recognition of past work and a good reputation. And that trust will be core to the transaction as it unfolds. The first potentially emotional topic broached with the client after remuneration is the need for exclusivity. For example, aircraft sellers can be averse to the idea of exclusively selling through one broker, and careful explanation is needed to show the seller that nonexclusivity works against their best interests. By keeping to one broker, the seller will avoid sending different messages to the market (whether about their aircraft’s history, its status or its pricing). Working exclusively with one broker needn’t trap a seller. They can always negotiate a termination at short notice if they are unhappy with the service they receive.

C

Patience

The offer, the letter of intent (LOI), or the memorandum of understanding (MOU) stage is the basis through which all deals are crafted. Price, payment terms, deposit, allocation of costs and delivery condition are all agreed here. An MOU should be carefully negotiated and drafted, lest it become a memorandum of misunderstanding. A significant investment of time and energy is required at this stage of the process as documents are prepared and signed – and frustration can arise if anything goes awry (such as a deposit not being paid). Once the offer is accepted, the purchase agreement is prepared. Patience and teamwork are essential to this complex stage of the transaction. Many parties are required to work together, including brokers, advisors, lawyers, bankers, escrow agent, aviation authorities, registries and operators. The broker needs to ensure that all parties and steps are treated in a fair manner, and to the highest industry standards.

4  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Uncertainty and Relief

The purchase agreement will require a thorough prepurchase inspection (PPI) to be performed by a maintenance center the buyer selects to determine whether they wish to proceed with the purchase or not. The PPI requires the seller to fix any discrepancies that have an impact on airworthiness. Where costs are incurred, the process is always emotional, and although the aircraft is generally well known to the selling party (and airworthiness issues should have been anticipated), there is always an element of uncertainty and fear as to what might be discovered. So the issuance of a clean PPI report is always a relief.

Anticipation

Following the PPI, and with all conditions stipulated under the purchase agreement met, the aircraft is ready for delivery. Excitement and anticipation prevail - but it’s still too early to claim a done deal… A deal is only done when cash is in the bank and the bill of sale exchanged. Anything could happen, and you begin to wonder about the unlikely but possible external factors that could unravel the deal. (I have had deals disrupted by a volcanic eruption, floods in India, a terrorist attack, a CEO stepping down, or a competitor coming in at the last minute). It is necessary to stay vigilant until the end, focussed on what really matters and aiming to close as soon a possible.

Joy

Finally, on the day of closing when everything falls into place, the buyer is satisfied, and instructions are given to wire the funds, at that moment the funds hit the bank account and another deal closes, joy, satisfaction and relief are experienced. But only for a short time, because the mind quickly turns to the next deal…! ❙

Frederic Dubant is EVP Commercial at Comlux, and in his role advises on both the sellers’ side and the buyers’ side in aircraft transactions. Beyond the aircraft transaction phase, Comlux also provides professional solutions for aircraft refurbishment, aircraft ferrying and aircraft management. http://comlux.com

www.AVBUYER.com


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Contents Layout May19.qxp 17/04/2019 12:38 Page 1

Vol. 23 Issue 5

Contents

2019

4

Guest Editor - Frederic Dubant, Comlux

18

Trends and observations from the leading analysts…

38

52

How to Maximize Bonus Depreciation in 2019

58

Booth S107

Trip Planning

What to Know When Planning a Flight to Europe

Ownership

60

How to Assess Risk When Flying in Volatile Airspace

64

Is Business Aviation Prepared for CORSIA?

70

Can we Maintain the Caliber of BizAv’s Future Pilots?

74

Avoid Overpaying for Your Jet Operation

78 88 94 100

122

EBACE 2019

Which Private Jets Will Replenish the Used Market? Used Jet Market: Thoughts on the Year so Far…

114

team at

Buying & Selling Aircraft

46

108

Visit the

Market Indicators

Jet Comparision

Dassault Falcon 8X vs Bombardier Global 5000

Aircraft Price Guide Large Jet Values

Aircraft Specifications

Large Jet Performance & Specifications Guide

Connectivity

Is Your Jet’s Cabin Connectivity Becoming Obsolete?

Avionics

What’s the Future for Jet Cockpit Safety Why Will Space-Based ADS-B be so Important?

Maintenance

Have you Understood Your MRO Quote?

Community News

134

OEM News and Industry Appointments

142

Products & Services

146

Showcases

157

Market Place

161

Advertisers Index

162

Aircraft for Sale Index

Next Month

• Turboprop Comparison: Daher TBM 930 • Aircraft Finance 101: Exchange Rates, Interest & Your Jet Transaction • Jet Connectivity: How Much do you Really Need?

12  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

EDITORIAL Commissioning Editor Matthew Harris +44 (0)20 8939 7722 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4000 sean@avbuyer.com ADVERTISING Lee McLoughlin - Account Director US Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 lee@avbuyer.com Matt Chappell - Account Manager US & Canada Aircraft & Services Sales Freephone from USA: +1- 855 425 7638 MattC@avbuyer.com Lise Margin - Account Manager US Aircraft Sales +1- 703 818 1024 lise@avbuyer.com Maria Brabec - Account Manager EMEA & APAC Aircraft & Services Sales +420 604 224 828 maria@avbuyer.com UK Sales +44 (0)208 549 9508 STUDIO/PRODUCTION Helen Cavalli / Mark Williams +44 (0)20 8939 7726 helen@avbuyer.com mark@avbuyer.com CIRCULATION Sue Brennan +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 sue@avbuyer.com AVBUYER.COM Jayne Jackson jayne@avbuyer.com Emma Davey emma@avbuyer.com MANAGING DIRECTOR John Brennan +44 (0)20 8255 4229 john@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 Freephone from USA: +1- 855 425 7638 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055 www.AVBUYER.com


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TIME TO REFINANCE YOUR BIRD We offer our clients 20-year terms from 4.92% on both new and pre-owned aircraft, and up to 100% financing of avionics upgrades. Our 20-year term allows our clients to save thousands of dollars every month, compared to a traditional aircraft loan. We recently refinanced a Challenger 605 for a Texas business owner. The client had previously financed the aircraft with one of the “Big Banks” with a monthly payment of $70,169 on a 7-year term. With our 20-year term, his payment became $29,515 per month, allowing his business to utilize their cash flow. For over 20 years, we have been offering aircraft financing to businesses and individuals across the United States. Contact our team, to learn more about our different loan programs.

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Avpro branding February.qxp_Layout 1 17/04/2019 09:17 Page 1

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MarketIndicators May19.qxp_Layout 1 16/04/2019 14:31 Page 1

MARKET INDICATORS

Business Aviation Market Overview The only way to describe the combination of factors impacting Business Aviation is ‘interesting’, notes Rolland Vincent, Editor, Market Indicators. What are those factors, and how are they contributing to buyer and manufacturer uncertainty? he recent news of the decision to delay the UK’s exit from the EU until Halloween on October 31, 2019 is more likely to spook investors and increase uncertainty than soothe their concerns and ease tensions in the interim. In what is likely to be one of the most bizarre elections in recent memory, the UK will now be required to hold European Parliamentary elections on May 23, while still being led by UK Prime Minister Theresa May, who may or may not be PM for long, depending upon whether her deal – or maybe a compromise deal – can be reached with Jeremy Corbyn’s Labour Party. This even though Members of Parliament are currently on recess. The unintended consequences of what has become a chaotic political divorce are reverberating throughout the British and European economies, and are clearly impacting

T

18  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Commercial, Business, and General Aviation. Meanwhile (and providing further evidence that we are living in interesting times), the US Administration has threatened it may – or may not – impose $11bn of tariffs per year on EU exports, which the Trump administration claims may be justified by alleged subsidies for Airbus SE. In response, the EU may impose its own similarly-valued volley of tariffs against US imports, this time in retaliation for alleged subsidies to Boeing Co., in what may only be described as tit-for-tat. EU tariffs on a wide range of US goods have been proposed, covering the spectrum from tobacco to frozen lobster and from soups to nuts. Observers of this mounting food fight can be excused for screaming “Mayday, Mayday, Mayday!” before promptly ejecting from their flaming aircraft. www.AVBUYER.com


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AVBUYER.com With 35+ years in the aviation industry, Rolland Vincent, president, Rolland Vincent Associates (RVA) has served as a trusted consultant at Textron, Bombardier and ICAO in various roles in strategy, marketing, business development, aviation economics and aviation statistics. Identifying a need for enhanced insights into the state of the business aviation marketplace, Rolland Vincent Associates partnered with JETNET in 2010 to create JETNET iQ. Mr Vincent is chair of the Transportation Research Board’s Standing Committee on Light Commercial and General Aviation, and is president, RVA, a consultancy focused on aviation market research, strategy, and forecasting. Contact him via rvincent@rollandvincent.com

due to a recent switchover to stricter vehicle pollution standards, is putting pressure on the European Central Bank to become more active in policies to stimulate the economy. Business aircraft flight operations (as measured by departures) in Europe continue to expand at a very tepid pace, up less than 1% Year-over-Year (YoY) in March 2019. The sentiment of European-based owners/operators of fixed-wing turbine business aircraft slipped in both Q3 and Q4 2018 and has yet to recover, according to JETNET iQ Surveys.

Lower New & Used Jet Sales in 2019?

The Looming Threat of Recession

In the different regions of the world important to Business Aviation, economic recoveries were never supposed to look like the one we have experienced since the 2008/2009 financial crisis. Europe is now teetering on a ‘triple dip’ economic recession, as EU-wide GDP growth slips to 1% or even below in 2019. With weak domestic demand, Italy slipped into recession in H2 2018, and was almost followed by Germany as demand for its exports slipped in key markets, including China and the US. The German Government recently revised its GDP growth forecast for 2019 to just 0.5%, half of the previous estimates, with trade disputes and the overhanging uncertainty of Brexit looming large on the near-term horizon and dragging down exports and investment spending. A contraction in Germany’s manufacturing sector, partly www.AVBUYER.com

With forecasts for lower GDP growth in 2019 YoY in most key markets for Business Aviation – including North America, Europe and much of Asia-Pacific – and limited used inventory, we expect sales of both new and used business aircraft to be lower this year than last. With deliveries of new business jets likely to be up in 2019 (by about 5% in units and perhaps 10% in value YoY), we expect OEM order backlogs will continue their multi-year decline, while book-to-bill performance will slide back below 1-0 for the current year. While it is still too early to know many of the implications of the Boeing 737 MAX accident investigations that are underway after what appear to be linked crashes in Indonesia and Ethiopia, it is quite plausible to assume that additional layers of FAA regulatory oversight of OEMs could lead to delays in new product certifications as both parties figure out how to work together in the future.

In Summary…

As industry leaders gather in Geneva at EBACE2019 on May 21-23, the state of the market, the dynamic regulatory environment, and ongoing pilot/maintenance technician shortages will no doubt be front-and-center amongst the hot topics for debate, as OEMs vie to outdo each other in the competition for customer and media attention. Underlying it all is the fact that these are indeed interesting times. MI www.navigating360.com

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AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

19


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MARKET INDICATORS

AVBUYER.com

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

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

2.1%

-3.5%

-0.9%

-0.3%

LIGHT JET

1.0%

-10.0%

3.2%

-2.7%

MID-SIZE JET

-0.9%

-2.6%

12.3%

1.7%

LARGE CABIN JET

-3.8%

2.0%

-10.8%

-2.4%

ALL

0.1%

-3.9%

6.3%

-0.6%

MARCH 2019 vs FEBRUARY 2019 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

20.8%

10.4%

21.1%

16.4%

LIGHT JET

16.8%

13.0%

16.4%

15.4%

MID-SIZE JET

8.2%

12.1%

14.5%

11.1%

LARGE CABIN JET

8.8%

9.8%

5.2%

8.8%

ALL

14.6%

11.3%

14.3%

13.3%

TRAQPak’s review of Year-over-Year (YoY) North American flight activity (March 2019 vs. March 2018) indicates that March 2019 recorded a decrease of 0.6%. Month-over-Month (March 2019 vs February 2019), activity was up 13.3%... Year-over-Year, results by operational category were mixed with Fractional activity posting a substantial increase. Part 91 activity was basically flat, while Part 135 activity declined for the tenth straight month. The aircraft categories were mostly negative with Mid-size Jets posting the only increase from 2018. Light Jets dropped the most.

Month over Month

Month-over-Month, results by operational category were all positive, with Part 91 activity posting the largest monthly increase and Fractional flight activity not far behind. By aircraft category, all of the results were in the black for March, with Turboprops posting the largest increase.

April Forecast

For April 2019 TRAQPak analysts estimate there will be a 0.2% increase in overall flight activity Year-over-Year. MI www.argus.aero

Flight Activity – Europe There were 66,736 Business Aviation departures in Europe during March according to WingX’s latest monthly Business Aviation Monitor. That’s a strong increase compared to February, but just a 0.7% growth in YoY flights... During March, a large increase in piston traffic offset declines in business jet and turboprop traffic. Overall, Q1 2019’s total activity is up by 0.6% versus Q1 2018. March saw some minor growth in the top market (France), but slight declines in activity in Switzerland and the UK. A larger decline was recorded for Germany, which came in the Small and Mid-size Jet categories. Q1 2019 growth is strongest in Spain with total Business Aviation activity up 9% over Q1 2018. Large Jet activity was up 2% during March, with strong gains in Italy where departures were up by 12% YoY. MidSize and Small Jet flights fell 2% YoY. Overall trends in flights within Europe were slightly up, but down on the last 12-months trend. European departures to North America and Africa were up, but flights to the Asia-Pacific region fell by 12%. Arrivals into Europe from CIS were up by 3%, but well down for Q1 as a whole. Charter/AOC activity dropped 1% in March, reinforcing a much weaker trend so far this year compared to last. Conversely, private flight activity increased 3%, extending a stronger trend compared to the last two years. “Total Business Aviation activity continues to eke out some growth this year, but business jet activity is clearly slowing, as evidenced in the charter market,” summarized Richard Koe, managing director, WingX. “This is coming from a big drop off in peripheral markets such as Russia and Turkey, and a slowdown in key city hubs, notably London, which is a direct consequence of business uncertainty and falling consumer confidence as Brexit drags on.” MI www.wingx-advance.com

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Understanding the Business Aviation Market - with AvBuyer

20  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

www.AVBUYER.com


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MARKET INDICATORS

AVBUYER.com

Mixed Signals in Used Gulfstream Markets Hagerty Jet Group previously predicted a choppy 2019 for business jet transactions, and entering Q2 2019 it continues to sense mixed market signals, with some buyers pursuing off-market transactions… A steady transaction volume is noted, but with increasing supply and notably decreasing ask prices, transaction volume in Q1 2019 was stronger than Hagerty Jet Group was anticipating. “Most used Gulfstream markets we track had stronger transaction volume in the past quarter than the prior 12 months,” Hagerty Jet Group reveals. Most notably, there were 16 G550 sales in Q1 2019, almost double the average of the previous three years. “We tracked a spike in off-market aircraft transactions that were not publicly advertised or were unknown by market participants,” the company adds. As many as six of the 16 G550 transactions for the quarter were considered off-market, and Hagerty Jet Group considers this as an indication that many buyers are frustrated by the lack of good inventory and are seeking direct opportunities with unlisted aircraft. Although average values remain flat across most makes and models, Hagerty Jet Group expects prices to soften in Q2. In the G550 market alone there were 14 price reductions in Q1 with an average decrease of 9%, suggesting sellers are lowering price expectations to compete for buyers who are otherwise considering off-market alternatives. “Although the G550 market had a bump in value of nearly

10% in 2018, we believe demand will wane with fewer transactions in Q2 than Q1 and at lower prices,” Hagerty Jet Group predicts. “General sentiment from our peers in the broker community signals a decrease in overall demand as global economic uncertainty continues to loom.” MI www.hagertyjetgroup.com

eVTOL Aircraft Market: Global Forecast to 2030 The demand for increased efficiency in commercial operations is the key factor influencing the growth of the eVTOL aircraft market, according to a recent report from Netherlands-based ASDMedia BV. According to the report, the eVTOL aircraft market is estimated to be US$162m in 2025 and is projected to reach $411m by 2030, at a CAGR of 20.42% during the forecast period. The demand for enhanced efficiency and human safety and increasing investment activities are expected to drive the market. However, the limited reliability of eVTOLs during transportation and the inability to predict the external environment are expected to hinder the market. According to the report, Asia-Pacific is estimated to lead the eVTOL aircraft market in 2025 and is projected to grow at the highest rate during the forecast period. The study segments the eVTOL aircraft market on the basis of Lift Technology (Vectored Thrust, Multirotor, Lift Plus Cruise), Application (Commercial, Military, Cargo), Type of Propulsion (Electric/Battery, Electric/Hybrid, Electric/Hydrogen), MTOW (<250 Kilograms, 250–500 Kilograms, 500–1,500 Kilograms, >1,500 Kilograms), Mode of Operation (Optionally Piloted, Piloted), and Range (0–200

24  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Kilometers, 200–500 Kilometers). It then maps these segments and subsegments across the major regions of the world, namely, North America, Europe, Asia Pacific, the Middle East and Latin America. page 28 MI www.asdreports.com

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SPARFELL AVIATION GROUP’S CHAIRMAN LEADING WITH PASSION A leader in global aviation, Philip G. Queffelec has made it his personal mission to elevate aviation services to new heights

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hilip G. Queffelec was born into the world of aviation, his own father a renowned pilot. Already as a young child, he knew his dream would be to follow in his father’s footsteps. Philip has dedicated his life to aviation, founding his first company within the industry in 1988. A serial entrepreneur at heart, he would go on to found several companies, representing MacDonnell Douglas in Europe through Euro Aircraft Trading in the 1990s. In the year 2000, he founded two companies dedicated to private aviation in Geneva: Corporate Jet Management and Masterjet. Since day one, Philip has made it his personal goal to strive for excellence in each endeavour, and his efforts paid off with Masterjet (now part of Luxaviation Group), which rose to the leading company in aircraft acquisition, management and operation in France and Portugal in under ten years.

Philip went on to found Sparfell Aviation Group, setting out to leverage his own experience within aviation and bring together a global team of experts to deliver an elevated experience across the board. Since its founding, Sparfell Aviation Group has upheld Philip’s dedication to providing the highest level of service possible, from aircraft acquisition and leasing to defence and design. “Our force comes from our passion,” he explains. “I do not think you can do a great job if you lack passion for what you do.” As Founder and Chairman of Sparfell Aviation Group, Philip’s eyes are set on the skies. “With the group, I wanted to consolidate and integrate me and my partners’ expertise to develop a powerful synergy between aviation services and offer a tailor-made experience to every client.”

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3’086 TT, Newly Refurbished & Paint, RRCC, WiFi

2007 LEGACY 600 S/N 995

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MarketIndicators May19.qxp_Layout 1 16/04/2019 14:36 Page 5

MARKET INDICATORS

AVBUYER.com

Is Winter Coming to the Asian Market? Asian Sky Group’s Jeffrey Lowe reflects on the market in China and throughout Asia-Pacific in 2018, and the prospects for the year ahead. The US has its “Sage of Omaha” in Warren Buffet. Here in Asia we have Superman – Li Ka Shing. And he’s “super” because he started work at the tender age of 15 in a plastics trading company and when he retired in 2018 he was worth US$38bn and held the title of the “Richest Man in Asia”. So, when Mr. Li speaks, people listen. Recently, looking ahead at the economy in 2019, he said “it will probably be very complicated – everyone should be cautious”. You could literally hear the wallets being put back into pockets. Other industry giants in China have joined in. Baidu CEO and the Chairman of Cheung Kei Group have warned “winter is coming” and that this winter will be “colder and longer than expected”. Then on the heels of these dire proclamations, the Chinese Government announced the economy grew at its lowest rate in 10 years – a mere 6.6% with expectations that it will worsen through the year. Not a surprise then that people are buying fewer mobile phones, cars… and aircraft - and selling more of them too.

Chinese Fleet Exodus?

Through 2018, ASG’s transactional consulting business advised on mostly an outflow of aircraft from Greater China into the US and Canada. Sellers could be categorized as a mixture of ‘replacement’ (with a new aircraft either delivered 28  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

or on order); ‘hard to still justify’ (by owners who only used the aircraft for 100 hours a year anyway); and ‘motivated’ (i.e. those with the bank knocking on the door). This latter category were not quite repossessions but were certainly controlled resales by the lender. A knock-on effect of this fleet upheaval has certainly been hard times experienced by the management companies, and making a buck is becoming harder and harder.

2018: A Year in Review

2018 had everything: Management companies going bankrupt and putting their AOCs up for sale; whole fleets of aircraft being put on the market to downsize and survive; senior management changes; and business model adjustments. Asian Sky Group expect more of the same in 2019 with management companies right-sizing, consolidating and seeking other sources of revenue. Every management company (it seems) is an aircraft broker now. Some are developing their MRO business or opening FBOs. All are making efforts to generate more revenue and grow. So, what actually happened and how did 2018 end? Did the Asia-Pacific fleet expand or contract? China has always been the growth leader in the region; how did it fair in 2018? Find out in the Asian Sky Group’s Year-End 2018 Asia-Pacific Business Jet Fleet Report. MI www.asianskymedia.com

page 30

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MarketIndicators May19.qxp_Layout 1 16/04/2019 14:52 Page 6

MARKET INDICATORS

AVBUYER.com

In-Service Aircraft Values & Maintenance Condition Asset Insight’s market analysis on March 31, 2019 covering 96 fixed-wing models and 1,656 aircraft listed for sale revealed an additional 2% inventory increase to the tracked fleet. Following are the details… Of the fleet categories, Small Jets experienced the largest inventory rise with a 3.2% increase. Medium Jet inventory increased 1.6% while Large Jets increased 1.5% and Turboprop inventory rose by 1.1%. Average aircraft value for the tracked fleet dropped 4.4% to post a figure just $20k higher than the record low value. While Large Jet values were the only ones to lose ground, it was sufficient to overcome the gain recorded by each of the other three groups.

$ Million

$1.50

$1.42

$1.45

5.191

5.15

$1.40 $1.35

A

M

J

Quality Rating

J

A

S

O

N

Maintenance Exposure

D

J

F

M

Quality Rating Trendline

Table B LOW RISK AIRCRAFT MODEL ETP RATIO G650 3.8% Boeing BBJ 5.7% F2000LX 10.8% Phenom 300 11.3% F900EX EASy 13.0% Citation CJ4 525C 13.5% Pilatus PC-12 14.3% CL605 14.5% F2000EX EASy 15.0% Citation Encore + 15.2% G150 18.7% Citation Sovereign 680 19.0% Citation CJ3 19.1% G550 19.3% G450 19.8% KingAir 350 - Post-2000 20.3% Hawker 900XP 20.9% Piper Meridian 21.3% F2000EX 23.2% CL300 23.5% Citation CJ2+ 525A 25.4% Global 5000 26.3% Learjet 45XR 26.4% Citation XLS (MSG3) 28.3% Citation Mustang 510 28.3% Phenom 100 29.6% KingAir B-200 - Post-2000 29.6% F900EX 30.1% Global XRS 30.6% Citation XLS 32.9% Hawker 850XP 34.0% Citation Encore 34.2% KingAir 350 - Pre-2001 36.4% F50EX 37.1% Citation CJ2 37.3% Learjet 60XR 37.9% Embraer Legacy 600 38.4% Citation CJ1+ 39.2

Fleet asset quality dropped 0.5% in March to record a 12-month low figure. The change in fleet mix resulted in higher quality Large Jets remaining in the inventory fleet. Medium Jet buyers focused on higher quality assets, resulting in the group’s 12-month worst Quality Rating and Maintenance Exposure figures. The Small Jet inventory, meanwhile, ended the month with a nominal drop in asset quality, but a hefty 14.9% improvement in Maintenance Exposure, nearly equalling the group’s 12month average. Finally, Turboprop Quality Rating and Maintenance Exposure figures were relatively unchanged. Overall, our tracked inventory posted the following figures: • The Quality Rating receded for the third consecutive month to post a 12-month low figure, but remained in the ‘Very Good’ range, dropping from 5.219 to 5.191 on Asset Insight’s scale of -2.5 to 10. • While the current inventory fleet is anticipated to experience more near-term maintenance events, these will be somewhat less expensive, and Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) improved/fell 3% to $1.42m, virtually tying the fleet’s 12-month average.

Maintenance Exposure to Ask Price (ETP) Ratio

30  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

5.35

5.25

Inventory Fleet Maintenance Condition

The ETP Ratio is a useful indicator of an aircraft’s marketability. It is computed by dividing the asset's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by its Ask Price. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s time on the market increases, usually by more than 30%. During Q1 2019, assets whose ETP Ratio was 40% or more were listed for sale over 62% longer (on average) than aircraft whose Ratio was below 40% (237 versus 384 Days on Market). Asset Insight’s March analysis also noted that nearly 52% of all tracked models, and over 62% of the tracked fleet posted an ETP Ratio above 40%. Overall, the

Table A

Fleet Maintenance Condition

HIGH RISK AIRCRAFT MODEL ETP RATIO Citation Excel 560XL GV G200 Premier 1A Piaggio P-180 II CL604 GIV-SP (MSG3) KingAir 300 Hawker 400XP KingAir B-200 - Pre-2001 F900B Learjet 45 F900 Citation Bravo F2000 Premier 1 Citation V Ultra Learjet 45 w/APU Hawker 800XP Citation V 560 Hawker Beechjet 400A Global Express GIV-SP Piaggio P180 Hawker 1000A Learjet 60 F50 Citation VI KingAir C90 Citation ISP Citation II G100 Hawker Beechjet 400 GIV Hawker 800A CL601-3R Learjet 35A Learjet 31 CL601-3A Learjet 55 CL601-1A F20-5

41.2% 41.6% 42.7% 43.7% 47.9% 48.0% 48.4% 50.1% 50.2% 51.3% 52.9% 53.6% 56.3% 59.5% 60.9% 66.9% 68.0% 70.2% 70.3% 75.6% 77.2% 77.4% 80.7% 88.5% 91.4% 100.4% 105.8% 109.2% 111.2% 114.3% 135.1% 137.0% 144.8% 148.4% 158.0% 158.1% 175.7% 177.2% 188.8% 217.9% 249.8% 301.0%

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

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MarketIndicators May19.qxp_Layout 1 16/04/2019 16:33 Page 7

MARKET INDICATORS

Large Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

Scale -2.500 to 10.000

$ Millions

Mar-19

Feb-19

Jan-19

5.200

Dec-18

$3.20

Nov-18

5.300

Oct-18

$3.30

Sep-18

5.400

Aug-18

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Jul-18

Aug-18

Jun-18

May-18

Apr-18

$10.5

$11.2

$3.40

5.472

Jul-18

$11.5

5.500

Jun-18

$12.5

$3.50

May-18

$3.48

Apr-18

$13.5

tracked fleet’s ETP Ratio decreased (improved) during March to 66% from February’s 70.2%. Specifically: • Large Jets worsened from 59.4% to 62.2%; • Medium Jets improved slightly, from 79.7% to 79.5%; • Small Jets posted the largest improvement, decreasing from 76.8% to 62%; • Turboprops remained unchanged at 52.9%.

upcoming maintenance events slightly, but the cost for those events is expected to be somewhat lower. Unfortunately for sellers, Ask Prices decreased 6.2% to post the lowest figure since May 2018. That was the main cause of the group’s ETP Ratio increase (degradation). But the greatest hurdle to completing transactions continues to be the large number of older aircraft and the scarcity of young, low time assets.

Market Summary

Medium Jets: Inventory for the tracked fleet increased by eight units in March, but the group’s average Ask Price improved another 0.8%. Surprisingly, higher quality assets were the ones primarily transacting, resulting in the remaining inventory posting the group’s worst 12-month Asset Quality and Maintenance Exposure figures. While the ETP Ratio is just below the group’s 12-month worst figure, sellers continue to test the Ask Price boundary and, so far, it does not appear to have dampened buyer interest or the level of transactions.

If you’ve been reading these reports you may notice that our tracked fleet increased by two models in March, which impacted the number of units analysed within the Large and Medium Jet groups. Even without these additions, however, both fleets would have posted an inventory increase. Large Jets: Inventory increased by five units, and March’s transactions were marginally focused toward higher quality assets. Changes to the inventory mix increased the number of

Ask Price vs. Maintenance Exposure

Medium Jets

Asset Quality Rating

$ Millions

$2.90

$1.28

Scale -2.500 to 10.000

$1.30 $1.25

$2.70

5.300

5.200

$1.20

32  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

5.000

Aug-18

5.023 Jul-18

$1.10

5.100

Jun-18

$1.15

May-18

Feb-19

Mar-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

Apr-18

$2.30

$2.53

Apr-18

$2.50

www.AVBUYER.com


MarketIndicators May19.qxp_Layout 1 16/04/2019 14:54 Page 8

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

Small Jets Ask Price vs. Maintenance Exposure

Asset Quality Rating

$ Millions

$0.85 5.500

Small Jets: Inventory increased by 16 units and, with sales focusing heavily on higher quality assets, the new fleet mix helped improve (lower) Maintenance Exposure by nearly 15%, while Asset Quality remained relatively steady. The greatest effect of all this was the 19% decrease in the ETP Ratio, which posted the group’s 12-month best (lowest) figure. With Maintenance Exposure decreasing and the ETP Ratio improving, Ask Price not surprisingly posted an increase (2.4%) with sellers pushing the figure above the group’s 12month average. Last month, Asset Insight stated that buyers could probably justify some very attractive offers, and they apparently did. Assetincreased Insight analytics (www.assetinsight.com) Turboprops: While inventory by another three

aircraft, the resulting fleet mix had minimal effect on the overall Insight analytics (www.assetinsight.com) Quality RatingAsset and Maintenance Exposure figures. At $1.49m, Ask Price for the tracked fleet remained on the low end of the narrow band maintained during the past twelve

MI www.assetinsight.com

Outstanding Excellent 5.500 5.250 or to Greater 5.499

Turboprops

$0.65 $0.60

$1.50 $0.55

www.AVBUYER.com

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

5.200 5.100 5.000

4.893

4.900 4.800

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

4.700 Jun-18

$0.50

May-18

Mar-19

Feb-19

Jan-19

Dec-18

Nov-18

Oct-18

Sep-18

Aug-18

Jul-18

Jun-18

May-18

Apr-18

$1.45

$1.49

Below Average Average 4.500 Less to than 4.749 4.500

Good 4.750 to 4.999

Asset Quality Rating

Apr-18

$1.48

Very Good 5.000 to 5.249

Scale -2.500 to 10.000

$0.61

$1.53

Asset Quality Rating Key

$ Millions

$1.55

Oct-18

months (between $1.48m and $1.53m). There’s comfort in this stability for buyers and sellers, and it is leading to healthy transactions for both sides.

Sep-18

Ask Price vs. Maintenance Exposure

5.100

Sep-18

$0.65

Aug-18

Mar-19

Jan-19

Feb-19

Dec-18

Nov-18

Oct-18

Sep-18

Jul-18

Aug-18

Jun-18

May-18

$0.70 Apr-18

$1.60

Aug-18

$1.70

5.338 5.300

Jul-18

$0.75

Jul-18

$1.80

Jun-18

$1.90

May-18

$1.82

Apr-18

$2.00

Scale -2.500 to 10.000

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

33


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Buying&Selling 1 May19.qxp_Finance 16/04/2019 12:02 Page 1

BUYING & SELLING AIRCRAFT

AVBUYER.com

B

BOMBARDIER CHALLENGER 350

Which Private Jets Will Replenish the Used Market? With a lack of newer inventory on the used business jet market right now, questions arise as to what will refresh and restock the market and satisfy renewed buyer demand. Dave Higdon reviews some of the likely candidates… sked for his take on the prospects for the used jet market, one broker told AvBuyer, “If my crystal ball worked that well I'd have an across-the-board bet on the Kentucky Derby.” Another echoed, “You're asking me something equivalent to picking all six numbers in the next lottery drawing.” One market analyst, who was willing to speak on-the-record, gave an assessment – and it was equally cloudy: “We’ve run similar analytics in the past, but only for aircraft that had been in production for a while,” explained Tony Kioussis, president and CEO of Asset Insight. “We also asked one of our partners (JETNET) to consider

A

38  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

how to derive this information, and they ran into the same problem.” It’s a data shortage that hampers the type of prognostications on which JETNET and Asset Insight have both earned their reputations. “The hurdle neither of us can overcome is that because the models of interest are just entering service, there is virtually no data we can use to support a useful conclusion,” Kioussis explains. “There is simply no way to know if historical buying patterns will hold. We suspect they won’t, due to the mentality of the millennial buyer and the operational capabilities of these new models.”

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BUYING & SELLING AIRCRAFT

EMBRAER PHENOM 300E

As existing owners receive their new Cessna Citation Latitudes, Gulfstream G650s, Bombardier Global 7500s and Challenger 350s (among other models), many used jets will flow into the marketplace. But it's difficult to predict which trade-ins and cast-offs will attract interest within the used markets because of the wide range of customertypes, the mission changes they experience, their reasons for replacing a previous jet, and their logic for buying a new aircraft. “Remember, some of these new airplane sales won't trigger the placement of a used aircraft into the marketplace because the company might be growing its fleet,” a west coast analyst explains. “Alternatively, some of those new airplanes will go to first-time owners. And others will be purchased by a fractional program that won't be placing the old jet on the resale market.” Several analysts suggest taking a cue from today's top-selling jets: “The best we can hope for is to get some indication from today's bestsellers because today's top choices in the new jet market will often become equally popular in the used market for all the same reasons,” explained the west coast analyst. “That in no way is meant to predict these jets’ individual demand – simply to extrapolate today's best-sellers into the future.” With that as a guide, we review some of the prospective stars of tomorrow, based on the reasons they sell well today. Following are the top recommendations from a few analysts who are willing to ‘go out on a wingtip’…

Bombardier Challenger 350

When GAMA delivered its 2018 shipments report, some unexpected names rose to the top due to their sales success. The ‘Best Seller’ for the year 40  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

CIRRUS SF50 VISION

was Bombardier's Challenger 350 business jet, with 60 units delivered. A Super Mid-Size Jet, the Challenger 350, quickly racked up sales because of the depth of its capabilities and performance. For example, with a full cabin of 10-11 passengers the Challenger 350 provides a cruise range of 3,200nm at Flight Level 450. And while shorter than previous Challenger models, the Challenger 350 offers a tall cabin, making it popular with individuals, companies and fractional programs alike. Analysts expect the Bombardier Challenger 350 to hold much of its value, starting at a standard-equipped price of ~$27m – a value equation likely to carry over to the used jet market.

Embraer Phenom 300E

The larger of Embraer's two strong-selling Light Jets, the Phenom 300E led the Light Jet shipments in 2018. The Phenom 300 has been a big-seller for years and is now in its new incarnation as the 300E. With 57 new Phenom 300Es shipped last year, the airplane continued Embraer's seven-year run with this top-selling jet. The popular Phenom 300E, priced in the region of $9.5m, provides the capability to fly nearly 2,000nm with six passengers in the cabin. The biggest challenge a prospective used Phenom 300E buyer may face is finding an owner willing to sell.

Cirrus SF50 Vision

Another top seller is the first-in-history singleengine private jet – Cirrus’s SF50 Vision Jet, which appears to be destined for strong sales after Cirrus delivered 63 in 2018. Tailored for owner-pilots and small businesses, www.AVBUYER.com

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GULFSTREAM G650

CESSNA CITATION LATITUDE

Cessna Citation Latitude

the Vision provides a Garmin integrated panel geared to its single-pilot status. At a cruise speed of about 300kts, the Vision competes well with other lighter jets and turboprop singles. Its 1,300nm range makes it an ideal candidate for those business trips that start and end back home – on the same day. The Vision is also attractive to operators ready to move up to a jet – particularly with a price of just over $2m. And Cirrus has already released its secondgeneration Vision, the Vision G2, with more features and more appeal. As Vision Jets trickle into the used market, analysts expect singleengine economics to drive demand among business owner/pilots and companies with modest air-travel needs.

With 57 units shipped in 2018, the Latitude was Cessna's best-selling jet, and a top-seller in the industry overall. While still very new, the Latitude's long-term potential and modern systems, performance and accouterments, and large Super Mid-Sized cabin, stand to appeal to future owners of the eventual pre-owned models that will flow into the market. With a cruise speed of almost 450 knots, long legs up to 3,280nm, and room to let its passengers roam, the Latitude has a bright future. Its popularity became clear quickly after the FAA granted the Latitude's type certificate in June of 2015, and the rapid growth in sales appears solid enough to create a significant pool of used examples as the years roll on.

Gulfstream G650

In Summary

It doesn't take a calculator or spreadsheet to recognize that selling more than 325 Large Cabin, Ultra-Long-Range jets in under six years is a remarkable, noteworthy accomplishment – particularly coming off the Great Recession. The combination of range and speedy performance of the G650 appear destined to make it a long-term, in-demand aircraft with appeal lasting beyond its production run. In fact, as an inproduction aircraft the G650 made the unusual mark of achieving such high demand that in the years after it was first introduced, prospective buyers were bidding up prices to own one. With a maximum operating speed of Mach 0.925 and a still-air range of 7,000nm, the G650's capabilities are exceeded only by its hangar-mate, the 7,500nm G650ER and competing Bombardier Global 7000. Expect to see plenty of buyers vying for their own G650 as used ones hit the future market. www.AVBUYER.com

There are plenty of positive signs of models that prove popular on the new aircraft market today that ought to impact the used market with just as much verve. As established by our analysts at the start of this article, though, without solid data the proof will have to play out over time. But there’s plenty of exciting potential for the future used market. ❙

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

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Buying&Selling 2 May19.qxp_Finance 16/04/2019 10:36 Page 1

BUYING & SELLING AIRCRAFT

AVBUYER.com

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Used Jet Market: Thoughts on the Year so Far… How has the used business jet market performed so far in 2019? And how can buyers and sellers ensure they get a good deal? Jet Tolbert offers the perspectives of the dealer broker community he has been speaking to over the past few months… o sum up the year so far, the used business jet market started 2019 slowly, but as things appear to be heating up many of the dealers and brokers I speak with are generally happy with the shape of today’s market and are regularly completing transactions. But what does the quickening in activity that we’re seeing mean for today’s buyers and sellers?

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A Summary of the Last Few Months

Let’s first consider what’s happened in the market in the past six months. December 2018 was unusually strong for aircraft transactions. While it’s traditional that December sees an increase in the number of transactions, almost every broker I’ve spoken with 46  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

experienced the same surge in transactions in December 2018, compared with what is traditional for that month. The general consensus was that January was either slow or steady with the closing of deals that were agreed during December 2018, and then February brought a slowing in activity (although the best pedigree, lowest-time aircraft could still have experienced strong offer activity). While sellers have been receiving serious sales enquiries all the while, it’s unsurprising to note that the sellers with higher quality aircraft have been receiving interest from a higher number of active buyers and some have even found themselves with back-up offers on the table, should a sale fall through. www.AVBUYER.com

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BUYING & SELLING AIRCRAFT

At the same time, sellers of similar aircraft with slightly higher time or ‘very good’ pedigree – as opposed to exceptional pedigree – may have received little interest during that same timeframe. Moving into March and April most brokerages spoken with have been reporting an upturn in serious enquiries and offers accepted, even on those aircraft that were receiving little, or no interest in the preceding months.

The Current Market Questions

Could the increase in activity be related to a growing confidence in the stock market and the strong dollar? Or could this latest flourish in buyer activity simply indicate that people are keen to get a transaction finished before the traditional summer lull? Historically the market becomes frustrated after Memorial Day as even the most serious buyers and sellers can be hamstrung when executives and business partners are out of reach on vacation. Or maybe the opposite could be true and the current activity could hold strong through the summer. Either way there will be more aircraft arriving on the market as we move closer to Q4, providing more options for buyers to consider.

A Note on the Off-Market Scene

There have been mentions lately about a rise in ‘off market’ transactions, fueled by the lack of newer

Make More Informed Buying Decisions with

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AVBUYER.com

inventory on the used market. It’s important to note that while a buyer might like to find an offmarket ‘deal’, they’re less likely to find a seller prepared to accept an offer in line with what the market will bear.

In Summary…

From a seller’s perspective there are buyers out there today for high quality, well maintained aircraft. If that describes an aircraft you’re looking to place on the market, then you can be confident of receiving buyer interest. And with the right advertising, sellers with indemand aircraft can leverage their bargaining power to not only yield an attractive offer, but potentially have back-up options in case the first buyer gets twitchy. Today, more than ever, the assistance of a buyer’s agent or seller’s broker will help navigate the pitfalls, and entanglement with counterparties (as can be the case when attempting an ‘offmarket’ transaction). The experience of a well-established, respected firm with a good handle on the market and all its available advertised and ‘off-market’ inventory will make all the difference. More information from www.americanaircraftsales.com ❙ Jet Tolbert is President of American Aircraft Sales. Established in 1968, it is a premier brokerage firm which has been a trusted partner since corporations first began utilizing jet aircraft to grow their businesses. With offices in the US, a Latin America sales team and a partner office in Zurich, Switzerland, American Aircraft Sales is an active NBAA, IBAC, EBAA & AsBAA member.

www.AVBUYER.com


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Avjet multi May.qxp_Layout 1 17/04/2019 14:20 Page 1

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Buying&Selling May19.qxp_Finance 16/04/2019 10:30 Page 1

BUYING & SELLING AIRCRAFT

How to Maximize Aircraft Bonus Depreciation in 2019 Are you planning on buying a business jet or turboprop this year? David Mayer offers insights on how bonus depreciation works, and how you can maximize its benefits…

f you plan to purchase a private aircraft in the US this year, developing and executing an appropriate tax strategy before you enter into a letter of intent or contract to purchase the aircraft enhances the likelihood that you will be able to take 100% depreciation (bonus depreciation). This strategy should incorporate your projected business revenues, intended aircraft use, and unique attributes as a business taxpayer relative to taking depreciation deductions. Depreciation is an allowance Congress enacted to encourage businesses to purchase capital equipment and other tangible personal property such as private aircraft. Depreciation allows business taxpayers to claim an annual tax deduction to recover the aircraft cost (or other basis (adjusted cost)) of the property for its wear and tear, deterioration or obsolescence. A taxpayer usually deducts depreciation over a certain number of years called the ‘recovery period’.

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Straight-line, MACRS & Bonus Depreciation

Perhaps the best-known depreciation method is straight-line under the Alternative Depreciation System (ADS). This method allows the taxpayer to deduct roughly equal parts of the aircraft cost or other basis over the applicable recovery period. The recovery period depends on the 52  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

predominant use of the aircraft. As a rule of thumb, the recovery period is six years for FAR Part 91 aircraft (private use) and 12 years for FAR Part 135 aircraft (commercial use, such as chartering or carrying freight). The Modified Accelerated Cost Recovery System (MACRS) is another way to depreciate aircraft. The Internal Revenue Code (IRC) sets forth specific requirements that a taxpayer must meet to qualify to use this accelerated depreciation method. MACRS allows a taxpayer to write off its aircraft in five years for FAR Part 91 (private use) aircraft and seven years for FAR Part 135 aircraft (commercial use). A taxpayer takes depreciation in the early years of the recovery period relative to approximately equal parts under the straight-line method. Although the total depreciation taken under the straightline and MACRS depreciation methods is the same, acceleration of depreciation under MACRS increases the time value of the tax benefits of MACRS compared to the slower straight-line method. Consequently, a tax advisor can help evaluate the system and method that maximizes depreciation arising out of a taxpayer’s unique circumstances. Taxpayers must comply with the MACRS requirements for an aircraft to be eligible for bonus depreciation. Under the www.AVBUYER.com

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AVBUYER.com David Mayer is a partner in the global aviation practice group at the Shackelford Law Firm in Dallas, Texas. His practice encompasses worldwide private aircraft matters, including regulatory compliance, tax planning, purchases, sales and financing, risk management, insurance, cross-border structuring, operations and more. Learn more at https://shackelford.law

Tax Cuts and Jobs Act of 2017, bonus depreciation applies to new and, for the first time, pre-owned aircraft acquired and placed into service after September 27, 2017, and before January 1, 2027, with a phasedown of 100% depreciation starting 2027. Importantly, to depreciate a pre-owned aircraft, the taxpayer must not have used the aircraft before purchasing it.

Qualified Business Use

The IRC establishes qualifications for, and limitations on, deducting depreciation under MACRS and, by extension, bonus depreciation. MACRS requires that an aircraft must be used in a trade or business, or for the production of income. A taxpayer must also ‘predominantly’ operate the aircraft for ‘qualified business use’ (QBU). In other words, QBU generally means the aircraft operates in connection with the taxpayer’s business enterprise conducted regularly and continuously for income or profit. Predominant use generally refers to 50% or more of total aircraft use per tax year. In part to guard against taxpayer abuse of depreciation deductions, the IRC has placed aircraft in a special category called ‘listed property’ under IRC Section 280F. In general, listed property that a taxpayer does not use more than 50% for business will not qualify for MACRS or bonus depreciation. Instead, such property must be depreciated under the slower ADS using the straight-line method. In relation to depreciation, the failure to comply with MACRS may arise out of excessive personal use under the listed property rules and MACRS requirements discussed above. However, in certain circumstances, an aircraft may be eligible for bonus depreciation if the taxpayer can demonstrate 25% business use. Once the 25% threshold is met, this special rule in IRC section 280F allows a taxpayer to add in other activity that the rule initially excludes from the QBU test. The effect of the add-back is to boost the business use above the basic 50% requirement. It is important to prepare contemporaneous and detailed records that support all aspects of QBU on the assumption that the IRS will ask for the records. IRC Section 274 describes various types of personal use of aircraft. Often, personal use refers to the use of the aircraft for entertainment, amusement or recreation such as parties, golf outings, family vacations and sporting events. But it can also mean personal use of an aircraft for another reason: non-entertainment such as travel of an aircraft passenger for business unrelated to the business activities of the tax-paying entity that owns the aircraft. If an aircraft is used for entertainment purposes, the IRC has a special provision that minimizes the impact of personal use on bonus depreciation. For purposes of depreciation, the provision allows a taxpayer to elect the straight-line www.AVBUYER.com

calculation of the disallowed deductions attributable to entertainment use. The provision permits a taxpayer to claim bonus depreciation in the acquisition year and, concurrently, elect separately to calculate an IRC Section 274 “entertainment disallowance” using the straight-line method. This election allows the taxpayer to deduct more depreciation in the year of acquisition than it otherwise would without the special IRC section 274 rule. This area deserves planning attention as it might, if structured correctly, provide a taxpayer with an increase in after-tax value and spur the taxpayer to establish an entertainment travel policy that applies this provision.

Compliance: Recapture Income

Clients often ask whether they can claim bonus depreciation in the acquisition year by satisfying the QBU and other MACRS eligibility requirements in that year and keep bonus depreciation if they do not satisfy the QBU and other MACRS eligibility requirements after the acquisition year. In this scenario, the answer is ‘no’. And the consequence might be very expensive for the taxpayer because the Internal Revenue Service (IRS) can use a ‘recapture’ provision. By doing so, the IRS causes the taxpayer to recognize income for the excess depreciation taken over the allowable straight-line method, as calculated through the year of recapture. After that, the aircraft remains on straight-line and cannot return to MACRS. At a minimum, the taxpayer should track and record the QBU and other MACRS eligibility requirements throughout the ADS recovery period and, to be on the safe side, as long as the taxpayer owns the aircraft. Once a taxpayer qualifies for MACRS and bonus depreciation, the taxpayer will still encounter such other limitations as the passive activity loss limitations, the excess business loss limitations, and the hobby-loss rules. Prospective purchasers of aircraft seem universally interested in 100% bonus depreciation, but, as a taxpayer, the purchaser should not assume either that the aircraft will be eligible for bonus depreciation or that bonus depreciation will offer the optimal tax and economic solution. Still, by planning ahead of a purchase and involving specialized aircraft tax advisors, a purchaser should be able to identify the appropriate type of depreciation to maximize the reduction in its taxable income and lower its after-tax cost of capital. It certainly seems worth looking closely at bonus depreciation as it is easy to appreciate the significant value it might provide in an overall tax strategy. ❙ This article was published in a recent issue of AINsight.

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Jeteffect 6 aircraft May.qxp 16/04/2019 15:07 Page 1

Gulfstream G550 • S/N 5045

Gulfstream G500 • S/N 5100

Gulfstream G200 • S/N 156

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Jeteffect 6 aircraft May.qxp 16/04/2019 15:07 Page 2

Falcon 50EX • S/N 313

Citation Sovereign+ • S/N 680-0510

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Learjet 45 • S/N 079

Learjet 40XR • S/N 2044

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Flight Planning May.qxp_Finance 16/04/2019 14:09 Page 1

FLIGHT PLANNING

What to Know When Planning a Flight to Europe International Business Aviation operators flying into Europe can expect to find a sophisticated infrastructure, thanks to

efforts by EASA. But that’s no reason to relax trip planning,

as Keegan Coutinho of Click Aviation Network highlights… aving been involved in trip support operations and flight planning for seven years prior to joining Click Aviation Network shortly after its inception, Keegan Coutinho is a current FAA dispatch license holder. As an integral member of the Click trip support team, Coutinho focuses his expertise mainly on flight planning and communicating with flight crews on international trips around the world, preparing flight plans tailored to an operator’s specific needs. AvBuyer caught up with Coutinho to seek his best advice to operators flying into Europe.

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AvBuyer: What are some of the complexities regularly encountered by international operators flying to, or over Europe that justifies hiring a trip planner? Coutinho: Thanks to the network built by EASA (the European Aviation Safety Agency), the process of transiting or operating to Europe has become fairly easy today. But international operators should continue to use a trip planner when flying there, primarily because of the regulations that are continually being developed to help ensure Europe’s airspace www.AVBUYER.com

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becomes safer and facilitates a growing volume of air traffic. A trip planner will help provide clarity, assisting with the feasibility of an international operator’s trip. As an example, it’s crucial to have the operator clarify the purpose of flying to their preferred European countries and ensure the appropriate documentation is available. AvBuyer: What aspects of travel to Europe do you find often surprises international operators flying there? Coutinho: There are definitely areas that could catch an international operator out without adequate planning. One prime example is where international operators sometimes assume that because operating within European airspace is relatively easy (compared to flying in other continents) they don’t feel the need to acquire the necessary documentation. Items such as a third-country operator certificate establishes that the operator and aircraft are compliant with the international safety standards and are therefore fit to operate within Europe. Failure to secure such a certificate prior to flying into European airspace will lead to problems for the operator. AvBuyer: Does the fact that a country is a member of the European Union necessarily mean a uniform set of procedures are required of operators traveling to that country? Coutinho: The procedures laid out by the governing bodies of the EU nations are relatively similar. However, with Brexit in motion, and the uncertain political and economic climate of the eastern EU countries, it’s imperative a trip planner offers as much support to

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an international operator as possible. This will help ensure the authorities are provided with all the documentation required for clearing a flight to operate into the region. AvBuyer: What are the three main things for an international operator to keep in mind when planning a successful trip to Europe? Coutinho: Of all the elements of trip planning, compliance ranks top. You’ll have picked it up already within this interview, but it’s essential to have all your documents verified and in place before flying so as to avoid delays or complications to your trip. Safety is another key consideration for international operators. The standards set by EASA are stringent when compared to the safety regulations implemented by some less-developed countries. Many international operators will therefore need to ensure due diligence is carried out relating to aircraft equipment checks and upgrades. Finally, EASA (and other related bodies) have been working extensively to reduce aviation carbon emissions (and thus reduce the carbon footprint on our planet). Measures such as route optimization, fuel-efficient engines, and development of biofuel as a fuel source are some of the many items EASA would like operators to co-operate with and implement. So international operators seeking to operate into Europe should be thinking about how their flight plan will minimize the carbon footprint of their trip. More information from www.click.aero ❙

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OWNERSHIP

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How to Assess Risk When Flying in Volatile Airspace With the political climate in certain parts of the world constantly

changing, aircraft operators visiting or overflying these areas need to

take extra care. David Colindres shares the risk assessment advice he offers all members of the San Marino Aircraft Registry…

t was at the age of 17 that David Colindres’ father and friends sparked his interest in aviation. After several summers spent working with his father at the Registry of Aruba, he realized how fascinating the world of aviation was, and particularly those aviation professionals who were running the industry. “There was a culture – a passion, and especially opportunities for significant growth within the industry,” he reflects. After graduating from business school at Purdue University in 2001, Colindres worked with the Registry of Aruba and was responsible for 80 private Jets. After 12 years learning the business, a new

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opportunity presented itself as his father expanded the business and secured a long-term agreement with the Government of San Marino to establish the San Marino Aircraft Registry (SMAR). David was tasked with leading the development and implementation phases, and then subsequently was asked to manage its operations as President – the position he continues to hold with SMAR today. SMAR currently has a registered fleet of around 230 aircraft. Eighty percent of these aircraft operate privately, and 18 organizations hold AOCs for Part 135 operations. Among the more common types registered with SMAR are Airbus Corporate

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Jets, Boeing Business Jets, Bombardier Challengers and Globals, Gulfstream G450s, G550s and G650ERs, and Dassault Falcon 7Xs and 8Xs.

Advice on Secure Operations

Occasionally there may be a need for a registered member to fly into a region with a heightened need for security. Colindres advises SMAR members over such matters through safety notices. “According to ICAO Legal Requirements and Guidance under Annex 17, each state is obliged to develop regulations, practices and procedures in compliance with ICAO standards, and to integrate geopolitical factors that will be unique to each country,” he highlights. “The goal is the safety of passengers, crew, ground personnel and the general public in all matters related to the safeguarding against acts of unlawful interference with civil aviation. That is the theory. However, the practice can be very different in a politically volatile state, or a conflict zone,” he warns. “The aim of the safety notices we issue to operators on our registry is to ensure they are aware of the risks of traveling to such regions and nations and are encouraged to take all the reasonable steps to ensure safe operations. “The safety and security of an aircraft operation in or near a particular geographical area or location is entirely the responsibility of the aircraft operator,” Colindres continues. “So, we recommend the operator carefully considers the risks and potential consequences of operating in or near conflict zones, whether or not they are officially publicized.” Operators of business jets and turboprops, like the commercial airline operators, will already have a framework in place, Colindres explains. “Such operators are required to have a Safety Management System (SMS), and we recommend that the SMS principles are applied to conduct a safety and security risk assessment when a trip is planned into a politically volatile region or a conflict zone.” “Operators need to take into account global airspace risks communicated by the states themselves, and also by third parties, including NOTAMs, AICs and any other sources.”

No Risk Assessment? No Excuses…

Colindres points out that private operators of smaller aircraft are also required to have an SMS and therefore are responsible for conducting a thorough risk assessment. “As the nature of conflict and the area and airspace affected may change unexpectedly, 62  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

David Colindres

operators are advised to update their risk assessments according to the circumstances and the information available,” he continues. There is a variety of useful sources of information, including ICAO’s Conflict Zone Information (https://www.icao.int/czir), which contains a state’s own source of information related to risks to civil aviation. “Be aware, however, that states with conflict zones are not likely to advise ICAO,” Colindres warns. Other sources include EASA’s Conflict Zone Information Bulletins (https://ad.easa.europa.eu/czib-docs/page-1), NOTAMs, and State Aeronautical Publications (i.e. AICs) which are useful for risk assessment purposes. Finally, operators planning trips into volatile regions should be closely monitoring all sources of information before operating their flights. “You should always pay close attention to the news and media reports about your destination in the weeks, days and hours before travel,” Colindres concludes. ❙ More information from www.smar.aero www.AVBUYER.com


We welcome you at our stand No. L71


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Is Business Aviation Prepared for CORSIA? How is the Business Aviation community seeking to reduce its carbon footprint, and what should operators be aware of for their future operations? Mike Chase highlights in his latest JETNET >>KNOW MORE industry review…

he United Nations’ International Civil Aviation Organization (ICAO) serves as a global forum to develop policies and standards for the aviation industry, including a comprehensive set of measures to address greenhouse gas emissions. In 2016 an agreement was reached at ICAO to set up the Carbon Offsetting and Reduction Scheme for International Aviation (CORSIA). ICAO’s global emissions scheme required all aircraft operators to monitor their emissions on all international flights, beginning January 1, 2019, to help reduce emissions with improvements in aircraft technology and in operations and infrastructure, and to further the use of aviation biofuels.

T

64  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

A new aircraft noise standard became effective on January 1, 2018, and new aircraft carbon dioxide (CO2) emissions and engine particulate matter standards will become effective on January 1, 2020.

How Significant are Air Travel Emissions?

Air travel accounts for nearly 9% of carbon dioxide emissions from the US transportation sector. US commercial air travel accounted for most of the aircraft-related carbon dioxide emissions, with military and General Aviation making up the rest. On July 25, 2016, the US Environmental Protection Agency (EPA) issued the final endangerment finding under section 231(a)(2)(A) of the Clean Air Act for aviation emissions. Both EPA

www.AVBUYER.com

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Ownership 1.qxp_Finance 16/04/2019 15:45 Page 2

OWNERSHIP

AVBUYER.com

O

Quantitative Goals for the Fuel Burn, Emissions, and Noise Metrics Under CLEEN I & CLEEN II G OA L A R E A

CLEEN I GOALS

CLEEN II GOALS

Noise (cum below Stage 4)

-32 dB

-32 dB

-

LTO NOx Emissions (Below CAEP/6)

-60%

-75% (-70% re: CAEP/8)

Aircraft Fuel Burn

-33%

-40%

and FAA expect to take a similar approach in promulgating future domestic aircraft greenhouse gas standards for aircraft that are covered. Traditionally, both the EPA and FAA have worked within the ICAO process to establish international emission standards and related requirements for other pollutants. US aviation is part of the increasingly interconnected global aviation sector which makes up about 2% of the world’s carbon dioxide emissions, but is one of the fastest growing sources. From 1990 to 2010, global aircraft carbon dioxide emissions grew by about 40%. If global aviation were a country, it would rank as the seventh largest carbon dioxide emitter. US aircraft emissions represent 29% of all global aircraft emissions, according to the Center for Climate and Energy Solutions. And overall, global aircraft emissions are forecast to triple by 2050.

2019 European Aviation Environmental Report

The first edition of the European Aviation Environmental report was completed in 2016. The 2019 second edition has been prepared by the European Aviation Safety Agency (EASA), the European Environment Agency (EEA) and EUROCONTROL. The European Union (EU) is firmly committed to the goals of the Paris Agreement. To achieve its objectives, the European Commission (EC) has put forward ‘A Clean Planet for All’, a strategic longterm vision for a prosperous, modern, competitive and climate-neutral economy by 2050. The EC is making an irreversible shift to low and ultimately no - emission mobility by 2050 and its report confirms a longstanding effort for European citizens to be able to travel by air while leaving a minimal footprint. However, it’s recognized that the contribution of aviation activities to climate change, noise and air quality is increasing, impacting the health and quality of life of Europe’s citizens. 66  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

European Business Jet Operations

Business jet operations produce significantly less noise and harmful emissions than the Commercial Airline (jet and turboprop) fleet. The 2019 European Aviation Environmental report notes that a major factor in the low environmental impact levels from business jets is because they account for just about 7% of Europe’s total air traffic. The report notes, “The rapid expansion of Business Aviation up to 2008 was accompanied by the entry into service of new aircraft, but Business Aviation declined sharply with the economic downturn, which led to more frequent use of the existing aircraft and a gradual aging in the fleet.” Nevertheless, after slight increases in 2011 and 2013, the overall trend for business jets has been down, and in 2017 the sector was at its lowest point over the past 17 years. General Aviation turboprops were not included in the study. For some airline segments (i.e. regional turboprops) the trend for adding to noise or harmful emissions is increasing. The report says that although aviation accounts for just 3% of global carbon emissions, their combined effect “has not kept pace with the recent strong growth in the demand for air travel, thereby leading to an overall increase in the environmental impact.” Effective coordination between stakeholders is of “utmost importance to build on existing [mitigating] measures and address the environmental challenges, thus ensuring the longterm success of the aviation sector,” the report concludes.

A Note on the FAA CLEEN Program

The FAA Continuous Lower Energy, Emissions, and Noise (CLEEN) program is the principal environmental effort to accelerate the development of new aircraft and engine technologies, and advance sustainable alternative jet fuels. In 2010 the FAA initiated the first CLEEN Program, entering into five-year agreements with

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OWNERSHIP

Boeing, General Electric (GE), Honeywell, Pratt & Whitney and Rolls-Royce. These companies matched or exceeded the FAA funding in this costsharing program. Over the five-year period, the FAA invested a total of $125m, and with the funding match from the five companies the total investment exceeded $250m. In 2015 the FAA initiated a follow-on program called CLEEN II which continues efforts to achieve the CLEEN goals and develop and demonstrate aircraft technology and alternative jet fuels. Under the CLEEN II program, the FAA has awarded five-year agreements to Aurora Flight Sciences, Boeing, Delta Tech Ops/MDS Coating Technologies, General Electric, Honeywell, Pratt & Whitney, Rolls-Royce, and Rohr/UTC Aerospace Systems. These companies will match or exceed the awards in this cost-sharing program. The total federal investment is expected to be $100m over five years.

Sustainable Alternative Jet Fuel (SAJF)

In January 2019, Van Nuys airport in California was chosen to demonstrate the use of sustainable alternative jet fuel (SAJF) for business aircraft. The primary purpose was to dispel any concerns about the safety of business aircraft use of SAJF. World Fuel provided 8,000 gallons of the blended renewable fuel. The airport saw more than 140 departures of turbine-powered aircraft using this fuel during the event. Also drawing from those supplies were aircraft from Gulfstream, Bombardier and Embraer. Bruce Parry, IBAC’s environment director observed, “The single largest potential reduction in aviation’s greenhouse gasses is from the 68  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

AVBUYER.com

broad adoption of sustainable alternative fuels.” “Our industry is uniquely poised to make a huge, positive difference in the fight against climate change, not by changing how much we fly, but by changing how we fuel,” Bombardier’s president David Coleal added. “SAJF will enable a future of clean, efficient propulsion in Business Aviation.” “We look forward to the day this fuel is commonplace in our industry and we are all doing our part to reduce emissions worldwide,” Gulfstream president Mark Burns concluded. Gulfstream noted that each gallon of SAJF burned achieves more than a 50% reduction in greenhouse gas emissions, relative to petroleum-based jet fuel on a life-cycle basis. In response to CORSIA, the business jet industry has taken the first step as it begins seeking ways to reduce its carbon footprint with the use of SAJF. That’s a good thing, because, as stated above, ICAO required all aircraft operators to monitor their emissions on all international flights effective January 1, 2019, and new aircraft carbon dioxide emissions will become applicable from January 1, 2020. More information from www.jetnet.com

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 including JETNET. Contact Mike via mike@avbuyer.com

www.AVBUYER.com


@BOOTH R89

AD-1P AvBuyer-EBACE.indd 1

04/04/2019 15:16


Ownership 2.qxp_Finance 16/04/2019 14:29 Page 1

OWNERSHIP

Can we Maintain the Caliber of BizAv’s Future Pilots? Various factors could compromise the excellence of future pilots entering the

cockpits of business jets. What are these factors, and what could the industry do to maintain a high caliber of pilots? Andre Fodor reflects…

y invitation, I recently attended a gathering of industry leaders. The theme was to address the upcoming challenges facing Business Aviation and the discussion focused on how to identify and proactively manage those challenges. The gathering drew a good mix of participants, including managers of large flight departments, engineers, product development executives from the OEMs, and systems integration and test and

B

70  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

certification pilots. Of interest to everyone was the pilot shortage and how to attract new pilots to the corporate flight deck without compromising the high levels of operational capability and safety currently prevalent in Business Aviation. An influx of low-time, less experienced pilots could suffer from a loss of mentorship as seasoned pilots leave Business Aviation cockpits in favor of the airlines or retirement. So, the question was: ‘What will be the caliber of the next generation of corporate pilots and www.AVBUYER.com

w


Ownership 2.qxp_Finance 17/04/2019 15:27 Page 2

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

flight department managers?’ With aircraft cockpits becoming increasingly sophisticated and complex and airspace requiring a higher degree of navigational accuracy there is concern that there could be a deficit of seasoned experience. Airmanship and real-life experiences acquired through flight hours under the oversight of a seasoned pilot are proven safety enhancers.

Pilot Training Examples

So how are some of the new pilots entering the job market today coping? On a recent trip to the Middle East, the lead instructor of an ab-initio flight academy for a major airline told me his trainees begin with zero time and progress to 257 hours, all in jet aircraft. From the start, the training syllabus utilizes the same Standard Operating Procedures (SOPs), call-outs and profiles they will use in the airline’s cockpits. The students reside at the training facility, dress in airline uniform and the flight training format is the same as for the airline’s mainline flight training program. The goal is to deliver standardization and focused procedural training. The next aircraft flown by these graduates will be the large airliners that fly long-haul international trips. By contrast, one test pilot described to me his training with the Air Force. By the time he was 24 he was in charge of a fully-armed F16 flying in harmful territory. He described his level of proficiency as ‘very high’, although his total time was well below 700 hours. He attributed his proficiency to scenario-based training. That training had a high focus on simulations of failures and abnormalities. The goal he was set was to successfully complete his tasks without compromising safety while remaining under very specific guidelines.

Fault Tolerance

Only recently I learned about ‘fault tolerance’, which describes how an aircraft system can withstand a malfunction and using sensors and automation identify a fault, run it through a logic matrix, and automatically cope with the malfunction. Only then will it display the fault to the crew along with any additional procedures that may be required to manage the condition. Compared to redundancy (where there is a back-up to the primary system) fault tolerance aims to reduce human workload by preventing task saturation and managing the performance deficit of a low-experience pilot handling the high demands of modern aircraft and airspace. Consider the following example of fault tolerance during an aircraft’s malfunction: www.AVBUYER.com

The sensors identify and send a message to the fault tolerance management computer (FTMC). A generator has failed. The logic attempts to troubleshoot using a diagnostic application that looks for unusual conditions of the electrical system and the decision matrix accomplishes a generator re-set which is done automatically and in the background. The FTMC senses a new trip of the same generator, analyses the energy load requirements of the aircraft and re-configures the electrical distribution. It then sends an email message to maintenance control alerting of the malfunctions and what parts may be affected. Only after all these tasks are concluded does the Crew Alerting System (CAS) display an advisory message to the crew with instructions of any limitations or procedures that must be followed. It has managed the fault before giving notice of it without increasing workload – thus allowing the crew to focus on flying the aircraft. In due time, Fault Tolerance may grow beyond a maintenance application and become integral to crew resource management – just like having an additional crew member on-board. Conceptually, these new operational tools may play a role in broadening the use of single-pilot-flown or autonomously-flown aircraft. Such advancements in workload management will complement the human skill sets that are required to fly higher and faster in highly complex airplanes.

Decision-Maker or Spectator?

The greatest challenge to these leaps in technology is to maintain a solid interface between humans and technology. We must make sure that ultimately, the pilot is still the integral decision-maker and not a spectator to the technological wonders of automation. All these ‘bells and whistles’ must enhance the pilot’s ability to become better aviators and not replace our instincts, human prowess and decisionmaking for a few thousand lines of logic programing. During the Leaders gathering, we concluded that more than anything, it’s our responsibility to attract new talent to Business Aviation. For that to succeed, we need to deliver long-term career opportunities, with chances to progress, which are also a viable alternative to the airline cockpit. Most importantly, we need to shore-up training and experience with a strong mentorship and skilltransfer process that will help deliver the next generation of successful Business Aviation pilots and industry leaders. ❙ AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

71

O


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Ownership 2.qxp_Finance 16/04/2019 14:12 Page 1

OWNERSHIP

Avoid Overpaying for Your Jet Operation

A recent Bloomberg article described how high net worth individuals are potentially being taken advantage of by aggressive overcharges on their aircraft bills. David Wyndham considers this, and highlights ways to understand and manage your operating costsâ&#x20AC;Ś

ew specific examples were cited in the Bloomberg article, and unsurprisingly no aircraft owner was willing to attribute their name to such a story, but what it highlighted is that there are many different costs associated with owning and operating an aircraft. These will vary significantly from trip to trip. While transparency is offered as one solution to the issue of overcharging, that approach misses one important area: understanding. Aviation, like medicine or law, has a complex language that seems designed to confuse the layperson. With medicine and law, you have a professional at your disposal to assist with questions such as, "What do you mean I have hypertension?" or, "Just what is a waiver of subjugation?"

F

74  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Many aircraft owners, when faced with complex aircraft bills, have accountants to review and authorize bills for payment. But the accountant often lacks the expertise to fully understand the aircraft costs they are responsible for paying.

How Should Aircraft Costs be Presented?

Each bill submitted to an aircraft owner should be itemized with taxes, fees, labor, services and parts. Even with that level of detail, however, many are still unsure as to what the bill means and whether it is too costly. I have assisted several owners recently with a detailed review of their costs. While I have yet to come across fraudulent bills or blatant overpricing, it is easy to see why a reasonable question may be, "Why are these bills so high?" www.AVBUYER.com

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Ownership 2.qxp_Finance 16/04/2019 14:12 Page 2

AVBUYER.com

The first place to start to understand these costs is with a budget. The management company or aviation department must provide a budget based on the expected utilization of the aircraft. At the financial management level there needs to be enough detail so that individual accounts have differentiation, but not so many details that the complexity outweighs the benefits of detail.

Operating Cost Categories to Consider

Fuel: A major cost driver for most aircraft, the cost of fuel per gallon will vary and, in many instances, cheap fuel will beget add-on fees away from home. For example, itemized bills will often contain ramp fees and other services. Other Trip Expenses: These need to be verified too, and include items such as the catering, hotel and meals for the crew. I had one owner who stayed at high-end hotels. Wanting the crew to be immediately available, he had them stay at the same hotels. As a result, crew travel costs were far greater than what many would consider â&#x20AC;&#x2DC;normalâ&#x20AC;&#x2122;. www.AVBUYER.com

Maintenance Costs: More detail is required for this within the budget than just one item. Categories should specify whether the bill is for scheduled maintenance (i.e., an 800-hour inspection), or for unscheduled maintenance (i.e. changing a flat tire or replacing a burnedout landing light). Component overhauls and life-limited part replacement should also be noted. The annual budget should note the scheduled inspections with the expected flat rate, or the cost to inspect and replace mandatory items, and allow for the oncondition or unscheduled items that may also require service. The management company or flight department should get quotes for major maintenance from at least two qualified sources, if possible. And when requesting quotes, you should account for what is included and excluded. If, for example, there are scheduled parts to be replaced, is labor included or only the cost of parts? You must also consider time. For example, a low-cost bid that takes 60 days to accomplish

O

ď&#x20AC;š

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

75

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OWNERSHIP

AVBUYER.com David Wyndham is vice 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

may be worse than the higher cost bid with a 30day return to service. Maintenance costs vary from year-to-year and major inspections will cause a large increase in expenditures. These major scheduled inspections can occur every 6–10 years on the airframe; sometimes longer. Older airframes exceeding 20 years may see more age-related checks, and these should be accounted for. Engines are a separate consideration and require a major service very infrequently. For most private and corporate operations, an engine may have a 4,000-hour mid-life inspection and run 8,000 hours before it gets overhauled. At 400 annual hours, that overhaul is going to occur when the aircraft is 20 years old. Unscheduled events tend to be rare for turbine engines, but they do occur and can be extremely costly.

How to Make Maintenance Costs Predictable

Guaranteed hourly maintenance programs (GHMPs), as the name implies, set a fixed guaranteed rate for the maintenance. An engine GHMP is very common for jet engines. In fact,

since the financial crisis many lenders and lessors now require them as a standard term of condition. There are also airframe and parts-only programs available for many turbine aircraft. A GHMP will usually have a contracted price based on utilization and aircraft age and may incur a calendar and hourly fee, or just an hourly fee. A GHMP provides budget stability and peace of mind, as well as added resale value for the aircraft.

In Summary…

There needs to be good communication and clear expectations between the owner and management company or aviation department. Cost overruns need to be communicated as soon as they are known, and not after submitting the bill. Someone should spend a little time with the owner or accountant to review the major bills and, importantly, ensure there are no surprises. When in doubt, seek the opinion of a professional. Aircraft are complex machines that, when well-maintained, will provide safe and comfortable service for many years. ❙ More information from www.conklindd.com

AvBuyer - Read by Aircraft Owners Throughout the World 76  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

www.AVBUYER.com


It’s easy to see which Falcon owners have long-range plans.

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AirCompAnalysis May19.qxp_ACAn 16/04/2019 12:15 Page 1

JET COMPARISON

Aircraft Comparative Analysis Dassault Falcon 8X vs Bombardier Global 5000 In this month’s Jet Comparison, Mike Chase compares Dassault’s Falcon 8X Ultra-Long-Range business jet against Bombardier’s Global 5000. What are the areas each jet excels in…?

O

ver the following paragraphs we’ll consider various key productivity parameters including payload, range, speed and cabin size. Current market values will also be discussed. Which is the better option for a buyer in the market for an Ultra-Long-Range jet: Speed or range? This is one of the questions that will be considered in the following comparison…

About the Competitors…

The Dassault Falcon 8X entered service in October 2016. It was built with an extra 500nm range over the Falcon 7X. That range increase was enabled via an additional centerfuselage fuel tank and a lighter, re-designed wing. The re-worked wing also keeps the Falcon 8X competitive on short runways. It needs 6,000 feet to take off fully loaded but can stop in 2,150 feet. Three Pratt & Whitney Canada PW307D engines power this aircraft. As of this writing, there were 44 Falcon 8X business jets

78  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

in operation, all of which were wholly-owned. In March 2019, Europe had the largest Falcon 8X fleet percentage (56%), followed by North America and Asia (19% each). Together, they accounted for a combined 93% of the total fleet. The Bombardier Global 5000 has been in production since 2005 and also offers the advantage of having short take-off and landing performance. Powered by a pair of Rolls-Royce BR710 A2-20 turbofan engines, it has a high-speed cruise of 499 knots, and its takeoff range is exceptionally short. Loaded to its maximum take-off weight, it can take off in around 5,000ft. There were 229 Global 5000 business jets in operation at the time of writing, 215 of which were wholly-owned. One was in shared ownership and 13 in fractional ownership programs. North America was home to the largest Global 5000 fleet percentage (47%) in March 2019, followed by Asia (26%) and then Europe (23%), accounting for a combined 96% of the total fleet. www.AVBUYER.com

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AirCompAnalysis May19.qxp_ACAn 16/04/2019 12:15 Page 2

www.AVBUYER.com HOW MANY

EXECUTIVE

SEATS

DASSAULT Falcon 8X

(Manufactured between 2016-Present)

vs.

$59.3 Million

12

$50.4 Million

13

(2019 Model)

BOMBARDIER Global 5000

(Manufactured between 2005-Present)

(2019 Model)

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

Dassault Falcon 8X

DO I NEED?

Bombardier Global 5000

RUNWAY (Balanced field length, ft)

1000

1500

2000

HOW FAR

4,960

2500

3000

4000

3500

(Nautical Miles. 4 Pax)

CAN WE TAKE?

6,630

Bombardier Global 5000 5,350

Dassault Falcon 8X

Bombardier Global 5000

7,139

OPERATION?

EACH MONTH?

NEW/USED SOLD

Dassault Falcon 8X

459 471

Bombardier Global 5000

WHAT’S THE

COST PER HOUR?

3 (12.2%)

Dassault Falcon 8X Bombardier Global 5000

www.AVBUYER.com

(Knots)

1 (4.6%)

44

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

6000

5500

CRUISING SPEED? 2,650

4,900

HOW MANY

229

5000

LONG RANGE

(Lbs)

HOW MANY

UNITS IN

4500

WHAT’S THE

HOW MUCH

PAYLOAD

CAN WE GO?

Dassault Falcon 8X

5,820

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

$3,514 $3,984

 AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

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AirCompAnalysis May19.qxp_ACAn 16/04/2019 12:19 Page 3

JET COMPARISON

AVBUYER.com

Table A - Payload & Range

Payload & Range Comparison

Dassault Falcon 8X Bombardier Global 5000

34,900 38,959

73,000 92,500

Max Fuel (lb)

MTOW (lb)

4,900

7,139

1,259

Max Payload (lb)

5,555

2,930

Avail Payload w/Max Fuel (lb)

Source: OEM’s, JETNET, B&CA, Conklin & de Decker

1,312

Chart A - Cabin Cross-Sections Dassault Falcon 8X

4,920

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

Bombardier Global 5000

As we have established previously, a potential operator should focus on a jet’s payload capability as a key factor in selecting the right aircraft for their need. Table A (left) shows the Dassault Falcon 8X’s ‘Available Payload with Maximum Fuel’ is 1,259 lbs., which is much less than the 2,930 lbs. offered by Bombardier’s Global 5000.

Cabin Cross-Section Comparison

Chart A (left), meanwhile, shows a cabin cross-section comparison of the Falcon 8X and Global 5000, courtesy of UPCAST JETBOOK. As shown, the Global 5000 has more cabin height and width compared to the Falcon 8X. Not depicted, though, the Falcon 8X has a slightly longer cabin length (42.7ft) compared to the Global 5000 (42.47ft). However, the overall cabin volume of the Global 5000 is greater (1,889cu.ft) compared to the Falcon 8X (1,695cu.ft). The Falcon 8X and the Global 5000 do not offer external baggage storage capacity, but both offer plentiful internal baggage storage with the Global 5000 having 195cu.ft and the Falcon 8X offering 140cu.ft.

Range Comparison

Source: UPCAST JETBOOK

Chart B - Range Comparison Falcon 8X Global 5000

6,630 nm (w/4 Pax) 5,350 nm (w/4 Pax)

6 5

Represented in Chart B (left), using Teterboro, New Jersey as the origin point, the Falcon 8X shows considerably greater range coverage than the Global 5000 at 6,630nm versus 5,350nm, with both jets carrying four passengers. For business jets, ‘Four Pax Range’ represents the maximum IFR range of the aircraft at long range cruise. NBAA IFR fuel reserve calculation is for a 200nm alternate. This range does not include winds aloft or any other weather-related obstacles.

Powerplant Details

Dassault’s Falcon 8X is powered by three Pratt & Whitney PW307D powerplants, each offering 6,725lbst. The two Rolls-Royce BR710 A2-70 engines on the Bombardier Global 5000 each offer 14,750lbst.

Cost Per Mile Comparison

Source: Chase & Associates 

a







        Cruise with NBAA IFR alternate fuel reserve calculation for

80  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Chart C (overleaf) details ‘Cost per Mile’ for our comparative jets (per JETNET), factoring direct costs (no depreciation) and with each aircraft flying a 1,000nm mission with an 800lbs (four passengers) payload. The average US Jet-A fuel cost used for March 2019 was $4.92 per gallon. The Falcon 8X shows a lower cost per nautical mile at $9.19 compared to $10.25 for the Global 5000. That’s a difference of 11.5% in cost per mile.

www.AVBUYER.com

8


Leading Edge May.qxp_Layout 1 15/04/2019 11:24 Page 1

2015 G650ER s/n 6144

Fwd. Galley & Crew Rest, U.S. Registered, 13 Pax Interior

2013 Challenger 605 s/n 5942

Price Just Reduced, ADS-B Out, Always U.S. Owned

2007 Citation CJ3 s/n 525B-157

One U.S. Owner Since New, Engines on Programs, Operated Part 135

2004 Falcon 2000EX s/n 026

ADS-B Out w/ WAAS & LPV, Two U.S. Owners Since New, Excellent Maintenance History

2011 Gulfstream G450 s/n 4230

FANS 1/A+, ADS-B Out, WAAS/LPV, TCAS 7.1, One U.S. Owner Since New

2007 Citation CJ2+ s/n 525A-377

ADS-B Out w/ WAAS, 1570 Hrs. TT, Cessna Maintained

2001 Global Express s/n 9050

Low Time, U.S. Registered, Operated Part 135, New Interior

2007 Gulfstream G200 s/n 155

New to Market, Fresh Inspections, One U.S. Owner Since New


AirCompAnalysis May19.qxp_ACAn 16/04/2019 12:20 Page 4

JET COMPARISON

AVBUYER.com

Chart C – Cost per Mile*

Total Variable Cost Comparison

The ‘Total Variable Cost’ illustrated in Chart D, middle left (sourced from JETNET), is defined as the cost of fuel expense, maintenance labor expense, scheduled parts expense and miscellaneous trip expense (hangar, crew and catering). The Total Variable Cost for the Falcon 8X computes at $3,514/hour compared to the Global 5000 at $3,984/hour.

$9.19

Falcon 8X

$10.25

Global 5000 $0.00

$6.00

$3.00

$9.00

$12.00

US $ per nautical mile

Aircraft Comparison Table

*1,000 nm mission costs (No Depreciation)

Table B (middle, left) contains the new prices (per Vref) for the Falcon 8X and Global 5000, while the long-range cruise speed, cabin volumes and ranges are from Conklin & De Decker, and the number of aircraft inoperation, percentage ‘For Sale’ and average sold are as reported by JETNET. The Falcon 8X had 4.6% of its fleet for sale as of the end of March 2019, while the Global 5000 had 12.2% for sale. The average number of new and used transactions (sold) per month stood at one unit for the Falcon 8X and three for the Global 5000 over the previous 12 months.

Source: JETNET

Chart D – Variable Cost $3,514

Falcon 8X

$3,984

Global 5000 $0

$2,000

$1,000

$3,000

$4,000

US $ per hour Source: JETNET

Maximum Scheduled Maintenance Equity

Table B - Aircraft Comparison Table Dassault Falcon 8X Bombardier Global 5000

459

471

Long Range Cruise Speed (Kts)

1,695 1,889

6,630 5,330

$59.300 $50.411

Cabin Volume Cu Ft

4 Pax w/Avail Fuel IFR Range (nm)

New 2019 Vref Price $USm

4.6% 12.2%

229

44

% For Sale

In Operation

1

3

Average Per Month Sold*

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

Chart E - Maximum Scheduled Maintenance Equity Dassault Falcon 8X

Assumed Annual Utilization: 475 Flight Hours Average Maximum Maintenance Equity: $4,279,088

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

Pct of Max Mtnc Equity

90%

80% 70% 60% 50% 40%

30%

20%

1

2

3

4

5

6

7

Source: Asset Insight (www.assetinsight.com)

82  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

8

9

10

11

Aircraft Age (Years)

12

13

14

15

16

Chart E (bottom, left) depicts and projects the Maximum Maintenance Equity available for the Falcon 8X, based on an aircraft’s age over a 16 year period. The Maximum Maintenance Equity figure is achieved the day the aircraft leaves the production line (since it has not accumulated any utilization toward any maintenance events). The percent of the Maximum Maintenance Equity that an average aircraft will have available based on its age assumes an average annual utilization of 475 flight hours, and that all maintenance is completed when due.

Depreciation Schedule

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers can use accelerated depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, overleaf). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS.

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AirCompAnalysis May19.qxp_ACAn 16/04/2019 12:22 Page 5

JET COMPARISON

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Table C - MACRS Depreciation Schedule 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

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 Falcon 8X 2019 Falcon 8X - Private (Part 91) Full Retail Price - Million $59.300 Year

1

Rate (%)

20.0%

2

32.0%

3

19.2%

Depreciation ($M)

$11.860

$18.976

$11.386

Cum. Depreciation ($M)

$11.860

$30.836

$42.222

Depreciation Value ($M)

$47.440

$28.464

$17.078

4

11.5%

5

11.5%

6

5.8%

$6.831

$6.831

$3.416

$49.053

$55.884

$59.300

$10.247

$3.416

$0.000

2019 Falcon 8X - Charter (Part 91) Full Retail Price - Million $59.300 Year

1

Rate (%)

Depreciation ($M)

Depreciation Value ($M) Cum. Depreciation ($M)

14.3%

2

24.5%

3

17.5%

$8.474

$14.523

$10.372

$8.474

$22.997

$33.368

$50.826

$36.303

$25.932

4

12.5%

$7.407

$18.525 $40.775

5

8.9%

6

8.9%

7

8.9%

8

4.5%

$5.295

$5.290

$5.295

$2.645

$46.070

$51.360

$56.655

$59.300

$13.230

$7.940

$2.645

$0.000

Source: Vref

Table E - MACRS Depreciation Schedule Global 5000 Full Retail Price - Million $50.441 Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

20.0%

$10.088

$40.353

$10.088

2

32.0%

$16.141

$24.212

$26.229

3

19.2%

$9.685

$14.527

$35.914

4

11.5%

$5.811

$8.716

$41.725

5

11.5%

$5.811

$2.905

$47.536

6

5.8%

$2.905

$0.000

$50.441

2019 Global 5000 - Charter (Part 135) Full Retail Price - Million $50.441 Year

Rate (%)

Depreciation ($M)

Depreciation Value ($M)

Cum. Depreciation ($M)

1

14.3%

$7.208

$43.233 $7.208

2

24.5%

$12.353

$30.880

$19.561

Source: Vref

84  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

3

17.5%

$8.822

$22.058

$28.383

4

12.5%

$6.300

$15.758

$34.683

5

8.9%

$4.504

$11.253

$39.188

6

8.9%

$4.499

$6.754

$43.687

7

8.9%

$4.504

$2.250

$48.191

There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a sevenyear recovery period, or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six-year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in any given year. The US enacted the 2017 Tax Cuts & Jobs Act into law on December 22, 2017. Under the new Act, taxpayers may be able to deduct up to 100 percent of the cost of a new or pre-owned aircraft purchased after September 27, 2017 and placed in service before January 1, 2023. This 100% expensing provision is a huge bonus for 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 2019 model new Dassault Falcon 8X in private (Part 91) and charter (Part 135) operations over five- and seven-year periods. Table E (left), meanwhile, depicts an example of using the MACRS schedule for a 2019 model new Bombardier Global 5000 in private (Part 91) and charter (Part 135) operations over five- and seven-year periods.

Asking Prices & Quantity

2019 Global 5000 - Private (Part 91) Year

J

8

4.5%

$2.250

$0.000

$50.441

The current used market for the Falcon 8X aircraft showed a total of two jets for Sale at the time of writing, both with invitations for buyers to make an offer. For the Global 5000, a total of 28 aircraft were listed for sale, eight of which displayed asking prices that ranged between $13m and $31.995m. While each serial number is unique, the Airframe Total Time (AFTT) and age/condition will cause great variations in price. Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

The points in Chart F (overleaf) are centered on the same aircraft. Pricing used

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8


Sky Aviation Holdings May.qxp_Empyrean 18/04/2019 09:56 Page 1

2004 Hawker 400XP

Serial Number: Airframe TT:

RK-378 3592

ENGINE #1 TT: 4698 TC: 4528 ENGINE #2 TT: 4698 TC: 4528 • One Owner Since New • High Pedigree Maintenance History • Engines on ESP • Maintenance Tracking On CAMP • ADS-B Out Compliant • New Interior • New Paint • Fresh A Inspection • Fresh Landing Gear Inspection

1996 Beechcraft Beechjet 400A

Serial Number: Registration: Airframe TT: Landings:

RK-119 N150TC 4506.1 3276

ENGINE #1 TT: 4506.1 TC: 3276 ENGINE #2 TT: 4506.1 TC: 3276 • Fresh A & B (8/2018) • ADS-B Compliant • NEW PAINT (10/2018) • Maintenance Tracking on CAMP • DBU-5000 USB DATA LOADER • XM WEATHER • Engines on ESP Gold Lite

Sky Aviation Holdings LLC

Pompano Beach Airport, 751 NE 10th Street, Pompano Beach Florida, 33060, United States www.AVBUYER.com

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JET COMPARISON

Chart F - Productivity Comparison $70.0

in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors:

2019 Falcon 8X

Price (Millions)

$60.0 $50.0

1.

2019 Global 5000

$40.0

2.

$30.0

3.

$20.0 $10.0 $0.0 0.000

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2

2.000

4.000

6.000

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

8.000

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

Others may choose different parameters, but serious business aircraft buyers are usually impressed with price, range, speed and cabin size. In summary, the Falcon 8X demonstrates a higher level of productivity at a higher price (purchased new). The Falcon 8X has a lower cost per mile and variable cost per hour than the Global 5000, and it also offers much greater range than the Global 5000. In the favor of the Global 5000, Bombardier’s jet offers greater cabin volume, and the ‘Available Payload with Maximum Fuel’ is much greater than that of to the Falcon 8X.

In Summary

Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance and time to climb that might factor in a buying decision. Ultimately, operators should weigh up their mission requirements precisely when picking which option is the best for them. Both jets in our study show similar levels of productivity. Of course, there are other differences for a buyer to consider when making a choice between the two, but it really depends on budget constraints and mission needs. ❙

BOMBARDIER GLOBAL 5000

Compare, Contrast, Decide with

AvBuyer 86  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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 features. Contact Mike via mike@avbuyer.com

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The Private Jet Company May.qxp_Layout 1 17/04/2019 14:24 Page 1

For Immediate Sale

2002 GULFSTREAM IV/SP S/N 1484

2005 GULFSTREAM G200 S/N 108

2014 GULFSTREAM G550 S/N 5464

2001 LEARJET 31A S/N 222

2.900 Hours ONLY, 2016 Paint & Interior by Gulfstream, WiFi, 2 Owners Since New, Make Offer

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8,000 hours, 2016 Interior, New Paint, ADS-B, WiFi, ESP Gold, Asking $3.55m

Low time, TRâ&#x20AC;&#x2122;s, Raisebeck Mod., ESP Gold, Make Offer

2002 LEARJET 60 S/N 257

Wifi, Brake upgrade, Fresh major insp., ESP Gold, Asking $1.8m

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Values Intro.qxp_Finance 16/04/2019 15:08 Page 1

VALUES - LARGE CABIN JETS

AVBUYER.com

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

T

88  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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

Large Cabin Jet Price Guide

The following Large Cabin Jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 2000 through Spring 2019. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year. For example, the Falcon 2000LX values reported in the Spring 2019 edition of the Bluebook show $20.0m for a 2013 model, $17.5m for a 2012 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows the reader to determine the best value aircraft for consideration. Note: We have included 41 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 94.

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IBA April.qxp_Layout 1 15/04/2019 11:29 Page 1

SIKORSKY HELICOPTERS S-92A • Attractively Priced • Option to Lease • Owner Finance Available • Suitable for SAR and VIP Conversion, Provided by a Globally Recognisable Company • EASA Compliant • Sky Connect System W / Satcom and Flight Tracker MMMUII • Honeywell MK XXII Enhanced Ground Proximity Warning System (EGPWS) • Rockwell Collins TTR-4000, TCAS II Installed • The Largest Commercial Helicopter Available in the Market! • Available For Sale or Lease

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Retail Values May2019.qxp_RPG 17/04/2019 10:15 Page 1

VALUES - LARGE CABIN JETS

Large Cabin Jets: Average Retail Price Guide MODEL YEAR $

2019 US$M

2018 US$M

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

13.0

----

----

12.0

14.250

12.750

11.750

2011 US$M

2010 US$M

11.0

10.0

10.750

10.0

MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650

32.350

24.0

22.0

20.0

BOMBARDIER CHALLENGER 605

17.0 15.250

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

26.673

19.0

17.0

16.0

15.5

13.0

12.0

11.5

BOMBARDIER GLOBAL 6000

62.310

44.0

41.0

37.0

34.0

32.0

29.0

27.0

BOMBARDIER GLOBAL 5000

50.441

35.0

32.0

31.0

28.0

26.0

24.0

BOMBARDIER CHALLENGER 300

15.0

BOMBARDIER GLOBAL EXP XRS

10.6

9.6

22.0

19.0

17.0

21.5

19.5

18.5

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

59.3

54.0

50.0

47.0

DASSAULT FALCON 7X

53.8

42.0

39.0

34.0

31.0

27.0

25.0

DASSAULT FALCON 2000LXS

35.1

29.0

27.0

25.0

23.0

21.5

20.0

DASSAULT FALCON 2000S

29.950

26.0

23.0

22.0

20.0

17.0

16.0

DASSAULT FALCON 2000LX

20.0

23.0

17.5

20.0

15.5

DASSAULT FALCON 2000DX EASY

17.0

13.5 12.0

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

44.8

36.0

33.0

29.0

25.0

23.0

21.0

20.0

19.0

17.5

DASSAULT FALCON 900DX

14.5

DASSAULT FALCON 900EX EASY

17.0

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

45.0

42.0

40.0

30.0

27.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

20.0

18.0

17.0

EMBRAER LEGACY 600-135BJ

25.0

24.0

22.0

20.0

15.0

14.0

13.0

12.0

10.0

9.0

13.0

11.0

10.0

8.0

----

7.5

14.0

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500

18.5

17.0

16.0

15.0

EMBRAER LEGACY 450

15.0

14.5

13.5

12.5

GULFSTREAM G650ER

71.5

64.0

60.0

55.0

51.0

49.0

47.0

44.0

GULFSTREAM G550

61.5

43.0

40.0

36.0

33.0

30.0

28.0

26.0

24.0

22.0

20.0

19.0

18.0

17.0

15.0

14.0

GULFSTREAM G500 GULFSTREAM G450

24.0

21.0

19.5

18.0

GULFSTREAM G400 GULFSTREAM G350

12.5

10.5

9.5

GULFSTREAM G300 GULFSTREAM G280

24.5

20.0

18.5

17.5

16.5

15.5

14.5

13.5

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CHRIS REYNOLDS, EDITOR. EMAIL: CHRIS.REYNOLDS@INFORMA.COM

90  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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Retail Values May2019.qxp_RPG 16/04/2019 16:27 Page 2

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What your money buys today

Spring 2019 2009 US$M

2008 US$M

2007 US$M

9.0

8.0

7.0

9.5

8.5

8.0

2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650 BOMBARDIER CHALLENGER 605

6.3

6.0

5.7

5.4

5.0

7.8

7.4

6.8

6.6

6.3

4.7

4.5

4.2

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

9.1

8.4

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000

15.0

13.0

12.0

11.0

10.0

17.5

16.5

15.550

14.5

13.5 12.0

BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXP XRS 11.0

10.0

9.5

9.0

8.0

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

16.0

15.0

14.0

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

12.5

11.5

10.0

9.5

11.5

11.0

10.5

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY

10.0

9.5

9.0

8.7

DASSAULT FALCON 2000EX EASY

7.5

6.8

7.5

7.0

6.4

5.9

5.2

DASSAULT FALCON 2000EX 4.9

4.5

3.7

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

13.5

12.5

11.5

10.5

9.5

16.0

15.0

14.0

13.0

12.0 8.6

DASSAULT FALCON 900DX 11.0 7.6

10.5

DASSAULT FALCON 900EX EASY

8.7

8.2

7.8

7.1

6.9

6.7

6.1

6.0

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

18.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ

7.0

6.5

6.0

EMBRAER LEGACY 600-135BJ 5.5

5.0

4.5

4.2

4.0

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

20.0

19.0

17.0

16.0

15.0

14.0

17.0

15.5

14.5

12.5

10.5

9.5

13.0

12.0

11.0

10.0

9.0

8.5

8.0

7.2

5.6

5.0

13.0

GULFSTREAM G550

8.5

GULFSTREAM G500 GULFSTREAM G450

6.4

6.2

GULFSTREAM G400 GULFSTREAM G350

5.0

4.5

GULFSTREAM G300 GULFSTREAM G280 11.8

10.8

10.3

GULFSTREAM GV

6.6

6.1

5.7

GULFSTREAM G1V-SP

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

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ACSpecs Intro.qxp_AC Specs Intronov06 17/04/2019 10:51 Page 1

SPECIFICATIONS - LARGE JET

Aircraft Performance & Specifications Large 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 - Large Jets – appears opposite, to be followed by Medium Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Tel: +44 (0) 208 255 4000; Email: editorial@avbuyer.com © 2019 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements

The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

SPECIFICATIONS - GENERAL

Cabin Dimensions: Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings.

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

Performance Range: • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

Cruise Speed: (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise.

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

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

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Specifications.qxp_PerfspecDecember06 16/04/2019 15:14 Page 1

FERRY RANGE-nm (NBAA IFR FUEL RESERVES)

MAX SPEED (ktas)

NUMBER OF ENGINES

23.7

930

8

38850

3350

3065

470

2

HTF7000

BOMBARDIER CHALLENGER 350

6.08

7.17

23.7

930

8

40600

3400

3277

470

2

HTF7350

BOMBARDIER CHALLENGER 604

6.08

8.17

28.4

1146

10

48200

4815

3756

488

2

CF34-3B

BOMBARDIER CHALLENGER 605

6.08

8.17

28.4

1146

10

48200

4850

3756

488

2

CF34-3B

BOMBARDIER CHALLENGER 650

6.08

8.17

28.4

1146

10

48200

4850

3756

488

2

CF34-3B MTO

BOMBARDIER CHALLENGER 850

6.08

8.17

48.42

1964

15

53000

9382

2456

459

2

CF34-3B1

BOMBARDIER GLOBAL EXPRESS

6.25

8.17

48.35

2002

13

95000

5700

5940

505

2

BR 710-A2-20

BOMBARDIER GLOBAL EXPRESS XRS

6.25

8.17

48.35

2002

13

98000

4800

6055

511

2

BR 710-A2-20

BOMBARDIER GLOBAL 5000

6.25

8.17

42.47

1889

13

92500

7139

5200

511

2

BR 710-A2-20

BOMBARDIER GLOBAL 6000

6.25

8.17

48.35

2002

13

99500

5770

5890

511

2

BR 710-A2-20

DASSAULT FALCON 2000EX

6.2

7.7

31.2

1028

10

42200

6510

3878

482

2

PW308C

DASSAULT FALCON 2000EX EASy

6.2

7.7

31.2

1028

10

42200

6510

3878

482

2

PW308C

DASSAULT FALCON 2000DX

6.2

7.7

31.2

1028

10

41000

6510

3378

482

2

PW308C

DASSAULT FALCON 2000LX

6.2

7.7

31.2

1028

10

42800

5200

3891

478

2

PW308C

DASSAULT FALCON 2000LXS

6.2

7.7

31.2

1028

10

42800

4950

3803

478

2

PW308C

DASSAULT FALCON 2000S

6.2

7.7

31.2

1028

10

41000

4950

3371

479

2

PW308C

DASSAULT FALCON 900C

6.2

7.7

33.2

1270

12

45500

2945

3450

500

3

TFE 731-5BR-1C

DASSAULT FALCON 900EX

6.2

7.7

33.2

1270

12

48300

6164

4500

482

3

TFE 731-60

DASSAULT FALCON 900EX EASy

6.2

7.7

33.2

1270

12

49000

6164

4500

482

3

TFE 731-60

ENGINE MODEL

CABIN VOLUME (Cuft)

7.17

MAX PAYLOAD (lbs)

CABIN LENGTH (ft)

6.08

MAX TAKEOFF (lbs)

CABIN WIDTH (ft)

BOMBARDIER CHALLENGER 300

PASS SEATS TYPICAL

CABIN HEIGHT (ft)

AVBUYER.com

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

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AVBUYER MAGAZINE R VOL 23 Issue 5 2019 R

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ï&#x20AC;¹


Specifications.qxp_PerfspecDecember06 16/04/2019 15:15 Page 2

CABIN VOLUME (Cuft)

PASS SEATS TYPICAL

MAX TAKEOFF (lbs)

MAX PAYLOAD (lbs)

FERRY RANGE-nm

MAX SPEED (ktas)

NUMBER OF ENGINES

6.2

7.7

33.2

1270

12

46700

5064

4100

482

3

TFE 731-60

DASSAULT FALCON 900LX

6.2

7.7

33.2

1270

12

49000

4114

4800

482

3

TFE 731-60

DASSAULT FALCON 7X

6.2

7.7

39.1

1506

12

70000

4400

5466

492

3

PW307A

DASSAULT FALCON 8X

6.2

7.7

42.7

1695

12

73000

4900

6290

-

3

PW307D

EMBRAER LEGACY 600

6

6.92

49.8

1656

13

49604

4855

3091

455

2

AE 3007A1E

EMBRAER LEGACY 650

6

6.92

49.8

1656

13

53572

4938

3661

459

2

AE 3007A2

EMBRAER LEGACY 650E

6

6.92

49.8

1656

13

53572

4938

3661

459

2

AE 3007A2

GULFSTREAM G200

6.25

7.2

24.5

869

8

35450

4050

3130

470

2

PW306A

GULFSTREAM G280

6.25

7.2

32.25

888

8

39600

4050

3590

482

2

HTF7250G

GULFSTREAM G300

6.2

7.3

45.1

1658

13

72000

5300

3486

500

2

TAY 611-8

GULFSTREAM G350

6.2

7.3

45.1

1658

14

70900

6000

3680

500

2

TAY 611-8C

GULFSTREAM G IV SP

6.2

7.3

45.1

1658

13

74600

5300

3880

500

2

TAY 611-8

GULFSTREAM G400

6.2

7.3

45.1

1658

13

74600

5300

3880

500

2

TAY 611-8

GULFSTREAM G450

6.2

7.3

45.1

1658

14

74600

6000

4070

500

2

TAY 611-8C

GULFSTREAM G V

6.2

7.3

50.1

1812

13

90500

6100

6250

508

2

BR 710-A1-10

GULFSTREAM G500

6.3

7.9

47.58

1715

8

79600

5250

5135

516

2

PW815GA

GULFSTREAM G550

6.2

7.3

50.1

1812

18

91000

6600

6360

508

2

BR 710-C4-11

GULFSTREAM G650

6.4

8.5

53.6

2421

18

99600

6500

6520

516

2

BR 725 A1-12

GULFSTREAM G650ER

6.4

8.5

53.6

2421

18

103600

6500

7095

516

2

BR 725 A1-12

ENGINE MODEL

CABIN LENGTH (ft)

DASSAULT FALCON 900DX

(NBAA IFR FUEL RESERVES)

CABIN WIDTH (ft)

AVBUYER.com

CABIN HEIGHT (ft)

SPECIFICATIONS - LARGE JETS

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.

96  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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General Aviation May.qxp_Layout 1 15/04/2019 11:30 Page 1


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Connectivity.qxp_Finance 16/04/2019 09:50 Page 1

CONNECTIVITY

Is Your Jet’s Cabin Connectivity Becoming Obsolete? What are the tell-tale signs your jet’s cabin connectivity solution is becoming outdated? Trevor West asked industry insiders Jared Maynard and Nancy Walker for their tips and suggestions…

orn seats and weathered sidewalls tell you your cabin needs updating. Signs that your cabin connectivity system is obsolete can be just as telling, and the two leading indicators are the equipment and functionality, according to Satcom Direct’s Jared Maynard and Nancy Walker, SmartSky Networks.

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100  Vol 23 Issue 5  AVBUYER MAGAZINE

Starting with the equipment: Is it less reliable now than when new? Do errors frequently occur, and are reboots necessary? • Does the performance of the system satisfy the requirements of your mission?

• •

“These are all common signs that you need to start considering a replacement,” notes www.AVBUYER.com

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“There are a lot of systems still flying that are actually at or near the end of their [service] life. In other words, you can’t fix it when it breaks.”

Maynard, aircraft resales sales manager at Satcom Direct. Limited parts availability and difficulties getting the equipment serviced are other red flags, he says. “There are a lot of systems still flying that are actually at or near the end of their [service] life. In other words, you can’t fix it when it breaks.” If you ignore the age and support available for your equipment, “you could be forced to upgrade when you need to repair it,” Maynard warns.

What do Your Payment Methods Tell You?

Your payment method can also provide a quick check on the state of your technology: Do you pay for connectivity by the minute, or by data volume? “The former is the hallmark of circuitswitched connections, such as Inmarsat Swift64 and Iridium data systems,” explains Walker, Chief Commercial Officer, SmartSky. “These systems are slow, costly to operate and deliver a poor user experience.” Today, IP www.AVBUYER.com

connectivity has supplanted circuit-switched connectivity. Indeed, the cost of service is another indicator of obsolescence. Could an upgrade provide you significant savings? “For a fraction of the cost, [current systems] can deliver a lot more value,” notes Maynard. “Usually it has to do with increased capacity and more efficient protocols.” Security is another equipment obsolescence issue. Many legacy connectivity systems have components made by ZTE and Huawei, both of which have been linked to state-sanctioned industrial espionage. “The latest security protection is only available on networks free of China-made ZTE and Huawei equipment,” says Walker.

Firmware or Software Upgrades

Another equipment check is to consider when was the last time the manufacturer released a firmware or software upgrade for the product? These updates can breathe new life

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CONNECTIVITY

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“Everything you can do on the ground with your mobile telephone you should be able to do in the air.” you have on the ground, then it is time to look for a different solution.” Note that a perfectly up-to-date system can also become functionally obsolete if your mission changes. For example, a domestic company that expands into international operations will need a solution to match, “so when you travel to London you have [Internet] coverage throughout the flight,” Maynard says.

Ready to Upgrade Your Jet Connectivity?

into hardware, improving reliability and performance, unlocking new capabilities. “Most modern systems are updated on a regular basis, so if a long period of time has passed since the last release, maybe they’re shifting resources to a new product and yours is being left behind,” Maynard elaborates, adding, “It’s a lot like a cell phone. If it’s older, they stop providing updates and you can’t reap the benefits of all the new features.” But functionality is just as important as equipment in separating the up-too-date solution from the obsolete. “Any connection that does not provide an office-like experience should be considered obsolete,” says Walker. There is a simple test: Compare what you can do in the cabin with what you can do with your phone, Walker suggests. “Everything you can do on the ground with your mobile telephone you should be able to do in the air. “If you cannot get connectivity that rivals what 102  Vol 23 Issue 5  AVBUYER MAGAZINE

Both Satcom Direct and SmartSky Networks offer solutions for obsolete connectivity. The Satcom Direct Router handles onboard Internet connectivity and a variety of proprietary data management services, and the company is also a value-added reseller for Inmarsat, Intelsat, Iridium, Viasat, and SmartSky. SmartSky’s recently launched 4G LTE Air-ToGround (ATG) network, using proprietary beam-forming technology, will provide coverage for 80% of the airspace used by Business Aviation flights over the Continental US by July 2019, and full coverage by year’s end. If you’re ready to upgrade and are evaluating current technology solutions, you should focus on the connectivity’s throughput, latency and bidirectionality. Throughput Explained: The actual amount of data that a system transports is known as throughput, and this is typically used to compare network performance. The maximum amount of data that a system can transport is known as bandwidth, and this is typically used to measure capacity. New Ka/Ku-Band satcom systems typically provide throughput up to 30 times greater than the systems they’re replacing, notes Maynard. Latency Explained: The time it takes data to be sent and receive a reply is the latency. “The higher the latency, the more the effective bandwidth appears to shrink,” says Walker. All else being equal, ATG networks offer much

www.AVBUYER.com

1


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Connectivity.qxp_Finance 16/04/2019 09:53 Page 4

CONNECTIVITY

lower latency than satcom solutions. Even traveling at the speed of light, data going from an aircraft, to a satellite in geosynchronous orbit 22,000 miles above the Earth, to a ground station connected to the Internet, and back can’t compete with a simple aircraft-to-ground station connection for latency. The ultimate practical test of this quality is live onboard video gaming, says Walker. “It easily and quickly demonstrates latency. You’ve got to know where opponents are moving in real time” in the gaming environment, and milliseconds are critical. Bidirectionality Explained: Referring to the ability of a system to handle data in both directions is bidirectionality. Most have typically rated poorly, often in a 90-10 ratio of download to upload speeds. Thus, you might be able to stream a movie, but with poor bidirectionality you can’t stream the equivalent amount of data from the aircraft back to the ground.

Age of Equipment: A Reliable Sign of Obsolescence?

The age of equipment alone can also provide ample evidence of obsolescence. “The average period between cabin technology upgrades used to be ten years or more,” according to Maynard. But with the rate of innovation today, “many flight departments are now planning to evaluate 104  Vol 23 Issue 5  AVBUYER MAGAZINE

AVBUYER.com

new options every five years.” Says Walker, “If a system is greater than five to seven years old, operators should be looking at what [replacement] options are out there.” Of course, the ideal solution to dealing with obsolete connectivity is to avoid having it onboard in the first place. “Operators need to be thinking annually – at a minimum – about their connectivity solution, and more frequently if they are not getting the performance they desire every time they connect,” says Walker. “Customers should always be up-to-date on what is happening in connectivity technology, and they need to do due diligence on what the latest offerings are in the marketplace.” Maynard suggests shopping around. “Capture as much information and data as you can. The better educated, the better safeguarded. Ask each network about their future plans. Evaluate how new technology can enhance safety and streamline your current workflows and operations. Will you be locked into one system, or can you [instead] pull from a variety of different sources to build the best solution?” You also need to plan ahead and anticipate future needs. “Just because [a new system] meets your expectations now, doesn’t mean it will meet them in a few years,” Maynard concludes. ❙ More information from www.satcomdirect.com or www.smartskynetworks.com www.AVBUYER.com


Burrows Aerospace May.qxp_Layout 1 16/04/2019 15:51 Page 1

B U R R O W S A E R O S PA C E E X C L U S I V E LY P R E S E N T S F O R S A L E C E S S N A C I TAT I O N X L S +

A I R F R A M E T O TA L T I M E

7,801 hours

D AT E O F M A N U FA C T U R E

2009

SERIAL NUMBER C E R T I F I C AT I O N

C A B I N C O N F I G U R AT I O N

OPTIONAL EQUIPMENT

560-6014

EASA, EU OPS1

Eight seats (TTL)+1 configuration, with double divan, LH Fwd

Refreshment center, Veneer cabinetry. Cabin dividers with mirror/ veneer, sliding privacy doors.

Axxess II Iridium Satcom Telephone, Engine on JSSI Essential Engine Program, APU also covered by JSSI Program.


Conklin & de Decker January.qxp_Layout 1 15/04/2019 11:42 Page 1

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

conklindd.com


Wright Brothers May.qxp_Empyrean 15/04/2019 11:38 Page 1

Clearing Clouded Aircraft Titles (H1)

T

here are quite a few circumstances that cause clouded aircraft titles. Any break in the chain of title can cause difficulties for owners when they try to buy, sell, or register their airplane. If the problems are overlooked, new owners inherit what the previous owner did not handle. Furthermore, lenders are often hesitant to finance an aircraft if the title is not clear.

of these liens are left outstanding because the lending institution changed hands or went out of business, or was bought by another bank, then another bank, and yet another bank, until all records of the original lien are lost and gone forever. Getting the most recent successor in interest to sign a release of a lien it doesn’t know anything about can be quite a challenge.

If you’re considering buying or selling an aircraft, understand the potential title defects and problems so that they can be addressed and your purchase will go smoothly.

Liens, on the other hand, are non-consensual and are generally placed on the aircraft title without the consent of the owner. These can be from mechanics who believe they are owed money for services rendered, or from taxing authorities who claim to be owed money for unpaid taxes. Whatever the motive, these liens can be filed against an aircraft at any time by anyone. They can wreak havoc on a title even if they are not in recordable format. And, generally, anyone angry enough to file a lien against a plane isn’t going to be overly cooperative in signing a release. At least not without some form of compensation.

FAA aircraft records contain numerous documents necessary to maintain the title of an aircraft –including title transfer instruments, liens, security agreements, and releases, to name a few – that are filed with the Mike Monroney Aeronautical Center, which is a branch of the FAA located in Oklahoma City, Oklahoma. The FAA has a long list of rules and regulations that must be met in order for these documents to be recorded. An aircraft title can only be clear if they are all properly signed and recorded, and there are no unreleased chattel mortgages, security agreements, tax liens, mechanics liens, or similar items on record against the aircraft. The most common aircraft title issues are unreleased liens or security agreements on the title. Many of these liens can be 20 or more years old. Finding the parties involved in the transaction can be difficult, leaving a cloud on the title that is difficult to remove. The difference between a lien and a security agreement is that one is “consensual” and the other is “non-consensual.” Consensual means the owner of the aircraft agreed to the lien. Mortgages and security agreements are consensual. Usually, the buyer of the aircraft borrowed money from the bank to buy his or her plane. Many

www.AVBUYER.com

Learn about some of the other title clouds in our full article online at www.avbuyer.com, or speak to Wright Brothers to learn more about the experience they have clearing aircraft titles.

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Avionics 1.qxp_Finance 16/04/2019 09:56 Page 1

AVIONICS

What’s the Future for Jet Cockpit Safety Big strides have been made to improve safety in the cockpit. But continuous improvement requires ongoing upgrades. Mario Pierobon asks what the next logical steps to improving cockpit safety are? here are many features being designed to bring additional safety to the business aircraft cockpit, as outlined by various avionics manufacturers interviewed for this article. Garmin, for example, strives to do so by adding safety-enhancing features such as synthetic vision, traffic and weather as capabilities or options among many of its products. Matthew Carrico, Collins Aerospace Avionics explains, “With US and European mandates for Automatic Dependent Surveillance-Broadcast (ADS-B) Out set to take effect next year, we are seeing renewed interest in ADS-B In applications such as Cockpit Display of Traffic Information (CDTI).

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“Basic CDTI in-air and on-ground improves traffic situation awareness and the pilot’s ability to see and avoid traffic. More advanced ADS-B In applications such as CDTI Assisted Visual Separation (CAVS) and Flight Interval Management (FIM) promise to increase airspace capacity by displaying the location and flight identification of traffic being followed, and precise traffic spacing indications.” Collins has also introduced Synthetic Vision System (SVS) and multi-band Enhanced Vision System (EVS) cameras. “SVS improves terrain and obstacle awareness in all phases of flight and is available on primary flight displays (PFD) and head up displays (HUD),” Carrico explains. www.AVBUYER.com

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Avionics 1.qxp_Finance 17/04/2019 15:30 Page 2

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

“Recent NASA studies indicate that synthetic vision improves recovery from unusual attitudes compared to a conventional blue over brown sky/ground representation. EVS provides the ability to see through clouds and fog all the way to the runway environment. EVS presented on a HUD provides lower landing minima in low visibility conditions and is useful – even on clear nights – eliminating ‘black hole’ approaches to terrainchallenged runways.” Airport surface operations is another area Collins Aerospace is improving safety and capability through flight deck features such as highly detailed airport moving maps with own-ship position indication and the location of other traffic available from ADS-B In and, at equipped airports, Traffic Information Service - Broadcast (TIS-B). New runway alerting algorithms warning a pilot if runways are too short, does not match the runway in the FMS, or is a surface other than a runway, such as a taxiway, are also being implemented by Collins.

Lightening Crew Workload

Universal Avionics has been a way-maker with the introduction of Future Air Navigation System (FANS) and Controller-Pilot Data Link Communications (CPDLC) for flight deck communications that are required for Oceanic operations and pre-departure clearances. As the FAA moves forward with its NextGen initiatives, Data Comm, which is essentially FANS over the Domestic US, will utilize this same digital communication technology with the purpose of lightening crew workload and creating clearer, more precise communication between the flight deck and ATC. Robert Randall, Universal Avionics’ US senior sales manager told AvBuyer, “Enhanced Flight Vision Systems (EFVS) are the latest safety technology being introduced and are gaining rapid momentum. As systems are being certified, EFVS offers significant safety improvements for operations in challenging adverse weather conditions. Some EFVS products are being certified to touchdown and rollout. “Additionally, the FAA NextGen ‘Roadmap’ introduced Performance Based Navigation (PBN) which can only be met by installing a certified integrated Flight Management System (FMS) or GPS system which meets the Required Navigation www.AVBUYER.com

Performance (RNP) specifications for it,” Randall adds. “These operators will be approved to fly in preferred airspace as air traffic management reduces the separation between routes.”

Dark and Quiet Cockpit

At Embraer Executive Jets, the ‘quiet and dark’ cockpit philosophy guides interior design of the aircraft’s flight deck to continue to enhance situational awareness for pilots throughout all phases of flight. “We’ve come a long way from the days when aircraft had a very complex operation and required a large crew which might have as many as five people,” reflects Jay Beever, Embraer Executive Jets’ VP, Interior Design. “Aviation has evolved, and aircraft now only need a crew with pilot and co-pilot, at the most. “This innovation stems from new computing and automation technologies that implemented the rationale that pilots should only have access to the main flight indicators, such as altitude, speed, heading, flight map and engine conditions. The rest of the cockpit stays dark and quiet, and the crew is only alerted if something happens outside normal operations.” As the level of integration of ever-more capable technologies into the cockpit increases, so does the need to optimize the arrangement of the flight deck to ensure the quiet and dark philosophy continues to be achieved. “As knobs and buttons disappear into consolidated functions, screen dimensions, content density and context-sensitive interactivity drive the quest to ensure the highest safety standards through every innovative iteration,” Beever continues. “The next logical step is location, location, location. Prioritizing pilots’ field of view and the ergonomics to support and assist their humanmachine interaction will ensure the preservation of the key design driver of cockpit safety.” “It is easy to see the advancement in cockpits over the past few decades,” says Anne Lillywhite, director of engineering, Honeywell Aerospace. “The greatest impact to cockpit safety has come from connectivity and flight controls. “From a flight controls perspective, Honeywell’s fly-by-wire system enables an electronic interface between the cockpit and the aircraft flight control surfaces to ensure a pilot can smoothly and safely

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the cockpit, as well as improving communications.” “Our product integration capabilities enable Honeywell to provide pilots with solutions that are integral to creating a safe flying experience and reducing pilot workload. For example, Honeywell’s Automatic Descent Mode (ADM) provides an extra layer of safety to aircraft owners, passengers and crew. “If a depressurization occurs at high altitudes, for example, the autopilot and auto throttle will guide the aircraft to a safe altitude at maximum velocity, providing precious time to the pilot to focus on other critical activities, while establishing a safe flight path and staying conscious.”

Human Interface Targeted

“...according to Universal Avionics, the main areas for upgrades will be Flight Management Systems (FMS), Head-Up and Head-Down display systems and Data Comm for Communications Management Units (CMU).”

handle the aircraft. And with a connected cockpit, pilots can communicate almost instantly with ground and air control. Any warning or update can be received in a matter of seconds, giving either the pilot, or control center time to react. “Last year, Honeywell launched Aspire 400, which uses Inmarsat’s SwiftBroadband–Safety service,” Lillywhite details. “This allows pilots to have access to a separate, secure data channel for essential safety communications in the cockpit, like text messaging with air traffic control, in-flight tracking services and electronic flight bag applications, dramatically enhancing safety within 110  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Multiple areas of the cockpit’s human interface will continue to be targeted and, according to Universal Avionics, the main areas for upgrades will be Flight Management Systems (FMS), Head-Up and Head-Down display systems and Data Comm for Communications Management Units (CMU). “These three systems will allow for more precise flight paths with digital communication capability,” Randall explains. “When packaged with better visibility via Enhance Fight Vision Systems (EFVS), the flight deck becomes safer with less crew workload.” “If pilots can quickly interpret information properly and access in-flight information such as frequencies or instrument approach information, their workload is reduced,” Garmin offers. “Ultimately, workload reduction and improving situational awareness are where we aim to improve pilot experience and – more importantly – enhance safety.” From the perspective of Embraer Executive Jets, comfort is an important area. “Comfort is human, not technical, and it begins with personal space. When ergonomics is the priority over craftsmanship and design, enhancing and extending pilots’ biorange and reducing their workload becomes organically achievable”, says Beever. “We are targeting getting the right information to the pilot at the right time,” Carrico says, “placing an emphasis on information content, organization and access. For content, Collins Aerospace is innovating in both on-board sensors and information processing, as well as improving flight deck connectivity to off-board information sources through our ARINC GLOBALink data and voice network services. “For information organization and access, Collins Aerospace touch-forward displays are generating a lot of interest from pilots. Touchenabled displays provide a more intuitive user-interaction, are easier to learn, and quicker to use. These displays enable the development of ‘soft’ control panels, decluttering the flight deck from hard controls, and enabling control integration for functions like electronic checklists.”

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1


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Avionics 1.qxp_Finance 16/04/2019 09:58 Page 4

AVIONICS

AVBUYER.com

Other Focus Areas for Cockpit Safety

Many other areas of cockpit technology will be focussed on improving safety, including introducing technology that automates tasks. “An example of that is Garmin Telligence voice command, which allows pilots to use voice control to perform common functions. Pilots can easily tune the nearest tower frequency or ask for the winds while on approach to land, without touching the avionics,” says Garmin. Universal Avionics believes that ‘big data’ will play a huge role in cockpit safety. “This is the ability to monitor the aircraft systems continually with strategically-placed sensors. Information can be recorded and transmitted to maintenance and operations. If any flight-critical component is at high risk of a failure, the crew can be alerted and possibly diverted to avoid an incident or potential accident”, elaborates Randall. Avoiding weather hazards of all types is critical to Business Aviation operators, and Carrico says Collins Aerospace is researching advanced sensors and algorithms for detecting and forecasting hazards such as icing, hail, lightning and turbulence. “For long-range weather along the route, Collins Aerospace ARINCDirect supports flight deck weather graphics for a variety of avionics types, including next-generation flight decks with Collins Aerospace ProLine Fusion as well as Collins Aerospace ProLine 21 avionics suites”, he adds. Technology is being utilized to minimize distractions within the cockpit, and to assist pilots in creating safe and efficient flying experiences, notes Lillywhite. “Factors such as air congestion and mountainous terrain can make landing and take-off difficult and stressful for pilots. “To combat this issue, Honeywell’s SmartView SVS synthesizes flight information from multiple onboard databases, GPS and inertial reference systems into a complete, easy-to-understand 3D

rendering of the forward terrain. The system eases pilots’ workload and improves situational awareness, giving them a clear view of their surroundings day or night, whatever the weather. Honeywell is also working in close cooperation with the pilot community to enhance the humanmachine interface, says Lillywhite. “When it comes to improving cockpit safety, weather is a key challenge and often is seen as an unpredictable factor. “Cockpit technologies are advancing to account for this challenge and to help pilots make more informed decisions before or during inclement weather. Honeywell’s IntuVue RDR-4000 3D Weather Radar System is the first and only automatic commercial radar to accurately depict weather in the flight path of an airplane. The solution is able to detect extreme weather at distances 50 percent farther away than any other onboard weather radar. “IntuVue is a ‘connected radar’, allowing pilots to crowdsource inclement weather information from other IntuVue-equipped airplanes. Pilots and dispatchers can opt to immediately receive this information using the Weather Information Service app.”

Change Management is the Key

Innovative technology designed to further enhance the safety of the cockpit must be well-planned, and integrated with thoughtful consideration, however, as Beever summarizes. “As innovations bring about changes in the flight deck real estate and field of view, change management will be key to ensure the preservation of the quiet and dark philosophy in the cockpit and the ergonomic value system. This should ensure that new displays, content, or controls that are added, do not interfere or cause a regression regarding the goals of cockpit resource management.” ❙

Understand Business Aircraft Avionics - with AvBuyer 112  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

www.AVBUYER.com


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AVIONICS

AVBUYER.com

A

Why Will Space-Based ADS-B be so Important?

Having reviewed the essentials of ADS-B Out, Ken Elliott delves into the emerging world of Space-Based ADS-B. What is it, and why will it be important to Business Aviation? Table A: SELECTED ADS-B RELATED ACRONYMS DEFINED

A

utomatic Dependent Surveillance Broadcast (ADS-B) is now an everyday term and a familiar technology across the world. As mandated equipage dates edge closer, operators are experiencing the advantages of ADS-B, via Air Traffic Control’s (ATC) ability to monitor and direct air traffic within areas previously not covered by traditional radar. Because ATC now receives more flight profile and intention information from equipped aircraft, these aircraft are also better informed to enable reduced separation, which allows for more flexible flight planning. This article uses several acronyms employed by those familiar with ADS-B. Table A provides an abbreviated list to assist the reader. ADS-B relies on ground stations and rebroadcasting. It was not designed as a satellite service like the Global Positioning System (GPS). For oceanic and remote areas, the flying community has continued to rely on ADS-C, a less robust service utilizing Satcom.

114  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

ACRONYM ADS- R

Automatic Dependent Surveillance – Rebroadcast

ADS- C

Automatic Dependent Surveillance - Contract

AT C

Air Traffic Control

FANS

Future Air Navigation System

RNP

Required Navigation Performance

W AAS

Wide Area Augmentation System (GPS)

RVSM

Reduced Vertical Separation Minimum

CPDL C

Controller-Pilot Datalink Communications

VDL HFDL

WHAT IS IT?

Very High Frequency Datalink High Frequency Datalink

SDL

Satcom Datalink

W AM

Wide Area Multilateration

SB ADS- B

Space Based ADS-B (Out)

ANSP

Air Navigation Service Provider

www.AVBUYER.com

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Avionics.qxp_Finance 16/04/2019 15:53 Page 2

AVIONICS

AVBUYER.com Fig A: SIMPLIFIED DEPICTON OF LAND AND OCEANIC ATC COVERAGE

This is less than optimal, because using ADS-C and traditional voice communications mean less frequent updates of the aircraft’s position and, as a result, greater required separation between aircraft both laterally and vertically.

It’s More Than ADS-B Surveillance

It takes more than just surveillance to operate anywhere. Aircraft are equipped to communicate, navigate and have surveillance capability. These three elements of conducting flight fall under the heading ‘CNS’. While surveillance and communication are also the domain of ATC, navigation is specific to the aircraft. So improved CNS is the key to closely separated oceanic and remote flight tracks. The communications piece is via CPDLC, using reliable and consistent data, rather than voice. Under the CPDLC umbrella sit: • •

VDL (using line of sight datalink to communicate intentions between aircraft and en-route air traffic), and FANS (using HFDL and SDL to communicate similar intentions over oceans and remote areas where VDL coverage is inadequate).

The navigation piece relies on highly accurate positioning and flight plan tracking, derived from Global Positioning Satellites (GPS). The WAAS version of GPS is a crucial component of the surveillance also, being the required position

output of ADS-B Out (Version 2). Aircraft are required to have different degrees of navigational capability, based on where they intend to fly. These variations are covered under RNP and Area Navigation (RNAV), where there are varying degrees of allowable flight track deviation. Note that apart from CNS, an aircraft’s physical ability to maintain the flight path and its navigation system commands is also important. Maintaining altitude (RVSM) using fine-tuned air data systems is one method to achieve it. Another is the aerodynamic performance of the aircraft. Yet another is the ability of the flight control system to maintain heading, roll and track angle.

Introducing Space-Based ADS-B

Figure A (above) introduces SB ADS-B, serving the same functionality and purpose over remote regions and oceans as ground-based ADS-B Out currently provides over terrestrial surfaces. Figure B (below), meanwhile, brings together the CNS elements as they apply to four different types of worldwide airspace. The more advanced and ‘on-track’ the CNS is, the safer it is for everyone wanting to fly favorable tracks. (Tracks are favored because of variable winds, fuel burn rates, actual distance flown and several other factors.) With everyone wanting to squeeze into these tracks, it is understandably difficult to safely maintain minimum separation. Obviously, if everyone had FANS and RNP4 capability, it would also be easier to maintain

Fig B: AIRSPACE, METHODS AND SEPERATION REMOTE AIRSPACE

COMMS - SATCOM OR HF NAVIGATION – RNP 10 SURVEILLANCE - PROCEDURES

SEPARATION WITHOUT ADSB LONGITUDE: 10 MIN OR 80 NM LATITUDE: 60 NM

SEPARATION WHEN ADSB LONGITUDE: < 10 MIN OR 80 NM LATITUDE: < 60 NM

VHF AIRSPACE (NO ADSB)

COMMS – VHF VOICE & VDL NAVIGATION – RNP 10 SURVEILLANCE - PROCEDURES

SEPARATION WITHOUT ADSB 10 MIN OR 80 NM

SEPARATION WHEN ADSB 5 NM NAVIGATION RNAV 2-5

ADS-C AIRSPACE

COMMS – CPDLC & HF NAVIGATION – RNP 4 SURVEILLANCE – ADS-C

SEPARATION WITHOUT ADSB 30 NM

SEPARATION WITH ADSB < 15NM

VHF AIRSPACE (WITH ADSB)

COMMS – VHF VOICE & VDL NAVIGATION – RNAV 2-5 SURVEILLANCE – ADS-B OUT RADAR & WAM

SEPARATION WITHOUT ADSB 5 NM

SEPARATION WITH ADSB 5 NM

116  Vol 23 Issue 5 2019  AVBUYER MAGAZINE A

www.AVBUYER.com

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Avionics.qxp_Finance 16/04/2019 10:05 Page 3

AVIONICS

RSVM between aircraft (above, below and to each side). Under an ADS-C service, where aircraft report at ~14-minute intervals, oceanic and remote air traffic controllers are forced to provide conservative separation. Reducing the time interval to transfer surveillance data down from 14 minutes to less than 8 seconds using SB ADS-B will naturally provide the ability to reduce aircraft separation. In turn, SB ADS-B provides faster data between air and ground (and air-to-air), allowing controllers to reduce separation to less than 15nm in these regions. In 2016 the FAA assigned to the RTCA NextGen Advisory Council the task of evaluating Enhanced Surveillance, including SB ADS-B. In summary, the Final Report captured perfectly how important it is to have a complete suite of NextGen technologies operating in space, in the aircraft and on the ground (ATC). Space-based ADS-B technology, when coupled with FANS, CPDLC, ADS-C and RNP4 capabilities allow for significantly less separation than ADS-C. Aircraft currently being equipped with ADS-B Out can expect to reap the benefits of SB ADS-B when using a service provider that offers it. Their existing on-board ADS-B Out equipment will work in just the same way as when flying across 118  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

populated landscapes, relying on the same ADS-B transmission methods, but instead via satellites. The make-up of the SB ADS-B system is as follows: • Low Earth Orbit Satellite(s) • Hosted ADS-B Payload(s) • ANSP • ATC • Operator

About Low Earth Orbit (LEO) Satellites & Hosted ADS-B Payloads

Although there are several satellite contenders, including some using miniature Nano or cube satellites, Iridium has advanced to a leading position with its pole-to-pole coverage, and its ability to consistently and reliably track fast-moving aircraft. Iridium has just completed its final satellite launch, establishing its 66 LEO NEXT, cross-linked, Thales-Alenia-built satellite constellation. These include Harris ADS-B payloads hosted by Aireon, a joint venture of Nav Canada and Iridium. Aireon has teamed with the UK’s ANSP, NATS, and Ireland’s IAA to embark on SB ADS-B trials across the North Atlantic Track network now that all the satellites are operational. These tests will commence imminently. www.AVBUYER.com

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Avionics.qxp_Finance 16/04/2019 10:05 Page 4

AVBUYER.com

will charge a user fee. The US, having a robust ground-based ADS-B service, plans to encourage operators to complement their existing ADS-B Out with SB ADS-B on an individual user basis. From an aircraft or ATC operator perspective, the great thing about SB ADS-B is that it is essentially no different to its terrestrial relative, other than the important matter of accessing the service itself. If you are equipped for ADS-B now, you will not be required to add to or change that equipment. Where you fly will dictate the options of SpacedBased service available to you.

Summary

About ANSP

The ANSP can be a government agency or a commercial company (e.g. ARINC, Satcom Direct). Several countries have signed agreements with Aireon signaling their intention to use SB ADS-B across their land surface, either avoiding or complimenting ground-based ADS-B infrastructure and service. There are presently around eight ANSPs committed to offering service, including country agencies from Canada to South Africa, across Europe and from parts of Asia. Note: There is a big difference between aircraft tracking and full ADS-B surveillance service. While there are several aircraft tracking companies that will continue to develop useful aircraft tracking resources, it’s likely to be some time before the Iridium-Aireon network has a true contender.

How to Access SB ADS-B Service

It is assumed operators will create or extend agreements with their service providers currently offering ADS-C, Satcom, high-speed data and other flight services. These agreements should provide SB ADS-B on an ‘as-used’ basis. While some areas of the world will offer SB ADSB as a free service to their airspace users, others www.AVBUYER.com

Initially, it’s likely that government and large commercial operators will embrace SB ADS-B services, perhaps negotiating bundled service rates for their fleets. Satellite hosts will further focus on Business Aviation through their existing service provider network. However, as SB ADS-B migrates into common usage, it will not be without its issues and user concerns. Security of individual flight data is one fear, but a much broader case for deliberation is the fact that satellites are vulnerable to ‘attacks’ from those with ill intent. Attacks can be either literal or cyber, both amounting to the same overall degradation or loss of ADS-B service. Even worse, imagine losing GPS, SB ADS-B and Satcom all at the same time. Recently, India joined the elite group of nations that have targeted and blown up satellites (not currently an easy task). A lot of nations are attempting to address the protection and back-up of their satellites. But you can bet some are seeking the opposite – disruption of normal service. Whatever the outcome, the pressure for worldwide surveillance, for reasons of safety, economic convenience and real-time tracking, is strong. It’s certainly strong enough to ensure the wider aviation community will embrace this great resource. T Ken Elliott is a highly respected industry authority on avionics as a member of the NextGen Advisory Council sub-committee, and oversees engineering and mentoring at West Star Aviation. Contact him via kenelliott@wsa.aero or www.weststaraviation.com

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

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Maintenance 1.qxp_Finance 16/04/2019 09:44 Page 1

MAINTENANCE

Have you Understood Your MRO Quote? What aspects of a maintenance quote should an operator pay special attention to? Dave Higdon speaks to industry insiders to learn how operators can avoid nasty surprises that sour good relationships if an MRO estimate isn’t fully understood… viation earned its safety record because of the skills of pilots, the discipline of air traffic controllers, and the diligence of the maintenance centers and technicians charged with keeping the airplanes airworthy, reliable and safe. Periods of work requirements punctuate the lifespan of all aircraft. Into every aircraft's life, a little downtime must fall – meaning a visit to the maintenance shop. And therein lies a problem…

A

122  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

There are few aspects of aircraft operation that vex operators more than the need for accurate knowledge when comparing maintenance quotes from different MRO facilities. “Decoding MRO work estimates, bids and such is generally the most difficult for the small flight department and owner/pilot operation,” one experienced MRO shop technician outlined. “They need to augment their knowledge with the expertise of others.” www.AVBUYER.com

w


Maintenance 1.qxp_Finance 16/04/2019 09:45 Page 2

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

zone – to discuss all aspects of the estimate. If we don’t we’ll be unlikely to see them again. And repeat business is what we all want.” An A&P with a large US-based MRO firm added, “We’re best at satisfying the client when we make that client a part of our team, engaging and informing them on the process from roll-in to rollout.”

MRO Quotes: More Than the Price

But a thorough understanding of the estimate is essential, because the quantity of variables to consider is truly staggering. The considerations go far deeper than the dollar total on the last line… So how should an operator approach their MRO quote to understand and avoid any nasty surprises embedded within? Consider the following wisdom offered by various industry insiders polled in the preparation of this article.

A Team Effort Between Operator and MRO

“You should be comfortable enough to call the provider to get a verbal tour of the quote or estimate received,” suggested one MRO supervisor from the Midwest US. “Trying to compare multiple quotes from different MRO providers can be a daunting task, even for those who are experienced – so imagine the challenge for a small operator with no on staff maintenance technicians to review the estimate. That isn't unusual among the many owner/operators we encounter. “It’s in the interest of the MRO to bring the operator on-board and keep them in their comfort www.AVBUYER.com

If there was one piece of advice shared by every shop we contacted, it was this: Pay attention to all the bids – not just the lowest one. An article providing MRO tips from Duncan Aviation contained this salient observation: “We sometimes hear from operators who choose the lowest quote and go elsewhere, only to discover their project’s out-the-door costs far exceeded their other quotes.” As Duncan's personnel advised, that prospect is why looking at all the numbers on each proposal without verifying the details of what is quoted often leads to items being missed or added to the invoice after the aircraft is input. According to another MRO supervisor, “The only good surprises are when they involve a lower bill or earlier return to the operator. Otherwise, the best surprises are no surprises at all.”

Be Sure to Question Everything...

Virtually every MRO staffer shared a common piece of advice: Operators should go to great lengths to ensure they are as informed as possible about what is being quoted and how potential findings could affect the quoted work. Further, the operator should know exactly what is included in their quotes in order to have an accurate budget for the work before putting the aircraft in the shop. As any seasoned pilot or operator knows, an aircraft is a collection of several disparate systems – all designed to work harmoniously as an aircraft. Each subsection has its individual maintenance issues. Let’s consider a few of these: Airframes: As an example, Airframes are where all the disparate systems come together – but the airframe has its own subsystems to maintain. Therefore, an MRO estimate may cover interior and/or paint. The quotes for airframe work should inform about material costs, labor costs, and any taxes or levies on parts and material.

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MAINTENANCE

AVBUYER.com

all the aspects of the job can certainly simplify the process. And don’t overlook the fact that the costs of paint and primer may be impacted by the part of the country – or nation – where the paint job is scheduled to take place. Powerplants: At the heart of the aircraft are its engines, directly or indirectly powering every other system on the aircraft. While incredibly reliable overall, powerplants run at extreme temperatures, pressures and RPMs. When time comes for a hotsection inspection or overhaul it's incumbent for the operator to understand the work proposed and how the costs break down. Ideally a hot section involves few replacement parts – though some powerplant OEMs have their own requirements on such questions. A full overhaul will involve removal and replacement of key components (and understanding what those are); knowing whether the replacements are new or overhauled; and making sure all that's replaced is on an approved list (key to deciphering the costs and understanding what you're getting).

Where MRO Work is Done Matters!

Avionics: On the flight deck avionics are a big issue right now because of several impending upgrade requirements, such as ADS-B, Controller/Pilot Datalink Communication (CPDLC) and PerformanceBased Navigation (PBN). If a job requires new penetrations in the pressure vessel of the fuselage (say to move or add an antenna), it may also involve removing some of the interior. This is where an interior estimate can get complicated. Interior: This is an area in which gauging the work required may be more difficult, because the extra effort and care required may not be clearly visible on the finished project. Therefore, the whole cost may not exactly match the evidence of what’s changed. So, while a change in upholstery may be completely apparent, less obvious are changes and upgrades to the hardware and the foam beneath the upholstery. And upgrading bright works and belts may not even show in some estimates, leaving the operator uncertain of the scope of the interior project without first discussing it with the MRO. Paint: The scope of work could be as simple as a well-executed touch-up, or something more involved requiring removal of control surfaces, flaps and antenna. Finding an MRO shop capable of handling 124 R Vol 23 Issue 5 2019 R AVBUYER MAGAZINE

Not all aircraft in the US are registered with an ‘N’ number; and some N-numbered aircraft spend much time flying outside the US, increasing the risk of breakdowns occurring far from the home field. For those events, Duncan Aviation offers some help with an online FBO services calculator, enabling transient customers to easily see their complete service charges and fees before visiting each location. For aircraft visiting from Mexico, without proper research a breakdown in the States would create some complications – including finding an FBO capable of servicing the specific aircraft model approved by Mexico's DGAC. Finally, it’s also worth knowing where the manufacturer approved maintenance centers are based around the world. For Bombardier operators visiting Europe, for example, Lufthansa Bombardier Aviation Services (LBAS) holds approvals from the US, Canada and more than a dozen other nations for Challengers, Learjets and Global models (https://www.lbas.de/).

In Summary…

In an area as complex as the maintenance of your aircraft, operators can’t afford to take a back-seat approach to their MRO estimate. It’s imperative to understand it, to know where the differences between a quote and a final bill could occur, and the reasons for the costs. Only then can you understand whether you’re placing your business aircraft with the right maintenance shop, and budgeting for the work as necessary… ❙ www.AVBUYER.com


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JetAviation Interview.qxp_Finance 17/04/2019 11:25 Page 1

ADVERTORIAL

Business Aviation Q&A with Stefan Benz, Jet Aviation In the lead-up to EBACE2019, Stefan Benz took time to share his perspective on the European Business Aviation marketplace, as well as Jet Aviation’s services and offerings to the industry… Question: Stefan, tell us about your background in Business Aviation. How did you come to be senior vice president Regional Business Operations EMEA & Asia? Benz: While earning my Degree in Aeronautical Engineering from Stuttgart University, I had the opportunity to work with Airbus on the A380 development. I then began my aviation career with Daimler-Benz Aerospace in 1997 before eventually moving to the European Aeronautic Defence & Space Company (EADS) where I held several positions in marketing and regional strategy. From 2002 through 2006, I gained direct MRO sales experience at MTU Aero Engines, where I served as director of sales. It was after this that I switched to Business Aviation, joining RUAG Aviation in 2007 as general manager of sales, marketing & business development. I joined Jet Aviation as vice president, MRO sales for EMEA & Asia in January 2011 and was appointed senior vice president of MRO and FBO Services for EMEA & Asia (excluding the Basel site) in August 2012. When the company initiated its One Jet transformation in January 2017, my position was expanded to my current role, in which I’m responsible for all services, operations and sites in the region. 130  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Question: Although it’s the world’s second largest, is it fair to say the business jet fleet in Europe has been static in recent years? Benz: I think it’s fair to say growth of the business jet fleet in Europe in both the new and used markets is slow - but it’s stable. Although the fleet in Europe is not as large as in the Americas, this is attributable to the fact that the US is a vast continent with one main governing body compared to numerous countries and authorities in Europe. Jet Aviation continues to grow its global fleet, which includes a wide range of business jets, from ACJs, BBJs, Falcons and Gulfstreams, to Bombardier Challengers and Globals, and Embraer Legacy and Phenom aircraft. Our goal is to meet and exceed our clients’ demands, providing a range of charter options and the full scope of management services. Question: Specifically, which are the areas of the industry that you see as flourishing right now in Europe, and which are not? What are the factors contributing to these? Benz: The MRO market is solid in general, with a stable MRO volume. In Europe, however, I believe over-capacity may well drive further consolidation. With that said, Jet Aviation is well positioned because of our extensive network and

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► Serial

Number: 50500266 G-PERG ► Total Times: 1,058.7 ► Cycles: 747 ► Garmin G3000 Prodigy Suite ► JSSI Engine Program ► Embraer Executive Care Airframe program

► Serial

► Serial

► Serial

► Registration:

2015 Embraer Phenom 300

► Registration:

1997 King Air 350

Number: FL-175 ► Registration: SE-LLU ► Total Times: 5939.5 ► Cycles: 5484 ► Enrolled on CAMP ► Collins Pro Line II Avionics System ► FMS/GPS: UNS-1E

Number: BB-1500 SE-MJE ► Total Times: 5,507 ► Cycles: 5,439 ► P&W Blackhawk engines with 394 H SNEW ► Fresh Phase 1-4 by Beechcraft Service Center ► Full Platinum Raisbeck Performance package ► Registration:

1988 Citation S550 Clifford FJ44-3A

Number: S550-0148 N550WE ► Total Times: 8,798 ► Cycles: 6,956 ► Tap Blue Engine Program ► Proline 21 3 Tube EFIS ► New Paint and Interior ► Registration:

2006 Cessna Citation CJ3

Number: 525B-0119 ► Registration: SE-RMB ► Total Times: 4,662 ► Cycles: 3,979 ► JSSI & PROPARTS Program ► Williams TAP Blue Engine program and Proparts ► 2020 Compliant ADSB, WAAS and LPV

Gunnar Samuelsson Gunnar@eacgroup.se +46 708 804477 www.eacgroup.se Anna Bergman Anna@eacgroup.se +46 738331718 We will be attending EBACE. You are very welcome to visit us at booth T107


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ADVERTORIAL

complementary service portfolio. We support the full range of aircraft types and OEMs through our strategically-located sites in Basel, Geneva, the Middle East and APAC, but also provide benefits through our integrated business model. This focuses on providing comprehensive services around the aircraft, including handling, fueling, parking, management, flight support and peripheral services such as catering, transportation and accommodations, etc. Last year in Europe, we expanded our network to the Netherlands, adding FBOs in Amsterdam and Rotterdam. We also built a new state-of-the-art, 8,700 square-meter hangar in Basel so we can better accommodate large aircraft. The hangar went operational in November 2018 and is well loaded.

Completions facility in Basel is authorized to configure and install ADS-B Out systems on Boeing 747 aircraft subject to specific equipment configurations.

Question: We’re hearing plenty from the US about the strong likelihood many business aircraft will be grounded in 2020 because they haven’t complied with the ADS-B mandate. US shop space for such upgrades is also becoming limited as the deadline nears. Are you seeing a similar situation in Europe?

Question: Finally, how does Jet Aviation’s strategy for the European market reflect its expectations for the short- and medium-term?

Benz: ADS-B Out capabilities are mandated by the FAA effective January 2020, followed by EASA in June 2020. As a result, we’ve seen increased demand across our facilities for all aircraft types. For most next generation aircraft, off-the-shelf solutions for ADS-B Out are available — and the costs are predictable and within range. The challenge is with the older aircraft that have been modified over the years and are now uniquely configured. For these aircraft, the ADS-B Out solutions require customization (which Jet Aviation is capable of doing). Last year, Jet Aviation’s MRO and Completions facility in Basel received both EASA and FAA Supplemental Type Certification (STC) for ADS-B Out compliance for the Boeing 747 series aircraft, some two years ahead of the EASA and FAA 2020 mandates. With these approvals, Jet Aviation’s MRO and 132  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Question: Brexit is obviously going to have an impact on European Business Aviation over the coming months and years. What are operators and regulators going to need to work through in the short- and medium-term? Benz: We must see what the outcome will be – but we do expect there to be some impact on Business Aviation. What that impact looks like it’s too early to say. The Business Aviation industry is committed to doing everything possible to ensure a smooth transition.

Benz: Business Aviation is a dynamic industry at the forefront of technology. To remain a leader in this fast-paced industry, we are fully committed to investing in the latest technologies that support the highest quality and safety standards. Meeting the needs and exceeding the expectations of the customer is our top priority. To ensure we can do this we focus on providing comprehensive services around the aircraft, as close to demand as possible. Again, this is demonstrated by our new hangar in Basel and our new FBOs in the Netherlands. Many of our customers have been loyal to us for decades, and we fully intend to continue earning their trust. To ensure we remain relevant for our customers worldwide, we are currently investing in our One Jet transformation, in our systems, processes, service standards and our people. As we strive to exceed customer expectations by delivering service excellence, we will continue to grow and attract passionate people as their employer of choice. More information from www.jetaviation.com ❙ www.AVBUYER.com


Advert page 2-REG 210 x 280 mm.pdf

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COMMUNITY

AVBUYER.com

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OEM Bites

Aerion’s AS2 SSBJ to Run on Biofuels Supersonic jet developer Aerion is designing its first airplane to run completely on biofuels to reduce emissions. Aerion’s AS2 business jet (scheduled for first flight in 2023) would be capable of running on synthetic paraffinic kerosene (SPK) biofuel… ccording to CEO Tom Vice, “Existing subsonic aircraft use a blend of biofuels and conventional jet kerosene to ensure the quality of the fuel does not harm the engine.” Aerion’s supersonic business jet would have an engine designed with seals that could handle the biofuel. “We believe that running biofuels will reduce our CO2 emissions by at least 40%,” Vice added. Aerion, which recently secured an undisclosed investment from Boeing Co, has said the AS2 would fly at speeds of up to Mach 1.4, 70% faster than conventional business jets. Today’s supersonic jets, while quieter and more fuel efficient than the Concorde, have difficulty meeting noise levels and carbon emissions standards for conventional planes due to engine constraints and higher fuel burn. The US has been pushing for the creation of new global rules on noise for supersonic jets but faces opposition from Europe which

A

134  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

wants these aircraft to meet the same standards as existing planes. The United Nations’ aviation agency, the International Civil Aviation Organization (ICAO), which sets global standards that are usually adopted by its 192 member countries, has said it would study supersonic jets. It has not committed to creating new standards for the planes. “We definitely want to see differences between subsonic and supersonic standards,” Vice said. “There are differences between the airplanes. “For CO2 they haven’t set the standard for supersonic - so all we have is the subsonic standard. AS2 has a higher fuel burn so we won’t meet that standard,” he said. Creating an engine capable of running on biofuels would lower emissions, although there is a limited supply of such fuel available, Vice concluded. More information from www.aerionsupersonic.com

Bombardier delivered its first European-based Global 7500 aircraft to long-time Bombardier customer, Niki Lauda recently. Production and completions of the jet continue to ramp up as planned. Bombardier is on track to deliver between 15 and 20 Global 7500 aircraft in 2019. www.businessaircraft.bombardier.com

Dassault will lease three new Falcon 7X aircraft to the Australian Department of Defence. The aircraft will replace their three existing Bombardier Challenger 604s. It is understood that the three Falcon 7Xs will enter service by Q3 2019. www.dassaultfalcon.com

Daher debuted its new model, the TBM 910 “single-engine very fast turboprop” on the opening day of Sun 'n' Fun in Lakeland, Florida. Enhancing Daher's TBM e-copilot strategy, the 910 includes automatic icing detection that provides automated protection while also keeping the pilot in the loop. www.tbm.aero

www.AVBUYER.com

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Southern Cross May.qxp_Layout 1 15/04/2019 11:59 Page 1

2008 CHALLENGER 605

2000 GULFSTREAM IVSP

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2006 EMBRAER LEGACY 600

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AVBUYER.com

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OEM Bites

Gulfstream’s G650ER beat a competitor’s recent speed record while at the same time increasing the distance flown for the farthest business jet flight in history. A G650ER flew from Singapore to Tucson, Arizona at an average speed of 597mph over a distance of 8,379nm. The G650ER’s performance beat the previous record by 44 minutes and more than 225nm. www.gulfstream.com

Embraer Delivers 500th Phenom 300 Embraer has delivered the 500th Phenom 300 series aircraft, the only business jet to reach this milestone in the last 10 years. It is claimed that the Phenom 300 outperforms in the Light Jet class with its speed, range and technology…

T

he Phenom 300E carries the ‘E’ for ‘Enhanced’ and refers to its inheritance of the Embraer DNA Design, first introduced in its larger siblings, the Legacy 450 and Legacy 500 Mid-size Jets. The new interior design rendered an even more spacious cabin with more personalization options and greater ease of maintainability as well as unmatched comfort and personalization in the Light Jet class. Originally launched in 2005, the

Phenom 300 entered service in December 2009 and has sustained more than half of the Light Jet market share since 2012. The aircraft is in operation in more than 30 countries, having accumulated more than 800,000 flight hours on over 600,000 flights over the past decade, carrying almost 2.5 million passengers over a distance that circles the earth 13 times. More information from www.embraerexecutivejets.com

AvBuyer - Read by Flight Departments, Worldwide 136  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Terrafugia co-founders Anna and Carl Dietrich have left the firm as the flying car developer’s new Chinese parent company makes several changes, including the closure of a California research facility. Terrafugia named Chao Jing as the company’s new CEO. www.terrafugia.com

Piaggio is reportedly trying to chalk up orders for its P.180 Avanti Evo turboprop twin while simultaneously searching for potential buyers of the entire company by April 2020. Piaggio went into insolvency after its UAEbased owner Mubadala cancelled its order for the P.1HH Hammerhead, an unmanned maritime patrol version of the Avanti. www.piaggioaerospace.it

www.AVBUYER.com

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AVBUYER.com Thierry Barré becomes managing director at TAG Aviation Maintenance Services, based at TAG’s primary Farnborough Airport UK location. Marc Bouliane has been appointed to the newly created position of vice president of strategic business development at Universal Avionics.

Marc Bouliane

David Carter is the new regional sales manager for Northwestern US on behalf of Universal Avionics. Nate Darlington has accepted the position of director of modifications at Duncan Aviation’s full-service facility in Battle Creek, Michigan. David Davenport, CEO and president, commercial, FlightSafety International, has been elected president of The Wings Club Foundation. As president, he will set the strategic direction of the Foundation for the upcoming year.

Nate Darlington

Emily Deaton has been appointed vice president of sales at jetAVIVA, a worldwide leader in turbine aircraft sales and acquisitions. Andrea Di Fede has been appointed manager of the new aircraft and customer service department at Piaggio Aerospace. Guillaume Faury was formally appointed Airbus CEO, replacing Tom Enders. Faury was previously president of Airbus Commercial Aircraft.

Guillaume Faury

JJ Frigge is named executive vice president and general manager at Hartzell Propeller. Dina Green has been promoted from senior director of conferences and forums to vice president of events, at the National Business Aviation Association. She will also be in charge of the team responsible for registration and sponsorships.

Thomas Hirschmann

Thomas Hirschmann former Jet Aviation chairman and CEO recently passed away in Zurich, Switzerland, at the age of 64. The second son of company founder Carl Hirschmann, he joined Jet Aviation in 1974 and succeeded his father in heading the organization from 1990 through 2003. Hal Martin has been named vice president, global supply chain at Aerion. Martin will oversee a growing network of suppliers contributing to the AS2 supersonic business jet program.

Aoife O’Sullivan

Aoife O’Sullivan and Alex Durand have been elected chair and vice chair at the British Business & General Aviation Association (BBGA). O’Sullivan is partner and co-founder of The Air Law Firm, and Durand, CEO of SaxonAir. David Paddock is to succeed Rob Smith as president of the Jet Aviation Group effective July 1, 2019. Smith is leaving Jet Aviation to join General Dynamics’ Marine Systems business unit.

David Paddock

BizAv Events 2019 Business Aviation Safety Summit (BASS) May 2 – 3 Denver, CO, USA www.flightsafety.org NBAA: Business Aviation Taxes Seminar May 2 - 3 Marina del Rey, CA, USA www.nbaa.org

Global Connected Aircraft Summit Jun 11- 13 Torrey Pines, CA, USA www.gcasummit.com Corporate Jet Investor Asia Jun 12-13 Singapore www.corporatejetinvestor.com

France Air Expo NBAA: Maintenance Conference Jun 13 – 15 May 7 – 9 Lyon-Bron, France Fort Worth, TX, USA www.airexpo.aero www.nbaa.org AeroExpo UK AOPA Fly-IN Jun 13 – 15 May 10 -11 Wycombe Air Park, Bucks, UK Frederick, MD< USA www.aeroexpo.co.uk www.aopa.org Heli UK Expo HeliRussia Jun 13 – 15 May 16 -18 Wycombe Air Park, Bucks, UK Moscow, Russia www.heliukexpo.co.uk www.helirussia.ru Paris Air Show The Elite London Jun 17 – 23 May 17 - 18 Le Bourget, France Wycombe Air Park, Bucks, UK www.siae.fr www.theeliteevents.com AOPA Fly-IN EBACE: Int’l A/C Transactions Jun 21 – 22 Seminar Livermore, CA, USA May 20 www.aopa.org Geneva, Switzerland www.nbaa.org UK School of Corporate Jet Finance Dealmakers Club at EBACE Jul 2 – 3 May 21 Dorking, UK Geneva, Switzerland www.corporatejetinvestor.com www.corporatejetinvestor.com CBAA Convention & EBACE: Convention & Exhibition Exhibition Jul 9 – 11 May 21 – 23 Calgary, Alberta, Canada Geneva, Switzerland www.cbaa-acaa.ca www.nbaa.org EAA: Airventure The Business of Business Jul 22 - 28 Aviation Oshkosh, MI, USA Jun 3 – 7 www.eaa.org Daytona Beach, FL, USA www.mentegroup.com LABACE Aug 13 – 15 JETNET iQ Summit Sao Paulo, Brazil Jun 4 - 5 www.abag.org.br White Plains, NY, USA www.jetnet.com/summit Aircraft Interiors Expo Americas NBAA: Regional Forum Sep 10 – 12 Jun 6 Los Angeles, CA, USA White Plains, NY, USA www. www.nbaa.org aircraftinteriorsexpo-us.com

Domingo Ureña Raso has been appointed executive president of Comlux Completion, the center of excellence in VIP completions and services based in Indianapolis.

Rotor Connect Summit Jun 10 Torrey Pines, CA, USA www.accessintel.com

RUBAE Sep 11 – 13 Moscow, Russia www.rusaviainsider.com

Nick Weston, CEO of Weston Aviation, has been appointed chairman of The Air Charter Association (BACA). He succeeds Richard Mumford who has held the role since 2016. T

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

AOPA Fly-IN Sep 13 - 14 Tullahoma, TN, USA www.aopa.org

138  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

www.AVBUYER.com


P139.qxp 15/04/2019 12:16 Page 1

Stronger Together Come and see us at EBACE! Booth #Y73

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

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Close Brothers Aviation and Marine is a trading style of Close Brothers Limited. Close Brothers Limited is registered in England and Wales (Company Number  HUKP[ZYLNPZ[LYLKVŃ?JLPZ*YV^U7SHJL3VUKVU,*(-;

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AVBUYER MAGAZINE R Vol 23 Issue 5 2019 R

139


Products & Services May.qxp_Layout 1 18/04/2019 10:03 Page 1

PRODUCTS & SERVICES Comlux Gets its First ACJ320neo

Comlux has taken delivery of the first of three ACJ320neo aircraft, which will now enter VIP cabin-outfitting by Comlux Completion in Indianapolis. It is the largest customer for the ACJ320neo Family, which has already won a total of 11 orders. “The new ACJ320neo gives us the means to deliver nonstop flights to even more of the world. CFM International has supported Comlux over the years, and we have chosen its new, fuel-efficient and highly reliable LEAP-1A engines to power the aircraft. Comlux Completion will install a unique VIP cabin interior, using the most advanced technologies to offer the best comfort and luxury to our customer,” says Comlux Executive Chairman and CEO Richard Gaona. The ACJ320neo family uses new engines and wingtip mounted Sharklets to deliver a 15 per cent fuel-saving, which also translates into a leap forward in range for business jet operators. More than 190 Airbus corporate jets are in service worldwide, flying on every continent, including Antarctica www.comlux.com/completion

Dassault Opens Stuart Service Center

Dassault Aircraft Services recently celebrated the grand opening of the Stuart (KSUA) satellite service center. The service center was relocated from West Palm Beach in order to better meet the needs of the customer fleet in the area as well as transient aircraft. “When our customers expressed a desire for an expansion of capacity and services in Southern Florida, we listened. Our move to Stuart features a larger space and will offer a variety of benefits to Falcon operators,” said Geoff Chick, SVP Worldwide Service Network. “In addition to the same great team of professionals to carry out Falcon maintenance and upgrade needs, we will be increasing staffing levels to accommodate the increased capabilities.” www.dassault-aviation.com

Duncan’s FBO Services Calculator

Duncan Aviation recently introduced an FBO Services Calculator website app that allows operators to easily see their complete service charges and fees when stopping at a Duncan

140  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Aviation FBO facility for transient fuel services. The Calculator has operators select the Duncan Aviation FBO facility they will stop by, aircraft type, fuel type, gallons needed, and whether overnight parking is required. The calculator will then provide users with the price per gallon for fuel, any overnight storage fees, and whether the minimum fuel requirement will be met to waive the ramp fees. They are also able to notify the facility that they will be stopping, and make service requests as needed for things like catering, meeting rooms, crew cars, etc www.duncanaviation.aero

Eclipse & EAD Deploy Inmarsat GX

Eclipse and EAD Aerospace have forged a partnership with AFI KLM E&M, a leading European MRO, to equip a Presidential A319CJ with an innovative Wi-Fi system. This solution includes Honeywell JetWave ka SATCOM, cabin network hardware and software, airtime, and STCs with their associated Modkits. This installation uses EAD’s Satcom Universal Mounting System (SUMS) Modkit, an antenna mounting system already deployed on A319/320/321, A330, A340, B777 and B747 aircraft www.ead-aerospace.com/sums

Soljets in the Fast Lane

Founded in 2015 by David Lee, Greg Oswald, and Matt Stringfellow SOLJETS is a business-aircraft brokerage firm with offices across the United States in Arizona, Atlanta, Boulder, Chicago, Park City, and Sacramento. The unique SOLJETS client-centric model focuses on fostering buyer and seller trust and peace of mind throughout every transaction. SOLJETS serves clients globally and has completed 106 aircraft transactions in 2018, and are now well on the way to surpassing that number in 2019. The company is looking forward to additional growth in 2019. “We recently hired a Regional Sales Director for the Western USA, and we currently have eyes on another two candidates for additional sales coverage in the U.S.”, noted Greg Oswald, SOLJETS Co-Founder and Partner, of the company’s immediate personnel plans. SOLJETS also just recently finished building their new offices in Park City, Utah. “We’re building our future, literally and figuratively”, said Oswald. Of the 106 deals completed through the end of 2018, SOLJETS transacted a myriad of different aircraft types, 32 models to be exact, from light to midsize to super-mid business jets, and even jet fighters. The firm has bought and sold planes in 18 different countries www.soljets.com www.AVBUYER.com


Aradian April.qxp 15/04/2019 11:59 Page 1

File photo

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Products & Services May.qxp_Layout 1 18/04/2019 10:03 Page 2

PRODUCTS & SERVICES Aero-Dienst has Ads-B Out Solution

Aero-Dienst has received EASA approval for its newest GPS/SBAS Sensor System Installation STC. This STC (#10067627) provides the basis for a cost-effective ADS-B Out solution for the Learjet 60 (Pro Line 4 Avionics). The EASA requires aircraft to have ADS-B Out capability by June 7, 2020, and the FAA requires it by January 1, 2020. After these dates, all aircraft must be permanently and actively trackable via GPS-based aircraft data www.aero-dienst.de

avionics suite. In addition, they have received EASA Certification for their ADS-B STC on Citation 560 Excel/XLS Honeywell equipped aircraft. This STC uses remote mount Garmin GTX-3000 smart transponders and replaces the current Honeywell transponders giving the aircraft both ADS-B out and ADS-B in www.elliottaviation.com

FAI Selects Venue for ‘Project Pearl’

Nuremberg, Germany-based MRO, FAI Technik GmbH, part of the FAI Aviation Group, celebrating three decades of growth, has selected Collins Aerospace’s latest Venue cabin management system and high definition entertainment system for its

BendixKing Broadens Partnerships

As BendixKing aspires to offer a full array of avionics products for the general aviation market, the company is turning to an untested growth strategy to allow it to better compete against Garmin and other big players in the market. Instead of developing new avionics products on its own, BendixKing is partnering with several established manufacturers, including TruTrak for autopilots, Avidyne for GPS navigators, JPI for engine monitors and others www.bendixking.com

Clay Lacy Wins FAA Approval

Clay Lacy Aviation has earned FAA approval to amend the company’s FANS 1/A+ STC, which includes ADS-B Out, CPDLC, ADS-C and Link 2000+/ATN B1, to include the Gulfstream GV. The STC provides operators the choice of using a Honeywell Aero H Satcom solution, Gogo ST4300 Iridium connection or a standalone datalink connection with TSO approval. Originally approved in 2015, the Clay Lacy STC (ST03423CH) already covered Gulfstream GIV and GIV-SP models, and was the first FAAapproved FANS STC for those aircraft www.claylacy.com

Elliott Gets Canadian and EASA Cert

Elliott Aviation announced Canadian certification on their STC for Honeywell’s dual NZ-2010 FMS 6.1 upgrade in the Hawker 800 facilitating WAAS/LPV approaches. The STC covers the latest NZ-2010 6.1 operating software, 03040. The certification covers all Hawker 800’s with Honeywell’s SPZ-8000 142  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

latest Bombardier BD700 Global Express cabin refurbishment project, named “Project Pearl.” Project Pearl represents one of the most extensive refurbishment projects for the type. The five month project will include 60, 120 and 240-month inspections and a full cabin refurbishment featuring the new Collins Aerospace Venue. Passengers can enjoy watching HD movies and listen to enhanced digital audio throughout the cabin. Venue can broadcast a range of other high-resolution content. The project also includes the installation of Honeywell´s Ka-Band broadband technology, delivering ultra-high-speed satellite connectivity www.fai-technik.com

GE’s CT7-2F1 Engine Gets FAA Nod

The newest member of GE’s CT7 engine family, the CT7-2F1, achieved type certification by the Federal Aviation Administration. This milestone is a big step forward for entry into service of the CT7-2F1powered Bell 525 Relentless, the world’s first fly-by-wire commercial helicopter, designed to operate safely and reliably in austere environments and with decreased pilot workload. The CT7-2F1 engine incorporates the full heritage GE’s CT7/T700 engine family, with more than 100 million flight hours of experience on civil and military turboshaft and turboprop aircraft. The 2000 SHP-class turboshaft will provide the Bell 525 Relentless with up to 2129 SHP for emergencies and 1979 SHP for takeoff www.geaviation.com www.AVBUYER.com


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PRODUCTS & SERVICES Baker Aviation Selected as Dealer for BLR Upgrades

Baker Aviation, a full-service aircraft maintenance, management and charter company in Fort Worth, Texas, announced it is now a recognized dealer for the BLR Aerospace line of King Air winglets, winglet LED upgrades, deice boots, and Whisper Prop products. Baker Aviation will now sell and install BLR products to owners and operators of King Air 90, 200, 250, 300 and 350 aircraft www.baker-aviation.com

Elbit Systems to Acquire Harris Night Vision Business

Elbit Systems announced that its U.S. subsidiary, Elbit Systems of America, has signed a definitive agreement with Harris Corporation for the acquisition of Harris’ Night Vision business for a purchase price of $350 million. The transaction is conditioned on completion of Harris’ proposed merger with L3 Technologies, Inc. as well as customary closing conditions, including receipt of regulatory approvals www.elbitsystems.com

Jet Aviation Celebrates 40 Years in Saudi Arabia

of operation at the Saudi International Airshow, held at Thumamah Airport in Riyadh from March 12-14, 2019. The company, together with Saudi Arabian partners, established its first Fixed Base Operation (FBO) in the Kingdom of Saudi Arabia at Jeddah Airport in 1979. It currently operates four FBO facilities in Saudi Arabia, Jeddah, Riyadh, Medina and Yanbu www.jetaviation.com

JETNET Launches New Interface

JETNET the leading provider of aviation market information, has launched a new application program interface, or API, dubbed JETNET API, to allow their users to build their own custom data solutions and applications. Subscribers can also contract with JETNET to provide custom applications to their specifications. www.AVBUYER.com

JETNET API is a flexible interface allowing users to build complex solutions powered by JETNET’s world class fixed and rotary wing data. When a client needs to build custom data applications to interface with their own internal management systems, customer relationship management (CRM) systems (such as Salesforce, Microsoft Dynamics, ZoHo, etc.), or other noncompeting databases and services, they can subscribe to the JETNET API to service this need www.jetnet.com

JMI Launch Citation and Dassault-focused MRO

A new aircraft maintenance company, Jet Maintenance International (JMI), is to be established at London Oxford Airport this month. Headed by principals Neil Plumb and Ed Griffith, the MRO (Maintenance, Repair and Overhaul) and aircraft management business will be primarily focused on Textron (Cessna) Citation and Dassault Falcon aircraft product support with line, base and AOG capabilities. Initial operations will be focused on the more popular Citation 510 (Mustang), 525 Series (CJ Series), 560 (Excel/XLS), Falcon 2000 and 900 models but will evolve to meet customer demand www.jmi-aero.com

Satcom Direct Implements FlexExec for BizAv

Satcom Direct (SD) announced the commercial service introduction of Intelsat FlexExec as part of its SD Xperience portfolio. The first high-speed, managed, end-toend broadband service designed specifically for the business aviation sector, FlexExec is now being commercially delivered in partnership with Intelsat and Astronics AeroSat. At service introduction, four aircraft types are utilizing the system including a Dassault Falcon 7X and three Gulfstream models, GIV, G450 and G550. In addition to the customer aircraft, SD has performed global network validation with its Gulfstream GIV, making this the first business aviation connectivity offering to undergo global beta testing prior to commercial service introduction www.satcomdirect.comm AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

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PRODUCTS & SERVICES SmartSky Launches Connectivity System

The continued growth of available aviation data has software developers and service providers clamoring to deliver innovative services, optimize operations and improve the inflight experience. SmartSky Networks’ open marketplace for shared data and services, Skytelligence, powers this transformation by eliminating the need for multiple contracts, complex integrations, and high upfront capital costs. Snowflake Software has provided secured data access to the latest fused and validated aviation data from its Laminar Data Hub cloud platform through Skytelligence. This access allows application developers to rapidly deploy and simplify the creation and support of aviation-based applications www.smartskynetworks.com

Aviation, the company’s highest honor, at the recent AEA Convention. Textron continues to be one of Gogo’s top aftermarket partners with Gogo AVANCE system installations, recently achieving its 80th install since the system was released in 2017.

SmartSky Partners with Snowflake

The continued growth of available aviation data has software developers and service providers clamoring to deliver innovative services, optimize operations and improve the inflight experience. SmartSky Networks’ open marketplace for shared data and

Textron Aviation has developed Supplemental Type Certificates (STCs) for the Gogo AVANCE L5 system for the Cessna Citation X, Citation Sovereign, and Citation XL/XLS/XLS+. The STCs cover the Wi-Fi certification and full equipment and antenna installation required to provide in-flight connectivity. The company has developed and is awaiting approval on the STCs for the Cessna Citation Latitude, Citation Sovereign+ and Citation X+ www.standardaero.com

UA Offers Two New STCs

services, Skytelligence, powers this transformation by eliminating the need for multiple contracts, complex integrations, and high upfront capital costs. Snowflake Software has provided secured data access to the latest fused and validated aviation data from its Laminar Data Hub cloud platform through Skytelligence. This access allows application developers to rapidly deploy and simplify the creation and support of aviation-based applications www.smartskynetworks.com

Universal Avionics (UA) is offering the company’s Authorized Dealers and Integrators two new Supplemental Type Certificate (STC) packages, available at no charge in many cases. The first is for ADS-B Out Data Pairing and the second supports installation of the InSight Display System. The ADS-B Out Data Pairing Package supports installation by field approval for ADS-B Out with UA’s Satellite-Based Augmentation System (SBAS)-Flight Management System (FMS) and either Honeywell or Rockwell Collins transponders www.uasc.com

StandardAero has been Sold

Global investment firm The Carlyle Group announced last month that it has closed its purchase of StandardAero from Veritas Capital. StandardAero is a global provider of repair and maintenance services to the aviation industry. “Joining The Carlyle Group is a great honor and we look forward to working with this distinguished and experienced ownership team,” said Russell Ford, CEO of StandardAero www.standardaero.com

Textron Gets Dealer of the Year from Gogo

Textron Aviation was recognized for its expertise in installing connectivity systems when the company accepted the 51,500 Five award as a 2018 Dealer of the Year from Gogo Business 144  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

www.AVBUYER.com


Burrows Aerospace Legacy 650 May.qxp_Layout 1 17/04/2019 12:02 Page 1

B U R R O W S A E R O S PA C E E X C L U S I V E LY P R E S E N T S F O R S A L E EMBRAER LEGACY 650

A I R F R A M E T O TA L T I M E

4,495 hours

D AT E O F M A N U FA C T U R E

2013 Delivered in 2015

SERIAL NUMBER C E R T I F I C AT I O N

C A B I N C O N F I G U R AT I O N

OPTIONAL EQUIPMENT

145-01171

This aircraft held FAA, ANAC & EASA Certification

3 Zone Cabin, with the Ovation CabinSelect system. SAT phones/Blu Ray player, iPhone and PC interface, 2 x LCD Monitors and premium sound system. 13 pax configuration. WiFi on board.

Provisions for extended over water operation. Certification for Steep Approach and Cannes Airport placard, Aircraft holds FAA Service Bulletin, Engine on RR Corporate Care Program, APU covered by JSSI.


Jetsense Aviation 1998 Citation X May.qxp_Empyrean 18/04/2019 09:21 Page 1

S H O W C A S E

Call for Pricing 1998 Citation X Serial Number: 750-0039 Registration: N26BT Airframe TT: 11,186.0 Landings: 6857  Maintained at Cessna San Antonio/Corporate Maintenance  Always Hangered  Engines on Rolls Royce Corporate Care  APU on MSP  Avionics on HAPP  Winglets  ATG-4000 Wi-Fi  WAAS/LPV (Capable SB 750-34-59)  ADS-B Out (2020 Compliant)  Laseref IV (SB 750-34-57)  Upgraded FMS 6.1 Software  Airshow 500 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Rolls Royce Rolls Royce AE 3007-C AE 3007-C S/N: CAE 330103 CAE 330102 THSN: 10,865.9 Hours 10,798.3 Hours TCSN: 6569 Cycles 6580 Cycles TSO: 348.3 Hours 1600.0 Hours Program: Rolls Royce Corporate Care APU Description: Allied Signal S/N: GTCP36-150CX TCSN: 8219 Hours Program: MSP

Avionics EFIS System 5-Tube Honeywell Primus 2000 Non-Split Autopilot / Flight Director 1 Honeywell Primus 2000 GC 850 Air Data Computers 2 Honeywell AZ 840 MADC AFIS 2 Honeywell VHF & Satellite Cockpit Voice Recorder 1 Fairchild A200S Flight Data Recorder 1 Honeywell Global Positioning System 2 Honeywell Channel 12 Enhanced Global Proximity Warning System 1 Honeywell MK V EGPWS Transponders 2 Honeywell XS 852 Mode S Distance Measuring Equipment 2 Honeywelll DM 850 High Frequency Radio 2 King KHF 950 General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 82/0 Cabin Height (Ft) 5’8” Cabin Width (Ft) 5’6” Cabin Volume (CuFt) 745.4 Seats Full Range (NM) 2,817 Balance Field Length (Ft) 5,343 Interior Number of Passengers 8 Galley Location Forward Lavatory Location Aft Exterior Base Paint Color (Painted January 2017) Matterhorn White (Upper Fuselage) Accent Colors Gray (Lower Fuselage) with Sapphire Blue Stripes

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047

146  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE – Booth T107. To schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1 847 910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1 815 814-9444 heather@jetsenseaviation.com - ORPat Mitchell +1 847 409-1675 pat@jetsenseaviation.com STOP BY AND VISIT BOOTH T107 ANYTIME!

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


Jetsense Aviation G200 May.qxp_Empyrean 17/04/2019 12:04 Page 1

S H O W C A S E

Call for Pricing 2000 Gulfstream G200 Serial Number: 5 Registration: N505GA Airframe TT: 6855 Landings: 4129  Part 135 Operated & Maintained  Engines on ESP Gold  APU on MSP  Enrolled on Collins Avionics Program (CASP)  ATG-5000 Wi-Fi  16C Inspection completed by Gulfstream in 2015 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: Pratt & Whitney Pratt & Whitney PW306A PW306A S/N: PCE-CC-0344 PCE-CC-0345 THSN: 3345.6 Hours 3345.6 Hours TCSN: 1858 Cycles 1858 Cycles TSO: 2654.4 Hours 2654.4 Hours TSHS: 274.6 Hours 274.6 Hours Program ESP Gold ESP Gold APU Description: Honeywell GTCP36-150(W) S/N: P-111 TTSN: 2667 Hours Program MSP Avionics • Collins Proline IV with 5-upgraded EFIS Tubes • Collins ICC-4005 Integrated Avionics Processor Sub-system • Dual Collins FCC-4004 Autopilot

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

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047 www.AVBUYER.com

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE – Booth T107. To schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1 847 910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1 815 814-9444 heather@jetsenseaviation.com - ORPat Mitchell +1 847 409-1675 pat@jetsenseaviation.com STOP BY AND VISIT BOOTH T107 ANYTIME!

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

147


Jetsense Aviation Hawker 400XP May.qxp_Empyrean 17/04/2019 12:06 Page 1

S H O W C A S E

Call for Pricing 2005 Hawker 400XP Serial Number: RK-429 Airframe TT: 2001.9 Landings: 1859  Recent Hot Section (215.6 TSHS)  Rohr Thrust Reversers  2020 Compliant (Garmin ADS-B Out Upgrade)  Freon Air Conditioning  Wing Ice Inspection Light  Anti-Skid Brakes  Concord Lead Acid Battery  Belted Lavatory  Collins 3-Tube EFIS  Dual Collins FMS 5000 Airframe Maintenance Tracking - Enrolled on CAMP Engines Left engine Right engine Description: P&W JT15D-4 P&W JT15D-4 S/N: PCE-JA0644 PCE-JA0647 THSN: 2001.9 Hours 2001.9 Hours TCSN: 1859 Cycles 1859 Cycles TSHS: 215.6 Hours 215.6 Hours TBO: 1598.1 Hours 1598.1 Hours Avionics EFIS: 3-Tube Collins FIS-870 Autopilot: 1 Collins APS-4000 Flight Director: 2 Collins APS-4000 Communication Radio: 2 Collins VHF-422C Navigation Radio 2 Collins VIR-432 Transponders: 2 GTX-3000 ADS-B Automatic Direction Finder: 1 Collins 462 Distance Measuring Equipment: 1 Collins DME-442

Radar Altimeter: 1 Collins ALT-55B Weather Radar: 1 TWR-850 Color Doppler Radar Flight Management System: 2 Collins FMS 5000 Air Data Computers: 2 Collins ADC-850D Cockpit Voice Recorder: 1 Fairchild FA2100 Global Positioning System: 2 Collins GPS 4000 GPWS: 1 Honeywell MK V EGPWS TCAS: 1 Collins TCAS-4000 TCAS II w/ change 7 Radio Magnetic Indicator: 2 SDU-640A Emergency Locator Transmitter: 1 Artex C406-2 ADS-B Out: 1 Garmin Out General Specifications Seating 2/8 Baggage (CuFt Ext/Int) 25/31 Cabin Height (Ft) 4’10” Cabin Width (Ft) 4’11” Cabin Volume (CuFt) 368.34 Seats Full Range (NM) 1,150 Balance Field Length (Ft) 4,485 Landing Distance (Ft) 3,837.93 Average Block Speed (Kts) 439 Normal Cruise Speed (Kts) 439 Long Range Cruise Speed (Kts) 400 Fuel Usage (Gal/Hr) 214 Interior Number of Passengers: Eight (8) including Belted Lav Galley Location: Forward Lavatory Location: Aft (Belted) Exterior Base Paint Color: Matterhorn White Stripe Colors: Blue and Grey

Jet Sense Aviation, LLC Contact: Brett Forrester Contact: Pat Mitchell 1 Golfview Rd, 2nd Floor, Lake Zurich, Illinois 60047

148  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Members of Jet Sense Aviation, LLC’s Team Available to Meet at EBACE – Booth T107. To schedule an in-person appointment at EBACE, please call or email them directly at: Brett Forrester +1 847 910-6846 brett@jetsenseaviation.com Heather Wolff Griffin +1 815 814-9444 heather@jetsenseaviation.com - ORPat Mitchell +1 847 409-1675 pat@jetsenseaviation.com STOP BY AND VISIT BOOTH T107 ANYTIME!

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


Mesotis May.qxp 17/04/2019 12:06 Page 1

S H O W C A S E

Cessna Citation Bravo Serial Number: Registration: Airframe TT: Landings:

550B-0865 OM-ATS 6703 6238

EU-OPS 1 Compliant • Engines on Power Advantage • Airframe on ProParts • On Cescom • New carpet • Interior partly refurbished • Paint touch-up • New de-icing boots • Universal UNS-1LW with LV/LPW monitor • Lifeport stretchers and oxygen distribution system

Engines Engines 1 / 2: 6393 / 6196.1 Cycles 1 / 2: 5991 / 5825 Avionics & Connectivity Honeywell Avionics Suite • COM 1 & 2 Honeywell KY196B • NAV 1 & 2 GS 1 & 2 Bendix-King KN53 • ADF Bendix-King KR87 • DME 1 & 2 DM441B • Marker KMR675 • FMS GNS-XLS • XPDR Mode S EHS MST67A • ENCODER 1 & 2 AZ850 • Radio Altimeter Collins ALT55B • Wx-Radar Honeywell Primus 660 • Autopilot IC 600 • TCAS II change 7 TPU 67A

• EGPWS Honeywell Mk. VII • SSFDR Fairchild 980-4700-025 • CVR L3 Communications A 200S • ELT Artex C406-2 • Audio Intercom AvTech 5636-1 • EFIS / FMS Honeywell Primus 1000 Suite • FLT- & MFD Display Honeywell DU-870 Interior & Entertainment EXTRAORDINARY CABIN DESIGN Eight seats configuration: • One forward rear facing seat • Four place forward club • Two facing single seats • One belted lavatory seat Make Offer

S E E U S AT E BAC E TO D I S CU S S T H E S E AI R CR AF T

Bombardier Learjet 60 Serial Number: Registration: Airframe TT: Landings: EU-OPS 1 Compliant • ESP Gold • On CAMP • Airshow 400 • 15.1“ & 10,4“ TV Monitors • DVD & CD Player • Microwave oven • Irridium Phone System • Fresh 12 years inspection

60-302 ES-PVP 5711 3288

Engines Engine #1. Model PW305A Total Time 5559. Cycles 3194 Engine #2. Model PW305A Total Time 5559. Cycles 3194 Avionics & Connectivity Rockwell Collins Pro-Line 4 EFIS including: FMS Universal UNS-1 E GPS Universal UNS-1 E NAV 2 Rockwell Collins VIR-432 with FM Immunity DME Rockwell CoIlins DME-442 ADF Rockwell CoIlins ADF-462 AFCS APG FCC-85OA Autopilot APG FCC-85OA VHF COM Rockwell Collins VHF-422C HF COM Honeywell KTR-953 SATCOM Iridium ICS-200

Mesotis Jets Thomas Thums Fleischmarkt 7/3 1010 Vienna Austria

www.AVBUYER.com

SELCAL JETCAll-5 RADAR RTA-854 RADAR ALT Rockwell Collins ALT-4000 XPNDR Rockwell Collins TDR-940 Mode S EGWPS Honeywell Mark V TCAS II Rockwell Colllns TTR-4000 with Change 7.1 CVR Universal CVR-120 FDR L3 Communications FA-2100 Lightning Sensor L3 Communications WX-1000E ELT Artex C406-2 with NAV interface Interior & Entertainment Eight (7+1) seats: Fwd 2 place seating RH 3 place divan 2 place club seating 1 belted toilet seat Make Offer

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

AVBUYER MAGAZINE R Vol 23 Issue 5 2019 R

149


Rheinland Air Services May.qxp 17/04/2019 12:07 Page 1

Sample Picture – KODIAK without Belly Pod

S H O W C A S E

2019 Quest KODIAK 100 Series II Serial Number: Airframe TT:

268 Factory New

• Safe. Comfortable. Efficient. • The most modern, rugged and reliable airplane in its class. • A smart, pilot-friendly cockpit: Garmin G1000® NXi Suite • Improved situational awareness and safety. • Comfort, capacity and economy for business and personal use • Available for immediate delivery • Unlock your adventure and call for more information

Airframe & Engines Engine Specs: P&W PT6A-34, Takeoff Power: 750 hp Hartzell 4 Blade Propeller, constant speed, feathering, reversible Avionics & Connectivity Garmin G1000® NXi Suite Garmin GWX-70 Weather Radar Garmin GTX 345R L3 ESI-500 Standby Instrument Safe Flight ARINC 429 – AoA Indexer GTS 800 TAS / WX-500 Stormscope Package Chartview Enable Card DME Interior & Entertainment 2 + 6 Timberline Interior Package, Warm Brown 10-Place Oxygen Upgrade (increases the KODIAK‘s endurance and operation at higher altitudes) Air Conditioning

Exterior KODIAK 2019 Paint Scheme: Aviation Gray / Tropic Green / Matterhorn White TKS Ice Protection with Tank in External Baggage Compartment 29“ Tire Combo (Increases gross landing weight to 7,255 lbs / 3.290 kg) Remarks EASA Certified Aircraft German Registered Available for Immediate Delivery Price: Please Call

2017 Quest KODIAK 100 Airframe TT:

400

• The most modern, rugged and reliable airplane in its class • Versatile – a true Multimission Aircraft • Superior STOL performance and high useful load • Ability to land and take off from unimproved surfaces within less than 300m • Built tough and safe for extreme missions • Comfort, capacity and economy for business and personal use. • Single pilot operation

150  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Engines Engine Specs: P&W PT6A-34, Takeoff Power: 750 hp Hartzell 4 Blade Propeller, constant speed, feathering, reversible Avionics & Connectivity Garmin G1000 Integrated Avionics Suite Garmin Synthetic Vision GTS800 TAS/WX 500 Stormscope Package GWX-68 Weather Radar Chartview Enable Card Garmin GRA55 Radar Altimeter DME: KN63 Bendix/King Interior & Entertainment 2 + 8 Timberline Interior Package, Warm Brown 10-Place Oxygen Upgrade (increases the KODIAK‘s endurance and operation at higher altitudes) Air Conditioning

Exterior KODIAK 2017 Paint Scheme: Top Fuselage: Red, Bottom Fuselage: White with Black Stripes TKS Ice Protection with Tank in External Baggage Compartment 29“ Tire Combo (Increases gross landing weight to 7,255 lbs / 3.290 kg)

Rheinland Air Service GmbH Flughafenstraße 31 41066 Mönchengladbach Germany

Tobias Temme / Sales Director Mobile: +49 178 2550 248 E-mail: t.temme@questaircraft.eu www.questaircraft.eu / www.ras.de

Remarks EASA Certified Aircraft Standby Battery Upgrade Aircraft is based at RAS Headquarter in Mönchengladbach Germany Available for Immediate Delivery Price: $2,250,000 Excl. VAT Price Reduced

www.AVBUYER.com


Total Jet Solutions May.qxp_Empyrean 17/04/2019 12:08 Page 1

S H O W C A S E

Aggressively Priced - Motivated to Sell Price Reduced $2,800,000 1997 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

265 N868DB 7907 5229

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

Avionics Package: Collins EFIS-4000 4-tube/Pro Line 4 FMS: Dual Collins FMC-6100 w/6.1 software IRS: Dual Honeywell LASEREF IV Autopilot/Flight Director: Collins APS-4000 EFIS: Collins EFIS-4000 4-tube AHRS: Dual Collins AHS-85 Communication Radios: Trippel Collins VHF-422A w/8.33 kHz spacing HF Communication Radio: Dual King KHF9000 w/Coltech dual-channel SELCAL Navigation Radios: Dual Collins VIR-432 w/FM immunity TAWS: Allied Signal Mark V EGPWS w/Windshear TCAS: Collins TCAS-II w/change 7

Interior INTERIOR BY DAVIATION AIRCRAFT ON 04/2010

Configuration/PAX: Executive 9 passenger fire blocked interior General: Excellent Condition Seating: Forward 4-place Garrett haze (beige) leather club, aft RS 3-place divan upholstered in Garrett Chatham acorn (light brown) leather opposite dual Garrett haze (beige) leather individual seats, retractable floor mounted jump seat Headliner: Tapis neutral ultra-leather headliner Sidewalls: Garrett Chatham acorn lower side panels Carpet: 100% wool Treasure Chest chamois colored carpeting Exterior BY KING AEROSPACE ON 07/2010

Colors: Matterhorn white w/ocean blue & medium silver General: Exterior is in excellent condition Additional Equipment ADSB-Out, USB Data Loader, Artex 406 mHz ELT, dual Bose headset plugs, monorail sun visors, retractable floor mounted jump seat with third EROS quick-donning crew oxygen mask, Pulselight system, dual wingtip navigation lights, and DeVore logo light Inspection Status: Fresh 12mo, 4C Due April 2022, Gear Overhaul due May 2022

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

www.AVBUYER.com

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

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

151


AeroBuyNow May.qxp 17/04/2019 12:09 Page 1

S H O W C A S E

2009 Dassault Falcon 900EX EASy Serial Number: Registration: Airframe TT: Landings:

220 OO-FFE 3683:44 1788

• LOW TIME W/ ENGINES & APU ON MSP • EASY II COCKPIT W/ CAT III HUD & EFVS • AUTOTHROTTLE • FOUR CHANNEL AIRCELL AXXESS II ST4200 • IRIDIUM SATCOM • 14 PAX INTERIOR EXCELLENT CONDITION • SECURAPLANE CAM-11 • EASA AIR OPS CAT - ADS-B OUT • FANS1A/CPDLC - WAAS/LPV • NO MAJOR DAMAGE OR CORROSION • ONE OWNER SINCE NEW

Engines Honeywell TFE731-60-1C – On MSP #1 P112855 #2 P112856 #3 P112857 APU Honeywell GTCP36-150(F) s/n P576 – On MSP 2,670 TSN Avionics & Connectivity Honeywell Primus EPIC Enhanced Avionics System COM Triple Honeywell TR-866B HF Rockwell Collins HF-9034A NAV Dual Honeywell NV-875B GPS Dual Honeywell EPIC FMS Triple Honeywell FMS XPDR Dual Honeywell XS858B Mode S TCAS ACSS TCAS 3000 EGPWS Honeywell EGPWS RADAR Honeywell Primus 880 Color Radalt Dual Honeywell RT300IRS Triple Honeywell

Laseref V Micro DME Dual Honeywell DM-855 ADF Dual Honeywell ADF CVR Honeywell HFR5 LW V FDR Honeywell Digital FDR ELT ELTA 406MHz Interior & Entertainment 14 Pax Interior: FWD Lavatory, FWD 4 Club Seating, 4 Seats Dining Group, Aft Dual 3 Places Berthable Divans Rockwell Collins FCMS – VHF #2 Cabin Transfer – Securaplane CAM-11 - Rockwell Collins Airshow 4000 – Dual 21.3” Monitors, 1 DVD, VGA Plug, 2 AUX Plugs, AI Subwoofer Exterior Overall SnowWhite w/ Starlite & Antique Silver Trims – Horizontal Stabilizer Upper Logo Lights Price: Make Offer

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

50000293 F-HFFD 962.35 882

• LESS THAN 1000 HOURS • AIRFRAME ON EEC • ENGINES ON ESP GOLD • ADS-B OUT • CVDR, SVS TAWS, TCAS1, CHARTVIEW • LIKE NEW COSMETIC AND EXCELLENT • TECHNICAL CONDITION

Engines Pratt & Whitney Canada PW617F-E – ESP Gold #1 PCE-LC0555 #2 PCE-LC0553 Avionics & Connectivity Garmin Prodigy COM/NAV/GPS Garmin G1000 XPDR Garmin GTX-33D Mode S EHS w/ Diversity TCAS 1 Garmin GTS-850 RADAR Garmin GWX-68 Weather Radar DME Honeywell KN63 CVDR Garmin FA2100 GACVDR ELT Kannad 406AF w/ NAV Interface

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

152  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Interior & Entertainment Corporate 5 Pax Citrine Design Sheepskin-covered Crew Seats Side Facing Seat Lavatory w/ Lavatory & Rigid Door - 9/10 Exterior Overall White w/ Dark Blue and Light Grey Design New Paint 2018 Price Reduced: $2,695,000

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

www.AVBUYER.com


Jet HQ May.qxp_Empyrean 17/04/2019 12:11 Page 1

S H O W C A S E

Visit us at EBACE and see the gorgeous aircraft we have on static display

2007 Falcon 2000EX EASy II Serial Number: Registration: Airframe TT: Landings:

117 N331HA 5,448 3,214

 Engines Enrolled on ESP Gold / APU Enrolled on MSP Gold  Next Gen Avionics – FANS 1/A, CPDLC, ADS-B Out, TCAS 7.1  Painted in July 2013  Fresh Interior Refurb Completed by West Star - Grand Junction- March 2019  Fresh 2C Inspection and Gear Overhaul Programs Pratt & Whitney PWC-308C Left Eng. Right Eng. S/N: PCE-CF0258 PCE-CF0259 Total Hours: 5,005 5,041 Total Cycles: 2,900 2,961 Program: ESP Gold ($347.30 per engine per hour) APU Honeywell GTCP 36-150F (F2M) Serial Number: P-427 Total Hours: 5,500 Program: MSP Gold ($110.47 per hour) Cockpit and Avionics Honeywell Primus Epic System – Falcon EASy II Avionics Suite Dual Honeywell TR-866B VHF Communication Third Honeywell TR -866B VHF Data Radio Dual Collins HF-9000 High Frequency Communications

Dual Honeywell AV-900 Flight Deck Audio Third Honeywell AV-900 Flight Deck Audio Emergency Locator ELTA ADT-406 Dual Honeywell NV-875A VOR/ILS/Marker Dual Honeywell DF-855 ADF Dual Honeywell GPS Dual Honeywell Flight Management System Honeywell Primus 880 Weather Radar Dual Honeywell DM-855 DME Dual Honeywell XS-857A ATC Interior Nine (9) passenger executive configuration w/ jump seat Forward four place club Aft two place club opposite three place divan Fresh interior refurb from West Star Aviation in March 2019 Forward Galley TIA WAVEJET 28 VDC Microwave Oven with Digital Controls Starr STDS-VT-24C Hot Cup with Control Switches TIA 1545-9 High Temperature Oven Exterior Overall Jet GLO Matterhorn White with Jet GLO Egyptian Stripes Painted in July 2013 Entertainment Collins Airshow 4000 Forward Honeywell 20” LCD Monitor Aft Honeywell 15” LCD Monitor Four Rosen LCD Plug-in Monitors with 9G Locking Arms

Jet HQ Garett Jerde, Managing Director

www.AVBUYER.com

Mob: +1 208.660.8646 Email: sales@jethq.com

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

153


AvionMar May.qxp 17/04/2019 15:21 Page 1

S H O W C A S E

2014 Bombardier Global 5000 Serial Number: Registration: Airframe TT: Landings:

9627 HB-JRI 2080 679

• One Swiss Owner since new • Impeccably Maintained • Bombardier Smart Parts Plus • Engines on Rolls Royce Corporate Care • APU on MSP • 14 Passengers configuration

Engines Rolls Royce BR700-A2-20 APU Honeywell RE220(GX) – Total Time: 1483 hrs Interior 14 passenger configuration with cream leather and high gloss wood. Forward 4-place club, mid-cabin 4-place conference group opposite a credenza & aft two 3-place berthable divans Galley equipment: forward galley with high temperature oven, cold air food & beverage chiller, divided ice drawer, coffeemaker, microwave oven, china, flatware, steamware storage stainless steel sink, pullout work surfaces & 10.4-inch galley touch screen LCD monitor Removable mid-cabin bulkhead with pocket door, 115-volt AC/60Hz outlets

Exterior Matterhorn white with turquoise and pink stripes Avionics ADF: Dual Rockwell Collins NAV-4000 Altimeter: Encoding Autopilot: Rockwell Collins IFCS Avionics Package: Rockwell Collins Pro Line Fusion Communication Radios: Triple Rockwell Collins VHF4000 w/8.33 spacing CVR: L3 FA2100 DME: Dual Rockwell Collins DME-4000 EFIS: Rockwell Collins AFD-6520 4-tube FDR: L3 FA2100 Flight Director: Rockwell Collins IFCS FMS: Triple Rockwell Collins IPC-6210 GPS: Dual Rockwell Collins GPS-4000S Hi Frequency: Dual Rockwell Collins HF-9031A w/SELCAL

Visit us at Ebace - Static Display

Asking $10.5 million

2011 Bombardier Challenger 605 Serial Number: Airframe TT: Landings:

5856 3,570 1,148

• The aircraft will be sold including 2020 upgrades and complete fresh 96 month inspection! • The upcoming 96 month inspection would be a great opportunity to customize the interior! • One owner since new • Exterior in great condition • The aircraft is enrolled on Smart Parts Plus • The engines are fully covered by GE On-Point • APU on MSP • Aircraft enrolled on October 2011 Maintenance tracking via Lufthansa Bombardier • 10 Passengers Configuration

Engines New 2011 APU Honeywell GTCP36 - 150. APU Hours: 2,316 hrs Interior New 2011 Having a 10 Passengers + Flight Deck Crew + Jump Seat Configuration with Private Large Aft Lavatory and with Forward Galley. The Forward Cabin has 4 Chairs in Club with Pullout Tables and the Aft Cabin has a 4-Place Sidefacing Divan opposite 2 Chairs in Club with a Pullout Table Exterior Matterhorn White with Gamma Grey, Blue and Titanium Silver Features Provisions for CPDLC and Change 7.1 Mod to TCAS System, EASA Certification, Runway Awareness Advisory System (RAAS)

AVIONMAR GmbH Stubenbastei 10/9 A-1010 Wien

154  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

Avionics •Collins 4-Tube 10x12-Inch / Pro Line 21 •Comm: Dual Collins w/8.33 kHz •Weather Radar: Digital Color RTA 854 •COMM: CMU 4000 •Cockpit Voice Recorder: CVR L3 FA2100 (120 Minute) •DME: Dual Collins DME-4000 •EFIS: Collins 4-tube 10x12-Inch LCD •Flight Data Recorder: FDR L3 FA2100 (25-Hour) •Flight Director: Collins 4-tube 10x12-inch •Flight Phone: Iridium •IRS: Dual IRS •Navigation Radios: Dual Pro Line 21 •TAWS •Dual VOR/ILS/MKR Nav Receivers •TCAS: Collins TCAS-II with Change 7.1 Modification •Transponder: TDR 94D Dual Enhanced Mode S •ADF: Dual NAV-4000

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


Sky Service May.qxp_Empyrean 17/04/2019 12:12 Page 1

S H O W C A S E

2010 Dassault Falcon 2000LX Serial Number: 0196 Airframe TT: OO-VRO Airframe: 2481:43 Landings: 1255 This super looking aircraft with NDH had only two EUR owners since new, was always hangered, only limited chartered and is in great condition. Offers are invited from now for a PPI starting September 2019! • Engines & APU on Full JSSI • OEM installed Winglets • EASA/EU-OPS 1, Part CAT: YES • EASY II 2nd Cert : YES & 3 th Cert • ADS-B out : YES • SBAS-LPV : YES • CDPLC & FANS1/A+ Engines 2 x Pratt & Whitney Model PW308C LH Engine: S/N & TSN/Cycles S/N PCECF0434: 2483:48 Hours & 1254 Cycles RH Engine: S/N & TSN/Cycles S/N PCECF0428: 2481:43 Hours & 1255 Cycles APU Honeywell Model 36-150 (F2M) APU S/N & TSN/Cycles: S/N P-561: 1324 Hours & 2118 Cycles Avionics Honeywell EASy II (3rd certif. load 16.4) with LPV Approach, ADS-B Out, CPLDC FANS 1/A  Quad Honeywell DU-1310 displays  Triple Honeywell TR-866B VHF Comms  Dual Honeywell DF-855 ADF  Dual Honeywell DM-855 DME

 Triple Honeywell EASy FMS version 7.1.2  ACSS TCAS 3000 (ACAS II – 7.1)  Honeywell Primus WU-880 Weather Radar  Triple Honeywell Laseref V IRS  Triple Honeywell AV-900 Audio (EUOps1/Part 135)  Dual Rockwell Collins HF-9034A w/SELCAL Interior Main Cabin Option 1 Floorplan inc. 10 x Pax Seating Configuration with 4-Pax Forward Double Club (4 x Single 20 inch Seats) and 4-Pax Aft Dining Group (2 x Dual 41 inch Seats) opposite 2-Pax Single Club (2 x Single 18 inch Seats), Forward RH Galley with Galley Annex opposite Entryway Closet and Rear Fully Enclosed RH Flushing Lavatory & LH Vanity with access to Aft Baggage Compartment Forward Galley 36 inch “Rounded Look Style” Galley inc. Single Extra-Wide High Temperature Oven with Digital Controller, Storage Racks and Nespresso Coffee Maker with Sliding Tray and Lower Galley Section incorporating a Rounded Sink with Optional Vola Model KV1 Continuous Flow Faucet, Pop-Out Work Surface and Independent Storage Drawers for Trash, Ice and Cold Storage. Lavatory & Aft baggage  Vanity “Rounded Look Styled” Vanity incorporating Trash Container, Soiled Linen Container, 2 x Racks Behind Door, Large Vanity Mirror and Soap Dish with Optional Vola Model HV3 Continuous Flow Faucet.  Baggage Fully In-Flight Accessible Baggage Compartment with Fold Down Hanger Bar.

Sky Service Private Aviation Experience Grote Moerstraat 59 8200 Brugge - Belgium

www.AVBUYER.com

Tel: +32 (0) 475 44 39 11 Email: barth.fourcart@skyservice.be

AVBUYER MAGAZINE  Vol 23 Issue 5 2019 

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AirGo May.qxp 17/04/2019 12:13 Page 1

S H O W C A S E

NEW AVANTI EVO

AirGO AOC Package

©PiaggioAerospace

German AOC operation by most experienced Avanti operator with the largest Avanti fleet in Europe. Fast and easy enrolment: • No enrolment cost • 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.

2018 AVANTI EVO

Sold with 5-years warranty on airframe, engines, avionics, operated by AirGO with charter income. No enrolment fee. Experienced pilots – Just buy and fly! 75 h SNEW / Increased Engine TBO interval to 4100 h in AirGO operation only Demonstrator sold by Piaggioaero / ADSB out & LPV / polished leading edges Proline 21 with Electronic Charts and Maps Overlay Paperless Cockpit & London City Steep Approach approved Second GPS Garmin 400 / Satellite Phone / USB power outlets 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 • Zinc Grey leather upholstering, wood medium-brown wenge, power outlets • Fully enclosed lavatory and wardrobe

Special Deal Please Call

Avionics: Collins Pro-Line 21 with IFIS-5000 EFIS w/ EIS: Three Collins AFD-3010 w/ Dual DCP-3030, Single CCP-3000 RMS: Collins RTU-4200, CDU-3000 COM: Dual Collins VHF-4000 Transceiver 8.33kHz NAV 1: Collins NAV-4000 VOR/ILS/MKR/ADF NAV 2: Collins NAV-4500 VOR/ILS/MKR DME: Collins DME-4000 (3-Channel)TRANS: Dual Collins TDR-94D Mode-S Flight ID Diversity Transponder / Dual Baker B1045 / ADS: Dual Collins ADC-3000 XPDR: Collins RTA-852 Color Turbulence Detection Radar w/ 12" Antenna FMS: Collins FMC-3000, CDU-3000, DBU-5000 / GPS: Collins GPS-4000S FGS: Dual Collins FGC-3003, Three SVO-3000 Servos, Single FGP-3000 FGP AUDIO: AHRS: Dual Collins AHC-3000 and FDU-3000 DIAGNOSTIC: Collins MDC-3110 / DATA CONCENTRATOR UNIT: Collins DCU-3001 STANDBY INSTRMENT CLUSTER: L-3 Communications GH-3100 ELT: Artex C406 (3 Frequency) / HEADSET: Dual Telex 850 ANR w/ Boom & Mic TCAS: Collins TTR-4000 TCAS II w/ Dual Collins TRE-920 Antennae 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

156  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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P157-159.qxp 17/04/2019 14:34 Page 1

Bombardier Challenger 605

JETVIP-Management Price:

Make Offer

Year:

2014

S/N:

OFF MARKET

Reg:

OFF MARKET

TTAF:

1800

Location: Latvia

Hawker Beechcraft 850XP

M A R K E Tel: +371 29 14 56 72 T Email: do@jetvip.aero P L OFF MARKET. ONE OWNER SINCE NEW. Pristine condition, A always hanga keeped, most avionic upgrades for 2020 C compliance are included in the Aircraft Purchase Agreement E with Bombardier. Airframe and engines under manufacurer warranty till MAY 2019, APU under manufacturer warranty till MAY 2020. Engines CF34-3B GE in enrolling process on GE on Point. Rockwell Collins Proline 21 w/4 LCD Screens. Twelve (12) places executive interior configuration with crew jump seat. Forward Galley. Aft toilet.

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

Vitaly Okorokov Price:

Please Call

• Engines and APU on MSP Gold

Year:

2007

• Collins Pro Line 21 Avionics

S/N:

258827

• Always hangared

Reg:

G-HSXP

TTAF:

2660

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

Location: Russian Federation • Price reduced

Cessna Citation XLS+

Mariel Bulnes Price:

Please Call

Year:

2010

S/N:

560XL-6065

Reg:

-

TTAF:

2718

Location: USA

Hawker Beechcraft 900XP

" Aircraft 2020 ready /ADS-B out and TCAS 7.1) and Document 6 inspection just done" Pristine, no excuses aircraft enrolled and fully paid on Textron PRO ADVANTAGE Program: PowerAdvantage+, AuxAdvantage and ProParts. One owner since new with all maintenance up to date. Total Time Since New : 2800 hours Total Landings Since New : 2200 Based on Toluca, MMTO

Tel: +357 96 80 07 22 E-mail: pkyritsis@excelaviation.club

Excel Aviation Price:

Please Call

Year:

2009

S/N:

HA-0099

Reg:

-

TTAF:

858

Location: Cyprus

Bombardier Learjet 45

Tel: +1 55 80 10 68 18 E-mail: direccion@performanceair.com.mx

Probably the lowest time Hawker 900XP on the market. Superb condition, VAT paid, based in Europe. Engines and APU on MSP Gold. CAMP Maintenance Tracking. Hangared. No damage History. ADS-B. TCAS II 7.0. RVSM. Total Landings: 401. Engine: Honeywell TFE 731-50R-1H. Avionics: Collins Proline 21 - Integrated Flight Control System. Interior: Seven (7) passenger interior. Forward LH galley w/microwave oven and coffee maker. Aft belted flushing Lavatory with sink. Inspection status: Annual Maintenance and Inspection performed February 2019. Please see brochure for more details

Tel: +1 (570) 886 3184 E-mail: jeffmadtes@yahoo.com

Jeffrey Madtes Price:

$1,550,000l

Year:

1999

S/N:

099

Reg:

N745TT

TTAF:

8990.4

Engines MSP Gold APU MSP Part 135 Ready BR Engines

Location: USA

www.AVBUYER.com

Single Long Range Nav

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P157-159.qxp 17/04/2019 14:34 Page 2

M A R K E T P L A C E

BAe Avro RJ70

Price:

$4,500,000

Year:

1994

S/N:

E1258

Reg:

LZ-TIM

TTAF:

23368

Location: Bulgaria

Hawker Beechcraft 800XP

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

Aircraft Lease

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

Tel: +966 504 661 203 E-mail: mawad@ab.com.sa

Mohamed Awad Price:

Please Email

Year:

2005

S/N:

258719

Reg:

VP-BCW

TTAF:

3,136

JAL is proudly presenting this 2005 production Hawker 800XP. Equipped with the Collins Pro Line 21 avionics suite, featuring Autopilot System, FMS,... Entered the service on AUG 2005, since ever operating under SupportPlus (Pro Part/Pro Tech) / MSP Program together with CAMP maintenance tracking …

Location: UK

Tel: +358 504 695 691 E-mail: ohiiisn303@gmail.com

Terry T.

Bombardier Learjet 60SE Price:

€2,495,000

Year:

2006

S/N:

303

Reg:

ES-III

TTAF:

4269:31

FOR IMMEDIATE SALE. European operator, ESP silver. The aircraft is in very good condition. For further information please contact

Location: Estonia

Bell 212

Price:

Please Call

Year:

1978

S/N:

30900

Reg:

VH-JJY

TTAF:

11,437

Location: Australia

Bell 206B II

Tel: +61 407 671 672 Email: grahame.casey@jayrow.com.au

Jayrow Helicopters

Excellent condition, utility and firefighting configuration. 3000 hourly/5 year inspection completed in August 2017. Extensive spares, role equipment, GSE and tooling package available separately. Airframe: BLR Fast Fin and Strakes, Dart Extended Height Skid Gear 39”, 1 x 90 gallon auxiliary fuel tank, 1 x 20 gallon auxiliary fuel tank. Avionics/Radios: Garmin GNS 530W GPS, KTR 908 VHF COM, Technisonic TFM-138 VHF COM. Additional Equipment: Simplex 304 Fire Attack Tank with offload pump, Kawak hydraulic system and snorkel, FAST 350 Gallon bucket system, spine board stretcher, rappelling system, offload cargo arm with hook

Turweston Helicopters

Tel: +44 (0)1280 703 109, +44 (0)7831 239 076 E-mail: Phil@turwestonhelicopters.co.uk

Price:

£235,000 Excl. VAT

Year:

1968

S/N:

208

Reg:

G-BXRY

Bell 206 B11 in supurb condition, just had a fresh Annual inspection completed on 08/10/2018, in private use by owner, a B2 machine completly updated to a B3, recently overhauled 250-C20B turbine so lots of hours, immaculate paintwork, very nice cloth interior, carpet protectors. New 8.33 radios. An absolute bargin for a turbine machine

TTAF:

15,951

Cell: +44 (0)7831 239 076

Location: UK

158  Vol 23 Issue 5 2019  AVBUYER MAGAZINE

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P157-159.qxp 17/04/2019 14:34 Page 3

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 Would consider trade for KingAir 200/300

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

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

www.alberthaviation.com

www.paravionltd.com SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

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

Visit the AvBuyer team at EBACE 2019 - Booth S107 Copy date for the June 2019 Issue - Wednesday 15 May 2019 www.AVBUYER.com

AVBUYER MAGAZINE R Vol 23 Issue 5 2019 R

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Daher Socata May.qxp_Layout 1 17/04/2019 11:49 Page 1

AU

THE FUTURE IS AUTOMATION The TBM 940 introduces new levels of safet y, per formance and reliabilit y for the ultimate ownership experience. As the first airplane in its categor y with fully-integrated autothrot tle and automated deicing detec tion, the TBM 940 earns its place as the top member of Daher â&#x20AC;&#x2122;s ver y fast turboprop aircraf t produc t line â&#x20AC;&#x201C; which is preferred by aviators ever y where.

Learn more at: www.tbm.aero, or speak to a Daher TBM expert: (Americas) +1 954 993-8477; (International) +33 5 62 41 77 88.

- Photo Airborne Films

NEW AUTOTHROTTLE


P161.qxp 17/04/2019 15:34 Page 1

JETAPPRAISALS Performed by Accredited Senior Appraisers

877.531.1450 jetappraisals.com

Desktop Aircraft Appraisals / On-Site Asset Verification and Logbook Review Residual Values / Customized Analysis Advertiser’s Index 1

1st Source Bank...................................................83 2-Reg Aircraft Registry.....................................133 AeroBuyNow.......................................................152 Air BP......................................................................73 Aircraft BlueBook ..............................................161 Aircraft Finance Corporation .............................13 AirGo ....................................................................156 Aradian Aviation .................................................141 AvBuyer.com..........................................................92 Aviation Partners...................................................77 AvionMar..............................................................154 Avjet Global ................................................. 50 - 51 Avpro ..............................................................14 - 17 Bank OZK............................................................117 Boutsen Aviation ...........................................65, 93 Burrows Aerospace.................................105, 145 Central Business Jets .......................................163 Close Brothers Group......................................139 Conklin & de Decker .........................................106 Corporate Concepts..................................61, 137 DAHER ................................................................160 Dassault Falcon Jet ..................................2 - 3, 67 Dubai Airshow ....................................................126

9

3:46:13 PM

Duncan Aviation ...........................................36 - 37 EAC.......................................................................131 Eagle Aviation........................................................31 ElliottJets ...............................................................47 Engine Assurance Program.............................125 Freestream Aircraft ..............................................49 General Aviation Services ..................................97 Global Jet Monaco........................................ 5 - 11 Hatt & Associates.................................................29 Heli Connections Aviation................................127 IBA...........................................................................89 Jean Boulle Luxury.............................................103 JetBrokers......................................................56 - 57 Jetcraft Corporation......................1, 34 - 35, 164 Jeteffect .........................................................54 - 55 JetHQ ...................................................................153 JETNET iQ Summit ..............................................72 Jet Sense Aviation..................................146 - 148 Jet Transactions..................................................129 JSSI (Jet Support Services) ..............................99 LBAS ....................................................................115 Leading Edge Aviation Solutions......................81 Lektro....................................................................139

11:58:34 AM

MEBAA ................................................................120 Mesotis Jets ........................................................149 NBAA-BACE.........................................................98 OGARAJETS................................................42 - 43 Par Avion .......................................................44 - 45 Reinland Air Service..........................................150 Rolls-Royce Corporate Care...........................121 San Marino Aircraft Registry..............................63 Sky Aviation Holdings .........................................85 Sky Service Aviation..........................................155 Southern Cross Aviation ..................................135 SmartSky Networks...........................................111 Sparfell & Partners ......................................25 - 27 TECNAM .............................................................113 Textron Aviation Pre-Owned ..............................39 The Elite London ................................................128 The Jet Business..........................................21 - 23 The Registry of Aruba..........................................69 The Private Jet Company ....................................87 Total Jet Solutions..............................................151 VREF ....................................................................139 Wright Brothers Aircraft Title ..........................107

PROUD MEMBERS OF

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

AvBuyer (USPS 014-911), May 2019, Vol 23 Issue No 5 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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P162.qxp 18/04/2019 13:00 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRCRAFT

AIRBUS

CESSNA

ACJ 318 . . . . . . . 23, A318 Elite . . . . . 5, 6, A319CJ . . . . . . . . 26, 65, 93, A319 VIP . . . . . . 5, A380-800 . . . . . . 26,

Citation

PAGE

II . . . . . . . . . . . . . 57, III . . . . . . . . . . . . . 56, 57, 97, V. . . . . . . . . . . . . . 56, VI . . . . . . . . . . . . . 56, X . . . . . . . . . . . . . 16, 55, 146, 163, XLS . . . . . . . . . . . 47, XLS+ . . . . . . . . . . . 5, 45, 105, 135, 157, CJ1. . . . . . . . . . . . . 47, CJ1+ . . . . . . . . . . . 97, CJ2. . . . . . . . . . . . . 35, 47, 93, 164 CJ2+ . . . . . . . . . . . 81, CJ3. . . . . . . . . . . . 16, 31, 45, 55, 81, . . . . . . . . . . . . . . . 131, Bravo . . . . . . . . . 35, 149, 164 Encore . . . . . . . . 16, 131, Excel . . . . . . . . . . 47, Grand CaravanEX. 35, Jet . . . . . . . . . . . . 16, Mustang. . . . . . . . 31, 93, S550 . . . . . . . . . . . 131, Sovereign. . . . . . 47, Sovereign+ . . . . 35, 55,

AVANTI EVO . . . . . . . . . . . 156,

BAE AVRO RJ70. . . . . 93, 158,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 23, BBJ MAX 8 . . . . . 5, 727-200 . . . . . . . 137, 737 . . . . . . . . . . . 137, 757 . . . . . . . . . . . 51, 787-9. . . . . . . . . . 35, 164 DC8-72 . . . . . . . . 137, MD-87. . . . . . . . . 129,

Pistons

BOMBARDIER Global 5000 . . . . 1, 5, 27, 34, 35, 93, . . . . . . . . . . . . . . . 129, 154, 164 Global 6000 . . . . 27, 34, 35, 51, 164 Global 7500 . . . . 5, Global Express . 22, 35, 81, 164 Global Express XRS. . 5, 7, 14, 34, 49 . . . . . . . . . . . . . . . 50, 164

Challenger 300 . . . . . . . . . . . 15, 22, 42, 135, 350 . . . . . . . . . . . 15, 22, 164 600 . . . . . . . . . . . 57, 605 . . . . . . . . . . . 51, 54, 81, 135, 154, . . . . . . . . . . . . . . . 157, 650 . . . . . . . . . . . 34, 35, 164

Learjet 31A . . . . . . . . . . . 34, 56, 87, 35A . . . . . . . . . . . 56, 36A . . . . . . . . . . . 159, 40XR . . . . . . . . . . 55, 56, 45 . . . . . . . . . . . . 35, 37, 55, 157, 164 55 . . . . . . . . . . . . 57, 60 . . . . . . . . . . . . 87, 149, 60SE . . . . . . . . . . 158, 163, 60XR . . . . . . . . . . 35, 164 75. . . . . . . . . . . . . 16, 35, 164

T182S. . . . . . . . . . 31, T182T . . . . . . . . . . 31, T206H . . . . . . . . . 56,

CIRRUS SR22G2 . . . . . . . 56, SR22G3 . . . . . . . 31,

DAHER SOCATA TBM700A . . . . . . 93, TBM700B . . . . . . 31, TBM930 . . . . . . . 47,

DASSAULT FALCON 7X . . . . . . . . . . . . 2, 15, 35, 49, 164 8X . . . . . . . . . . . . 15, 20F . . . . . . . . . . . 56, 50 . . . . . . . . . . . . 37, 42, 57, 93, 163, 50EX . . . . . . . . . . 16, 37, 55, 151, 900C . . . . . . . . . . 163, 900EX . . . . . . . . . 2, 900EX EASy . . . 15, 22, 152, 163, 900LX . . . . . . . . . 2, 5, 2000 . . . . . . . . . . 3, 16, 37, 135, 2000EX. . . . . . . . 16, 81, 2000EX EASy . . 15, 163,

AIRCRAFT

PAGE

AIRCRAFT

PAGE

2000EX EASy II. 29, 153, 2000LX . . . . . . . . 3, 155, 2000LXS. . . . . . . 3, 35, 164

. . . . . . . . . . . . . . . 97, 141, 158, 850XP. . . . . . . . . 51, 157, 900XP . . . . . . . . . 141, 157,

DORNIER

HONDA

328-310 . . . . . . . 37,

JET HA-420 . . . . 35,

EMBRAER

IAI

Legacy 500 . . . . 16, 23, 35, 36, Legacy 600 . . . . 27, 135, Legacy 650 . . . . 26, 57, 93, 145, 164 Lineage 1000 . . 5, 8, 23, 26, Lineage 1000E . 163, Phenom 100 . . . 131, 152, Phenom 300 . . . 5, 9, 35, 42, 93, 137, . . . . . . . . . . . . . . . 164

Astra1125SP . . 163, AstraSPX . . . . . . 54, Westwind II . . . . 56,

GULFSTREAM IV . . . . . . . . . . . . . 129, IVSP . . . . . . . . . . 15, 54, 87, 135, 141, V. . . . . . . . . . . . . . 14, 23, 49, 137, 141, 150 . . . . . . . . . . . 163, 200 . . . . . . . . . . . 15, 37, 54, 81, 87, . . . . . . . . . . . . . . . 147, 280 . . . . . . . . . . . 14, 35, 300 . . . . . . . . . . . 14, 350 . . . . . . . . . . . 14, 400 . . . . . . . . . . . 36, 450 . . . . . . . . . . . 22, 35, 49, 81, 141, 500 . . . . . . . . . . . 54, 164 550 . . . . . . . . . . . 5, 10, 11, 14, 26, 35, . . . . . . . . . . . . . . . 49, 54, 87, 141, 164 650 . . . . . . . . . . . 14, 51, 650ER. . . . . . . . . 81,

HAWKER BEECHCRAFT King Air 200 . . . . . . . . . . . 56, 350 . . . . . . . . . . . 29, 131, 141, B200 . . . . . . . . . . 16, 131, 141, B250 . . . . . . . . . . 34, C90 . . . . . . . . . . . 35, 56, 141, C90B. . . . . . . . . . 56, 164 E90 . . . . . . . . . . . 93,

NEXTANT 400XT . . . . . . . . . 29,

PIPER Cheyenne IIIA . . . 56, Cheyenne 400LS. .31,

QUEST Kodiak 100 . . . . 150, Kodiak 100 SeriesII. .150,

HELICOPTERS AIRBUS/ EUROCOPTER EC 145 . . . . . . . . 93, H125 . . . . . . . . . . 35, 164

AGUSTAWESTLAND AW109SP . . . . . . 37, AW109S Grand . 27, AW109 Power Elite. . 27, A119 Koala . . . . 141,

BELL 206BII. . . . . . . . . 158, 212 . . . . . . . . . . . 158, 159, 412EP . . . . . . . . . 141, 412EMS . . . . . . . 159, 412SP. . . . . . . . . 127,

Beechcraft

MCDONNELL DOUGLAS

Premier IA . . . . . 93, 141,

900 Explorer . . . 127, 902 Explorer . . . 127,

Hawker 400A . . . . . . . . . . 56, 85, 400XP . . . . . . . . . 148, 800A . . . . . . . . . . 97, 800XP . . . . . . . . . 36, 42, 51, 56, 85,

SIKORSKY S-76A++. . . . . . . 127, S-92A . . . . . . . . . 16, 89,

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2004 Falcon 2000EX EASy SN40

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