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December 2017

B U S I N E S S

G U L F ST R E A M S N 6 5 0

A V I A T I O N

GV

See pages 20 & 21 for further details

THIS MONTH Aircraft Comparative Analysis – BBJ2 How is Jet Connectivity Developing? What’s Good About Used Aircraft Sales? www.AVBUYER.com

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


Project2_Layout 1 29/11/2017 11:57 Page 1

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Project2_Layout 1 29/11/2017 11:58 Page 1

Falcon 7X 2012 • s/n 143 – 3,269 hrs. / 1,939 cycles • 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, Satcom MCS-7120 • Engines on ESP Platinum and APU on MSP • 1C due February 2020

Falcon 900LX 2014 • s/n 283 – 2,295 hrs. / 278 cycles • 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • 1C due October 2020

Falcon 900LX 2013 • s/n 270 • 1,075 hrs. / 457 cycles • 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, SVS, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • 1C due July 2019

Falcon 900LX 2012 • s/n 257 – 2,295 hrs. / 1,532 cycles • 14 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 1 EFB • Engines and APU on MSP Gold • 1C due February 2018

Falcon 900LX 2011 • s/n 250 • 1,572 hrs. / 900 cycles • 13 passengers with Forward and Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A+) • 2 FMS, 2 IRS, 3 VHF, Satcom Iridium Axxess II w/ DIU, 1 EFB • Engines and APU on MSP Gold • 1C complied with in December 2017

Falcon 2000EX EASy 2007 • s/n 113 • 2,491 hrs / 901 cycles • 9 passengers (Aft L/H 3 places sofa) • Low time & very low cycles • EASy II (Baseline, LPV, ADS-B out, CPDLC ATN-B1 & FANS 1/A) • HUD, 3 FMS, 3 IRS, 3 VHF, 2 Rad Alt • Iridium Satcom with DIU • Engines on ESP Gold, APU on MSP Gold • 1C due August 2019, last paint May 2014

16/11/17 15:39


Editor Welcome Dec17.qxp_JMesingerNov06 22/11/2017 10:10 Page 1

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com

Editor’s Welcome

Commissioning Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com

Looking Ahead to 2018...

T

his month completes a year that experienced increasing demand for Business Aviation. Charter as well as corporate flying activities are posting more movements in Europe and the US. Transactions within the market for used aircraft have accelerated, albeit slowly. Optimists can find reasons to indulge in their favorite sport—looking for good news. For market watchers who are less inclined to say the glass is half full, forecasts by respectable researchers suggest that a few more years will pass before the effects of the Great Recessions will be absorbed and Business Aviation will return to the frothy days of earlier this century. We believe the good news outweighs the bad. Increasing activity levels are precursors to more sales of new and used aircraft. Technology advances, especially in the area of connectivity for passenger use in the cabin and crew efficiency in the cockpit, suggest an increasing demand for new equipment and upgrades of current aircraft. Furthermore, we suggest that the general economies of many areas throughout the world are improving, thereby stimulating the need for companies to travel domestically and internationally in search of opportunities. As long as business needs to explore new markets and expand existing activities, Business Aviation will grow.

Challenges Ahead

Certainly our community has challenges. One that has resurfaced is a renewed call for privatizing the US air traffic control system. Voices within the US Republican Policy Committee as well as in Airlines for America, a lobby group representing scheduled air carriers, are calling for

passage of the privatization proposal offered by Representative Bill Shuster (RPA), chairman of the US House of Representatives Transportation and Infrastructure Committee. Talking points being distributed by pro-privatization forces are being rather selective with their arguments, suggesting that great progress would be made if only ATC would be separated from the FAA. Overlooked are facts such as the progress that has taken place under FAA governance and the potential for higher budget deficits nationally if the suggested restructuring were to occur. Business Aviation (including non-US registered business aircraft flying into the US) would be disadvantaged by privatization. Reauthorization of the FAA expires March 31, 2018—just four months hence. An unsettled US Administration and a divided Congress may not spend their time dealing with aviation, adding to the challenges facing our community. Basis for Optimism Our belief in the intrinsic value of Business Aviation is the basis for our optimism. No other form of transportation can match the benefits that a business aircraft offers companies and entrepreneurs. Serving as an office that moves rapidly and on-demand, a company aircraft has no equal in the field of travel. We welcome the year ahead and are confident that our community will continue its rebound to sustainable good times. The team at AvBuyer wishes you a Happy Christmas and a prosperous New Year. Jack Olcott Editorial Director, AvBuyer

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8255 4000 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com Liam Robinson (Digital Solutions Manager) 1- 800 620 8801 +44 (0)20 8939 7720 Liam@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Sue Brennan 1- 800 620 8801 +44 (0)20 8255 4409 Sue@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

4

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Mechanicsburg, PA 17055 Aircraft Index see Page 137


Aircraft Finance Corp August.qxp_Layout 1 19/09/2017 14:27 Page 1


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Contents Layout Dec17.qxp 22/11/2017 11:18 Page 1

Contents Volume 21, Issue 12

December2017

T BizAv Intelligence

18

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

34

Review of Business Aviation in 2017: Dave Higdon reflects on a complex year in BizAv, with an eye on the year to come…

40

What’s Good About Used Aircraft Sales? Mike Chase & Marj Rose assess whether we are ready for a Q4 2017 push in used jet transactions

46

GAMA Q3 2017 Shipment Analysis: New airplane shipments in 2017 are proving to be flat. Mike Potts takes a close-up view of the data

T Flight Department 62

What’s Next in Aviation Technology? Discover more as Ken Elliott discusses the emerging electronic technology for business aircraft…

70

AVBUYER MAGAZINE – December 2017

Aircraft Comparative Analysis – Boeing BBJ2: How does the Boeing BBJ2 compare against the Airbus ACJ320? Find out here…

T Boardroom 98

How Do New Aircraft Impact Used Prices: David Wyndham examines the impact a new model introduction has on used aircraft values…

102

How to Find Value Buying a Jet: While many of the ‘polished gems’ have been plucked from the market, buyers can still find a great aircraft. Here’s how…

104

Should Owners Worry About their Pilots: David Mayer discusses FAA enforcement with relation to pilot violations of the FARs…

T Community News 110

How is Jet Connectivity Developing? Find out where cabin connectivity is heading with Gogo’s Brian Wilson and ViaSat’s James Person

Two Decades of Dedication to Bombardier Service: We offer some of the highlights from Lufthansa Bombardier Aviation Services’ 20 years of industry service

114

Jet Connectivity Install – Save Time & Money: Aviation Director Andre Fodor offers some essential tips on saving time and cost longer-term

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

Next Month

78

How to Obtain Flight Department Technical Excellence: What are the best practices for achieving technical excellence? Find out here…

• •

80

Retail Price Guide: 20-year Turboprop price guide from The Aircraft Bluebook

84

Specifications: Turboprop performance and specifications comparisons for aircraft aged 20 years and younger…

74

8

90

www.AVBUYER.com

Aircraft Comparative Analysis Global 5000 Flight Report: HondaJet International Trip Planning: Tips to Ensure Good Service The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet.

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 137


Hatt & Associates December.qxp_Layout 1 21/11/2017 12:56 Page 1

2008 Hawker 900XP S/N: HA-5 Reg: N894QS 5,863.3 Hours since New Airshow 410

AirCell ATG5000 High Speed Internet Partial Interior Refurbishment July 2016

Enrolled on MSP Complete Paint October 2013

Unique in Experience, Global in Scope. 1996 Gulfstream G-IVSP S/N: 1301. Reg: N874JD 12,168 Hours Since New 8,790 hours since new Fresh 24/48 Month Inspections ATG-5000 with Swift Broadband

2014 King Air 350i S/N: FL-972. Reg: C-GOKI 719.8 Hours since New Canadian Modification Package Collins Venue Media Center Custom Paint Scheme GWX-3001 Collins Satellite Graphical Weather

1-(303) 790-1050 hattaviation.com

2016 Cessna Grand Caravan EX S/N: 208B-5277. Reg: C-FJTQ 74.6 Hours since New Garmin G1000-Fully Intergraded Panel 10 Place Commuter Club Synthetic Vision Technology One Owner Since New

Hatt & Associates: Global Aviation Sales Acquisitions

Brokerages

Consulting

Pre-Buy Management

Contract/Legal Services

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


Avpro December.qxp_Layout 1 22/11/2017 10:21 Page 1


Avpro December.qxp_Layout 1 22/11/2017 10:21 Page 2


Avpro December.qxp_Layout 1 22/11/2017 10:21 Page 3


Avpro December.qxp_Layout 1 22/11/2017 10:21 Page 4


BOMBARDIER GLOBAL 6000 | SERIAL NUMBER 9443 YEAR: 2011

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 2760

T O TA L C Y C L E S : 9 9 3

HIGHLIGHTS

Global Jet managed aircraft in immaculate condition

Seats in Luster Mother of Pearl complemented by Kirelian Birch wood

ADSB-Out & FANS 1A+

Smart Part Plus Bombardier

Both STCs installed (Completion and EFB) are TCCA & EASA approved

ASKING PRICE: USD $29.99M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

AV Buyer_December.indd 1

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.11.2017 14:20:26


EMBRAER LINEAGE 1000 YEAR: 2013

C A PA C I T Y: 1 9 PA X

AIRFRAME HOURS: 751

T O TA L C Y C L E S : 2 2 8

HIGHLIGHTS •

One of the lowest hours on the market

Elegant interior in a state-of-the-art condition

Certified EASA for commercial operations

Five luxurious cabin zones

ASKING PRICE: USD $26.50M

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

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

LUXEMBOURG GENEVA

AV Buyer_December.indd 2

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.11.2017 14:20:33


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

C A PA C I T Y: 1 4 PA X

AIRFRAME HOURS: 3036.29

T O TA L C Y C L E S : 7 5 3

HIGHLIGHTS • Still

under OEM warranty

Impeccable cabin interior with refined & elegant design

Avionic Easy II+ (included CPDLC ATN FANS 1/A / ADSB Out)

High Speed Swift Broadband Wifi Internet

Fresh of any major maintenance until DEC 2020

• EASA Certified • Enhanced Flight Vision System (EFVS) ASKING PRICE: USD $24.90M DISCOVER ALL OF OUR BEST OFFERS W W W. G L O B A L J E T M O N A C O . C O M

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

LUXEMBOURG GENEVA

AV Buyer_December.indd 3

MONACO LONDON

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

MOSCOW PARIS

MADRID VIENNA

ISLE OF MAN BEIJING

HONG KONG HANGZHOU

10.11.2017 14:20:33


Global Jet Monaco inventory December.qxp_Layout 1 20/11/2017 14:21 Page 1

AIRBUS A318 ELITE+ - SN 3985

EMBRAER LINEAGE 1000 - 2013

BOMBARDIER GLOBAL 7000

ASKING PRICE: $29.95M

ASKING PRICE: $26.50M

3 POSITIONS AVAILABLE IN 2020

BOMBARDIER GLOBAL 6000 - SN 9443

BOMBARDIER GLOBAL EXPRESS XRS

BOMBARDIER GLOBAL EXPRESS XRS - SN 9306

NEW TO MARKET – ASKING PRICE: $29.99M

DEALMARKET PENDING– CALL FOR FURTHER DETAILS OFF

ASKING PRICE: $19.75M

DASSAULT FALCON 7X - SN 170

DASSAULT FALCON 7X - SN 101

BOMBARDIER CHALLENGER 605 - SN 5764

NEW TO MARKET - ASKING PRICE : $24.90M

MAKE OFFER

ASKING PRICE: $9.95M

CONTACT aircraftsales@globaljetmonaco.com T +377 97 77 0104

VIP CHARTER

AIRCRAFT MANAGEMENT

WWW.GLOBALJETMONACO.COM AIRCRAFT SALES & ACQUISITIONS


MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:39 Page 1

BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary As we enter the busiest month of the year for aircraft transaction activity, Rolland Vincent takes stock of the market today. What are the leading trends and indicators at the end of 2017…? ecember: The only month with about 32 days in it. At least, that’s how it seems when all of the year-end transactions are finalized, signed and registered… In what always seems to be a rush to the finish, December will once again prove just how productive we can all be when it comes to facing the deadline to end all deadlines, namely year-end! The Q3 2017 GAMA new aircraft shipments report was issued November 13, revealing a number of recent trends in production and delivery rates at the OEMs. Through three-quarters of 2017, the worldwide market for new business turbine aircraft (business jets and turboprops) is as flat as can be, with 808 shipments recorded by GAMA Year-to-Date (YTD), versus 810 for the same period last year. While Mike Potts offers analysis of those numbers on p46 of this issue, following are some additional notes: Business jet shipments included a stronger Year-over-Year (YoY) performance from HondaJet, with 30 aircraft deliveries through Q3 2017 (versus 15 YTD in 2016), and we’re seeing the start of a production ramp-up for the single-engine

D

18

AVBUYER MAGAZINE – December 2017

Cirrus SF50 Vision Jet. Shipments from both Bombardier and Embraer through the first three quarters of 2017 were down 12% and 20% respectively, in Bombardier’s case in line with investor guidance. Embraer tends to have a very back-end loaded delivery profile, with Q4 representing 37-38% of annual delivery units in both 2015 and 2016. If the same distribution holds true in 2017, the company will miss the low point of its investor guidance of 105-125 shipments in the year. The brighter points among the single-engine turboprop deliveries were a ramp-up in production of newer models like the Piper M600 and Daher TBM910. But the market for new twin-engine business turboprops, long dominated by the King Air family, appears to have softened considerably with new shipments down 25 units YTD (-30.5% YoY across all model lines). Recent King Air demand for the 350i model has been buoyed by orders from a single customer – Wheels Up – which has taken delivery of 65 of this type since its program inception through October 2017. Wheels Up indicated recently that it still has 45 King Air 350i aircraft on order, providing Textron

www.AVBUYER.com

Aircraft Index see Page 137


MarketIndicators DEC17.qxp_Layout 1 21/11/2017 17:06 Page 2

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

“Used inventory ‘For Sale’ has now fallen to the mid-10% range for business jets, and to the mid-7% range for turboprops, below pre-2008 financial crisis levels, with very limited availability of low-time, late model aircraft in most segments.” Aviation with some visibility into future King Air production rates.

Other Signs of Market Health

Business aircraft flight activity in the core North American and European markets is up on a YoY basis, fueled by strong performance in the charter markets. The volume of used business jet and turbine helicopter transactions is up about 6% YTD through the end of September, measuring retail sales and leases to end-users although used turboprop sales are off about 10%, based on available data. Used inventory ‘For Sale’ has now fallen to the mid-10% range for business jets, and to the mid-7% range for turboprops, below pre-2008 financial crisis levels, with very limited availability of low-time, late model aircraft in most segments. As we have indicated before on these pages, used aircraft transactions and inventory ‘For Sale’ metrics are being bolstered by remarkably attractive prices for these productive, albeit depreciating assets. Asset Insight’s analysis (page 28 suggests the average asking prices have tumbled 21% so far in 2017 led down the slippery slope by Large-Cabin business jets, a segment that continues to be the Advertising Enquiries see Page 4

weakest with respect to price retention/residual value diminution. On the other hand, Turboprop values appear to have broadly stabilized, reflecting both low availability levels in the ‘For Sale’ market, fewer production models and competitive product lines, and lower overall new aircraft production rates.

In Summary

With only a few weeks to go before December 32, industry professionals will be focused on getting through the many hurdles necessary to close deals and ensure buyers and sellers are getting what they need. Sprinkle in one of the busiest travel and holiday periods in most people’s calendars, and the month is shaping up to look a lot like other Decembers – a time to get things done, and quickly! At times like these, we always like to remind ourselves that it is wise to stop, to count our many blessings, to provide that little extra thought and effort that can make a difference in someone’s day, and to be thankful for the opportunity to work in an industry that provides so much value and opportunity to our customers. continued on page 22 MI www.rollandvincent.com 

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

19


O'Garajets December.qxp_Layout 1 23/11/2017 10:15 Page 1


O'Garajets December.qxp_Layout 1 23/11/2017 10:15 Page 2


MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:41 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

Flight Activity - North America October 2017 vs. October 2016 flight activity posted an increase of 4.1%, according to ARGUS TRAQPak. Activity was also up over September 2017 by 2.4%. Here are the details... Year-over-Year (YoY), the results by operational category were all positive with Part 135 still holding the top spot. Similarly, the aircraft categories were all positive, too, with Mid-size and Large jets posting the largest gains in that order.

Month-over-Month (MoM) increase over September, though results by operational category were mixed, with Part 135 posting the only monthly decrease. Part 91 activity saw the largest monthly gains, up 4.2%. Aircraft categories were all positive with Mid-size jets posting the largest monthly increase.

Next Month’s Forecast

TRAQPak analysts estimate there will be a 3.2% increase in overall YoY flight activity in November 2017.

Month-Over-Month

As detailed, October’s Business Aviation flight activity posted an expected

MI www.argus.aero

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

PART 91

PART 135

FRACTIONAL

ALL

TURBOPROP

-0.7%

8.5%

-0.2%

2.9%

SMALL CABIN JET

1.1%

1.5%

4.4%

1.6%

MID-SIZE JET

4.9%

11.1%

4.6%

6.9%

LARGE CABIN JET

5.1%

11.7%

-7.4%

5.6%

ALL

2.0%

7.9%

2.2%

4.1%

TABLE B - OCTOBER 2017 vs SEPTEMBER 2017 North America Flight Activity

PART 91

PART 135

FRACTIONAL

ALL

3.4%

-2.6%

-9.0%

0.4%

1.7%

-2.2%

0.8%

0.2%

7.2%

2.8%

5.4%

5.2%

LARGE CABIN JET

5.5%

3.2%

7.6%

5.0%

ALL

4.2%

-0.3%

3.2%

2.4%

TURBOPROP

SMALL CABIN JET

MID-SIZE JET

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

ONLINE I PRINT I BROADCAST I EVENTS

Flight Activity Europe

October’s European Business Aviation activity came down from the summer peak, notes WingX Advance, but was still up 8% YoY… Business Jet Charter flights are up by 13% YoY as the YTD trend climbed to 4% (an additional 28,000 flights this year compared to 2016). The largest markets contributed most to the growth, with Western Europe showing a robust increase in flight activity (especially in France, Spain and Italy). There was an increase of over 1,000 flights YoY from France in October. YTD, Germany has seen the most growth in flights, up by 3.9% - an additional 415 flights per month. Small YoY declines in activity were recorded in Russia, Norway and Turkey, while strong gains from other smaller markets included Sweden, Austria and Greece. Business Aviation flights from Southern Europe were up 10% in October, and have a 12-month growth trend of 7%. Arrivals into Europe from Russia were down 2%, while there was a slight growth in flights to the Middle East, and a 9% bounce in flights from Europe to North America. While charter flights continued to flourish, there was also some recovery this month in private flights, up 5% YoY, in contrast to stagnation over much of the last 12 months. All this growth came from the 10% gain in Turboprop activity. Business jet private missions slipped 0.4% YoY. “October activity came down from the summer peaks as usual, but the strong YoY growth, the largest so far this year, points to the sustained growth in charter demand,” summarized Richard Koe, Managing Director, WingX. “This is evident across almost all business jet segments, most notably in heavy jets. “The market appears to be responding to a better outlook for the economy, and within the industry, competitive pricing, aggressive marketing and more effective underlying operating models.” MI www.wingx-advance.com

continued on page 24

22

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


Bank of Ozarks December.qxp_Layout 1 20/11/2017 14:24 Page 1


MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:44 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Teal: Market to Return to Peak in 2021

Full-Year of European BizAv Growth

With an 8.9% upsurge in movements compared to the same period last year (per Eurocontrol) October’s strong Business Aviation traffic figures in Europe signaled a key milestone for the sector, notes EBAA. Results for October secured the first full 12-months of uninterrupted growth for Business Aviation in Europe in almost a decade. “October was a watershed month for Business Aviation movements in Europe, denoting the first full year of traffic growth since 2008,” observed Brandon Mitchener, EBAA CEO. “What’s more, all European countries have experienced traffic growth since January 2017, and all top 10 Business Aviation airports in Europe have seen positive traffic figures since the beginning of the year,” he added. MI www.ebaa.org

Chart A:

Departures, Arrivals, Internals and Overflights (DAIO) Report Business Aviation

80,000 75,000 70,000 65,000 60,000 55,000 50,000 45,000 40,000 35,000

Nov

Dec

Jan

Feb

Mar

2 Years ago

Apr

May

Previous year

Jun

Jul

Aug

Sept

Oct

Last 12 months

JSSI: Highest Flight Activity Since 2008 Jet Support Services, Inc. (JSSI) has released its latest Business Aviation Index for Q3 2017 noting average flight hours have reached levels not seen since the economic downturn of 2008… Q3 2017 results followed a steady increase in flight activity throughout the year, proving to be the most active period in 2017. Average flight hours increased 4.5% Year-to-Date and key regional markets around the world, including Asia, Africa and South America also reported strong YTD flight hour activity. “The summer months are 24

AVBUYER MAGAZINE – December 2017

consistently the strongest period of the year for flight activity. Our Business Aviation Index has now shown a Year-over-Year increase in Q3 flight activity for five consecutive years,” said Neil W. Book, President & CEO, JSSI. “These are encouraging signs that companies are leveraging corporate jets to conduct business around the world. “It’s also promising to see such growth in regional diversity coming from markets outside North America and Europe,” he added.

In its latest industry forecast, Teal Group is calling for business aircraft deliveries to return to 2008 peak levels in 2021. However, it predicts deliveries will be down 2.3% this year, followed by ‘modest’ growth through the end of this decade… Overall, Teal forecasts production of 11,434 business aircraft worth $272.1bn over the next 10 years. This includes 8,253 business jets worth $236.3bn; 213 bizliners, $18.3bn; and 2,968 business turboprops, $17.5bn. For comparison, 11,247 business aircraft worth $260.1bn were delivered over the last 10 years—including 7,800 business jets, $211.5bn; 447 bizliners, $31.8bn; and 3,000 turboprops, $16.8bn. Teal expects Gulfstream and Bombardier to be the market leaders for business jets, commanding 31.5% and 28.3%, respectively, by value of deliveries, followed by Dassault Falcon (17.4%) and Cessna (13.8%). Next in line is Embraer Executive Jets, with a 6.6% share by value, which Teal said is a “very significant increase” and particularly affects Cessna, which had 21% market share a decade ago. Honda, Eclipse and Pilatus would share the remaining 2.4%, according to Teal’s forecast. continued on page 26 MI www.tealgroup.com 

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

MI www.jetsupport.com www.AVBUYER.com

Aircraft Index see Page 137


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MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:45 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET Q3 2017 Used Aircraft Sales Summary

JETNET has released its data covering used Business Jet, Business Turboprop, Helicopter and Commercial Airliner sales for the first nine months of 2017. Here’s what was revealed… Comparing September 2017 with September 2016, fleet ‘For Sale’ percentages for all market sectors were down, dropping a half of a percentage overall. Business Jets and Business Turboprops showed the largest declines (see Table C). This is very good news, but we are just above the 10% line and still in a buyer’s market. Generally, inventories of used Business Jets ‘For Sale’ have decreased. Business Jets are showing an increase in used sale transactions in the first nine months of 2017 compared to the same period in 2016 and are taking almost the same amount of time to sell (313 days Year-to-Date, YTD) as last year at 312 days. Turbine Helicopters, meanwhile, showed an increase in YTD sales transactions, whereas Piston Helicopters saw a double-digit decline. All told, for the first nine months of 2017, there have been more than 6,000 Commercial and Business Jets, Turboprops and Helicopters sold. This is an increase of approximately a half-percent more sale transactions compared to 2016.

Market Trend Segment Analysis

26

AVBUYER MAGAZINE –December 2017

BUSINESS AIRCRAFT

SEPTEMBER 2017

HELICOPTERS

COMMERCIAL AIRLINERS

TOTAL

JET

TURBO

TURBINE

PISTON

JET

TURBO

ALL

IN-OPERATION FLEET

21,441

15,199

21,865

9,981

27,360

7,041

102,887

FOR SALE

2,225

1,123

1,431

541

368

372

6,060

% FLEET FOR SALE 2017

10.4%

7.4%

6.5%

5.4%

1.3%

5.3%

5.9%

% FLEET FOR SALE 2016

11.5%

8.1%

6.8%

5.6%

1.5%

5.7%

6.4%

CHANGE - % FOR SALE

-1.1%

-0.7%

-0.3%

-0.2%

-0.2%

-0.4%

-0.5%

JANUARY - SEPTEMBER 2017 FULL SALE T R A N S A C T I O N S* AVERAGE DAYS ON MARKET

1,946

911

1,061

630

1,636

392

6,576

313

309

487

385

555

494

424

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

Further analysis of Table C showed mixed results for the six segments reported. Business Jets, Turbine Helicopters and Commercial Airliners increased YTD in September 2017 compared to YTD September 2016. The remaining three segments decreased by double-digit percentages, with Piston Helicopters showing the largest decrease in the same YTD comparisons for 2017 vs. 2016. MI www.jetnet.com

TABLE C Used Aircraft Sales Summary (Q3 2017) Worldwide Trends

CHANGE- AVG DAYS ON MARKET

5.9%

-10.2%

5.7%

-14.1%

8.8%

13

50

44

-66

1

-12.7% 58

0.5%

17

Source: JETNET; * Full Sale Transactions & Leases

continued on page 28

www.AVBUYER.com

Read more BizAv Insights at: avbuyer.com/articles/ business-aviation-market-insight Aircraft Index see Page 137


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MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:45 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition If any proof were needed that higher asset quality aircraft are the ones actively trading, consider the recent Asset Insight’s market analysis of October 30, 2017… Covering 92 fixed-wing models and 1,744 aircraft listed ‘For Sale’ the recent Asset Insight showed the used aircraft inventory Quality Rating posted the lowest (worst) figure of the past twelve calendar months, while average Ask Price reached another record low. Average used aircraft Ask Prices for tracked models fell an additional 3.8% during October establishing another record low figure. Between, December 30, 2016 and October 30, 2017, average Ask Price for tracked models has now fallen 21.5%. • Large Jets led the loss column, falling 22.2% since December and posting another record low (through a 4.1% reduction in October). • Medium Jets also posted a new record low average Ask Price through a 1.5% reduction last month, a total loss of 8.7% this calendar year. • Small Jets fell 5.9% to a 12-month low figure, accruing a 17.1% drop this year. • Turboprops fared relatively well, dropping a mere 3.1% during 2017, although they did post a 12-month low figure last month by dropping 1.7%.

Inventory Fleet Maintenance Condition

The Quality Rating Trendline (Table D) continued to demonstrate the absorption of higher quality aircraft, but overall Asset Quality remained within the ‘Very Good’ range it entered last month. • Quality Rating: The Asset Insight Quality Rating dropped to 5.165 from last month’s 5.219, recording another 12month low figure on the scale of -2.5 to 10. • Maintenance Exposure: The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) worsened by a nominal 0.2% to $1.454m from last month’s $1.450m, representing a 9.3% Exposure increase over the past 90 days.

Maintenance Exposure to Ask Price (ETP) Ratio

worsened by 6.4 AI2 basis points over the past 30 days, posting a new 12-month high figure of 63.5%. All groups posted a 12month worst/highest figure. At 51.9% Turboprops once again had the best Ratio. Large Jets were next at 53.6%, Medium Jets followed at 65.6%, while Small Jets reached 76.5%.

AVBUYER MAGAZINE – December 2017

$ Million $1.50

5.50

$1.45

5.40 5.30

5.165

5.20

Market Summary

A 4% decrease (74 units) to the tracked inventory fleet is one of the highest monthly reductions witnessed, and sales clearly demonstrate the industry’s preference for higher asset quality aircraft. As we enter the year’s peak transaction period, it will be interesting to see what happens to the Ask Price versus Actual Transaction Price spread as, for the first time, over 50% of tracked models (representing over 60% of the tracked inventory) have posted an ETP Ratio in excess of 40%. Large Jets: Sales activity was healthy, decreasing the Inventory fleet by 3.6% (15 units), but Quality Rating while worsening a little remained in the ‘Excellent’ range at 5.366. Maintenance Exposure improved/decreased 2%, but was insufficient to compensate for the group’s latest record low average Ask Price, resulting in degradation of the ETP Ratio. Medium Jets: Sales activity was sufficiently healthy to decrease Inventory by 3.5% (20 units) but the group maintained a ‘Very Good’ Quality Rating at 5.082. Maintenance Exposure posted a 0.5% improvement, but the group’s 1.5% average Ask Price reduction led to a 12-month high ETP Ratio. Asset Insight continues to believe that Q4 will be an active sales period for this group. Small Jets: This group maintained, by a very slim margin, an ‘Excellent’ Quality Rating at 5.288 as the tracked fleet’s inventory decreased by a substantive 4.8% (24 units). Maintenance Exposure increased over 7.8% to another 12-month peak/worst figure and, with average Ask Price dropping 5.9% to a 12-month low figure, the ETP Ratio rocketed to the group’s 12-month worst/highest number. Turboprops: The group’s Quality Rating fell to 4.871, just above the 12-month low figure, but remained in the ‘Good’ range as tracked inventory decreased by 4.6% (15 units). Maintenance Exposure improved/decreased by 0.6% to remain slightly better/lower than the 12-month peak figure posted in August. While average Ask Price only dropped 1.7%, it was sufficient to drive the ETP Ratio to the group’s 12-month high/worst figure. Viewed in relative terms compared to the other three groups, Asset Insight believes Turboprop values have stabilized and offer as proof the nominal 3.1% drop YTD.

The ETP Ratio calculates an aircraft's maintenance exposure as it relates to the ask price (see Chart B). This is achieved by dividing an aircraft's Maintenance Exposure (the financial liability accrued with respect to future scheduled maintenance events) by the aircraft's Ask Price. The ETP Ratio is a useful indicator of an aircraft’s marketability. ‘Days on Market’ analysis has shown that when the ETP Ratio is greater than 40%, a listed aircraft’s Days on Market increases (in many cases by more than 30%). MI www.assetinsight.com T The tracked inventory fleet’s ETP Ratio

28

Table D

Fleet Maintenance Condition

www.AVBUYER.com

$1.45 $1.40 $1.35

5.10 5.00

$1.30 N

D

J

Quality Rating

F

M

A

M

J

Maintenance Exposure

J

A

S

O

Quality Rating Trendline

Chart B LOW RISK AIRCRAFT MODEL ETP RATIO G650 F900LX Boeing BBJ Citation CJ4 525C Citation XLS+ (MSG3) Phenom 300 F2000LX F900EX EASy G-150 Citation CJ3 Pilatus PC-12 Citation Sovereign 680 CL-605 Citation CJ2+ 525A G 450 F900DX G550 Learjet 60XR Piper Meridian Citation Encore Hawker 900XP Challenger 300 KingAir 350 - Pre-2001 Citation XLS Citation XLS (MSG3) Citation Mustang 510 KingAir 350 - Post-2000 F900EX Citation CJ2 KingAir B-200 - Post-2000 Phenom 100 Global 5000 Global XRS Citation CJ1+ Learjet 45XR F900B Falcon 50EX Citation Excel 560XL

2.4% 6.1% 6.2% 7.8% 9.4% 11.9% 12.9% 13.2% 14.3% 15.3% 15.9% 17.3% 17.5% 18.1% 18.6% 21.6% 23.7% 24.2% 24.6% 24.6% 25.7% 25.9% 26.2% 26.4% 27.5% 28.3% 29.2% 30.3% 31.4% 31.5% 32.6% 32.8% 33.6% 33.8% 33.8% 34.4% 34.5% 36.5%

HIGH RISK AIRCRAFT MODEL ETP RATIO Hawker 850XP G-200 KingAir B-200 - Pre-2001 Embraer Legacy 600 Learjet 45 CL-604 Learjet 45 w/APU Premier 1A GV KingAir 300 Hawker 400XP Piaggio P-180 II Citation V Ultra Citation Bravo GIV-SP Citation X (MSG3) Hawker Beechjet 400A Hawker 800XP Falcon 2000 Premier 1 Global Express GIV-SP (MSG3) Falcon 50 Citation V 560 Beech B-1900C Piaggio P-180 Hawker 1000A Learjet 60 CL-601-3R Citation VI GIV Hawker Beechjet 400 Citation ISP Learjet 31 KingAir C90 Citation II Learjet 55C Hawker 800A Learjet 55 Learjet 35A CL-601-3A CL-601-1A Falcon 20-5

40.6% 42.2% 42.3% 42.6% 42.6% 42.9% 43.5% 44.5% 45.9% 46.5% 47.3% 49.1% 55.2% 55.7% 58.7% 60.2% 61.2% 62.1% 67.6% 71.3% 72.7% 76.1% 76.6% 80.4% 85.6% 87.2% 98.4% 100.2% 102.9% 108.7% 113.3% 118.8% 120.1% 120.4% 129.0% 131.9% 151.2% 151.2% 191.6% 192.8% 198.0% 198.9% 244.5%

Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) As of October 30, 2017 Source: AMSTAT (www.amstatcorp.com) Asset Insight, LLC (www.assetinsight.com) Aircraft Index see Page 137


MarketIndicators DEC17.qxp_Layout 1 21/11/2017 09:47 Page 7

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

$ Millions

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

Advertising Enquiries see Page 4

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

29


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BizAv Buying &Selling Dec17.qxp_Finance 21/11/2017 09:54 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

Business Aviation in 2017:

In Every Direction, a Surprising Year Responses to questions about the outcome of 2017's Business Aviation

experience loosely follow the same track: Someone asks the questions,

the answers may reflect the reality come January 1, 2018…or maybe not. Dave Higdon reflects on a complex year…

uch can happen during the last weeks of a calendar year. Typically, the last five to six weeks of a year see the most closings and deliveries, at least according to aircraft sales professionals, marketing executives, aircraft title, loan services and attorneys who specialize in aircraft transactions. Nevertheless, we still asked the questions about the trends of 2017, and the following answers are a summary of what we received.

M

The New Airplane Market

Reports indicate that 2017, absent a December surge in sales and deliveries beyond the norm, is headed toward a lackluster end. Reports from the Q3 GAMA Shipment Summary reveal a decline in jets and turboprops (see Mike Potts’ analysis on p46). Rotorcraft shipments for the first two quarters, however, exceeded expectations with total deliveries up an enormous 23.9%. Piston rotorcraft deliveries grew 9.5% while deliveries of turbine-powered rotorcraft surged ahead by 19.9%. 34

AVBUYER MAGAZINE – December 2017

The Used Airplane Segment

This segment provides another case of confused indicators, with the available inventory of used aircraft ‘For Sale’ posting a gradual-but-steady decline through the year to (as of the mostrecent reports) the lowest level since before the Great Recession (see Mike Chase & Marj Rose’s JETNET >>KNOW MORE review, p40). Inventories of used business jets, turboprops and helicopters are all trending lower, according to JETNET. Inventories fell by a running average of 0.5% Year-over-Year (YoY) in September, according to data released in late October. The largest declines occurred in inventories of business jets and turboprops, with jet inventories falling by 1.1% from the same time in 2016, to 10.4% today. Turboprop inventories also dropped 0.7% to 7.4%. “This is very good news, but we are just above the 10% line for business jets and still in a buyer's market,” JETNET said, adding that the inventory now sits at just above 2,200 aircraft. Over the first nine months, JETNET reported sales of used business jets grew to 1,946, up 5.9%

www.AVBUYER.com

Aircraft Index see Page 137


BizAv Buying &Selling Dec17.qxp_Finance 21/11/2017 17:07 Page 2

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 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

YoY. Time to sell held steady at 313 days, meanwhile. Sales of used turboprops plunged to 911, down a whopping 10.2%, while the average time to sell grew to 309 days, up 13 days. Confounding the steady shrinkage of the available inventory was a stubborn hold on asking prices. Asking prices usually rise as inventories fall, and fall as inventories grow. Instead, they have held surprisingly flat, confounding bargain hunters and quick-sale ambitions of even those who reduced their asking prices.

Financing the Used Segment

The real surprise in this muddled image came from the financial markets. Interest rates spent the year holding relatively stable with terms less burdensome than the nearly impossible conditions extracted by lenders from the start of the Great Recession. Once again lenders made it possible for an aircraft buyer to land attractive terms with reasonable down payments and near-record low interest rates for loans as long as 20 years, depending on the aircraft. Overall, terms with mid-single-digit interest rates and loan durations of seven to 10 years remain dominant. Overall, the used business aircraft market appears destined to close out 2017 on a stable but weak note – loosely parallel with new aircraft sales. Multiple forecasts predict a small, single-digit-percentagelevel decline in both new and used sales when the final tally comes for 2017. Advertising Enquiries see Page 4

What This Spells For 2018…

With all the general economic indicators in positive numbers (stock market, up; unemployment, down; employment, up; GDP, up; profits, up), analysts and experts seem baffled that aircraft sales haven't followed past trends and increased with the overall economy. The analysts hint that global instability and a lack of major differences between today's newest business aircraft models and existing lift have led to the buyers' market conditions they proclaim are dominant. “A point or two of improved fuel efficiency numbers and nicer amenities in the cabin aren't generating the excitement seen before the Great Recession,” one analyst offered. “Things like more modern avionics don't excite the folks in the back as much as they might excite the flight crew – and may offer little that is new in the way of true utility. “Indeed, during the recovery from the recession a lot of operators learned that upgrading an aircraft delivers pretty much all the same comforts and amenities as buying new – but with a much lower financial commitment and some renewal of available depreciation.” The Teal Group issued a forecast predicting the new airplane market should return to pre-recession levels in another four years. Other forecasts anticipate stronger sales of Light jets as Medium jets continue to hold and Large-Cabin jets are flat-todown following the boom years that occurred during the recovery. Nevertheless, the larger jets will continue to hold an  outsize share of sales revenues.

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

35


BizAv Buying &Selling Dec17.qxp_Finance 21/11/2017 09:56 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

Other forecasts point toward slow, steady sales growth through the next decade, only returning to pre-recession levels of 2008 somewhere around 2022 to 2023. If that’s correct, it would continue the longest, slowest recovery in aviation history. At the same time, long-term prognostications for used aircraft sales point toward continued slow sales, with YoY declines expected through the end of the decade, and inventories continuing to slightly decline as more operators decide to hold on to and upgrade their existing aircraft. “Heading into 2018, finance lenders have certainly been getting smarter in their lending. Many have specific product ranges they’ll lend on,” Paul Sykes, Director & Founder, FlyFunder summarized for AvBuyer. “There are plenty of ‘niche’ finance providers focused on lending for good assets within a specific price band or aircraft-type/category. Ultimately, those with strong credit will have few problems obtaining financing. “We have also noticed a shift in the type of lending heading into the New Year. There’s been a pronounced move

from lease financing to debt financing – particularly with lenders such as CIT and GE exiting the market. The gap between the two types has definitely been closing.”

In Summary

Some of the market pressures relate to the uncertainties of global politics, such as the strains between the US, North Korea and some Middle East players. Some stem from the backtracking of previously resolved issues by the Trump Administration in its first 10 months in power and the instability those moves introduced to previously strong alliances the US had with long-term friends. In the meantime, the global Business Aviation community will begin to face staffing challenges, from flight decks to maintenance shops, as aviation continues to increase its demand for Flight Department managers to fill needed positions. The other jobs unlikely to suffer from a lack of need: Aircraft sales and marketing jobs, as private aviation continues to grow in utility and opportunity. T

“We have also noticed a shift in the type of lending heading into the New Year.”

36

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


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KnowMore Dec17.qxp_Layout 1 21/11/2017 10:58 Page 1

BIZAV INTELLIGENCE T MARKET TRENDS

What’s Good About Aircraft Sales? Market Changes Could Stimulate Used Jet Sales In this month’s JETNET >>KNOW MORE article Mike Chase & Marj Rose assess whether we are ready for a Q4 2017 push as used jet transactions appear poised to record a strong year… Table A - US GDP Change Q1

Q2

Q3

2017

1.2%

3.1%

~3.0%

2016

0.6%

2.2%

2.8%

1.8%

2015

3.2%

2.7%

1.6%

0.5%

2014

-0.9%

4.6%

5.2%

2.0%

2013

2.7%

1.6%

4.5%

3.5%

2012

2.3%

1.2%

2.5%

0.1%

2011

0.1%

2.9%

0.8%

4.6%

2010

2.3%

2.2%

2.6%

2.4%

2009

-6.4%

-0.7%

2.2%

5.6%

Q4

Source: Bureau of Economic Development

40

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

uestions about the Business Aviation recovery still linger as there has not been much market movement to date. With most of 2017 behind us, however, we may be on the ‘cusp of change’. ‘For Sale’ inventories are down and aircraft transactions are up, while business jet prices remain weak. Real gross domestic product (GDP) increased at an annual rate of 3% in Q3 2017, according to the ‘advance’ estimate released by the Bureau of Economic Analysis. In Q2, real GDP increased 3.1%. This is welcome news because, as we have historically seen, when GDP is at the 3% growth mark (or higher) Business Aviation traditionally does well. These quarterly GDP changes between 2009 and 2017 can be viewed in Table A (left). Highlighted in yellow are the quarters that GDP was 3% or higher. Historically, we have not seen two back-to-back quarterly GDP increases of 3% or more since Q2 and Q3 2014. 

Q

Aircraft Index see Page 137


Asian Sky December.qxp_Layout 1 20/11/2017 14:32 Page 1


KnowMore Dec17.qxp_Layout 1 22/11/2017 11:09 Page 2

BIZAV INTELLIGENCE T MARKET TRENDS

Chart A - Used Business Jets ‘For Sale’ October 2007 - September 2017

The ‘For Sale’ Inventory

3,500

2,500

Business Jets

2,938

10.4% 10.7%

2,225

1,594 2,000 1,500 1,000

Sep 17

May 17

Jul 16

Dec 16

Feb 16

Apr 15

Sep 15

Jun 14

Nov 14

Jan 14

Aug 13

Oct 12

Mar 13

May 12

Jul 11

Dec 11

Feb 11

Apr 10

Sep 10

Jun 09

Nov 09

Jan 09

Aug 08

Oct 07

500

Mar 08

Number of Aircraft For Sale

17.7% 3,000

Month/Year % = For Sale/In-operation fleet

Chart B - Used Jet Retail Transactions* January 2012 through September 2017 Business Jets 3,000

2,800

V

2,600

Used Full Sale Transactions (Including Whole Sales & Leases)

2,400

12-month Moving average 2017 Jul

2017 Sep

2017 Apr

2016 Oct

2017 Jan

2016 Jul

2016 Apr

2016 Jan

2015 Oct

2015 Jul

2015 Apr

2015 Jan

2014 Jul

2014 Oct

2014 Apr

2013 Oct

2014 Jan

2013 Jul

2013 Apr

2013 Jan

2012 Jul

2012 Oct

2012 Apr

2012 Jan

2,200

Chart C - Used Turbine Helicopter Retail Transactions* January 2012 through September 2017 Turbine Helicopters 1600 1550 1500

V

1450 1400 1350

12-month Moving average 1300

AVBUYER MAGAZINE –December 2017

www.AVBUYER.com

2017 Sep

2017 Jul

2017 Apr

2017 Jan

2016 Jul

* includes wholesales and leasing

2016 Oct

2016 Apr

2016 Jan

2015 Oct

2015 Jul

2015 Apr

2015 Jan

2014 Oct

2014 Jul

2014 Apr

2014 Jan

2013 Oct

2013 Jul

2013 Apr

2013 Jan

2012 Oct

2012 Jul

2012 Apr

2012 Jan

1250

42

Chart A illustrates that the ‘For Sale’ inventory of Business Jets has decreased steadily from a high-point in July 2009 (2,938) to 2,225 jets in September 2017. That’s a reduction in the percentage of the in-service fleet from 17.7% in July 2009 to 10.4% now. This is a positive sign as the inventory ‘For Sale’ is dropping, albeit slowly. Today’s market remains good for buyers because the aircraft ‘For Sale’ inventory remains over 10%. If jet owners are retaining their business jets longer since the downturn began in 2008, perhaps that would help explain why the used business jets ‘For Sale’ inventory has remained at such high levels since the Great Recession. The percentage ‘For Sale’ has dropped from 11.0% in January 2017 to 10.4% at the end of September 2017. Indeed, most business jet dealers and brokers today would tell you that the pristine used jets that were on the market a few years ago have become more challenging to locate.

Further analysis of January September 2017 shows mixed results for the six segments reported by JETNET in the September 2017 YTD Market Information release that included full sale transactions increase for business jets (5.9%), turbine helicopters (5.7%) and commercial airliners (8.8%) in YTD numbers (YTD September 2017 versus YTD September 2016). The remaining three segments reported double-digit decreases in transactions with piston helicopters (-14.1%) showing the largest drop YTD 2017 vs 2016. Charts B & C depict the 12month used business jet and turbine helicopter moving average, displayed for the full retail transactions from January 2012 to September 2017. From January 2012, used business jet transactions steadily Aircraft Index see Page 137


KnowMore Dec17.qxp_Layout 1 23/11/2017 11:09 Page 3

Chart D - US Jet-A Price/Gallon 1980 - 2017 Price $8.00 Fuel Price US$ per Gallon

$4.76

$4.00 $3.00 $2.00

$1.50

2016

2014

2012

2010

2008

2006

2004

2002

2000

1998

1996

1994

1992

1990

1988

1986

1984

1982

$0.00

Year Source: Globalair.com

Chart E - US Based Business Jet Flight Operations 2001 - 2016 -476k or -9.9%

V

4,825

5,000 4,500

-1.376 or -28.5%

4,000 3,500

4,349

V

3,827

3,449

3,000 2,500

2016

2015

2014

2013

2012

2011

2010

2009

2008

2007

2006

2005

2004

2003

2002

2,000 2001

The past 12 months of flight operations from September 2017 have been running 2.3% ahead of last year. Flight operations have not reached the peak of 2007 yet, but the trend is a positive sign nonetheless.

$5.17

$5.00

$1.00

Flight Operations (000,000)

Business Jet Flight Operations

$6.50

$6.00

US Jet-A Fuel Price

As of November 6, 2017, US JetA average price was $4.76/gallon and appeared to be on the rise. This fuel cost increase could have a negative impact on some of the progress we have been making in business aircraft flight activity. Nevertheless, today’s price is still around $2.00 less than the 2012 record fuel price of $6.84/gallon, as shown in Chart D (top, right).

$6.84

$7.00

1980

increased until 2014—from 2,300 to over 2,800. A leveling-off followed in 2015, and 2016 produced mixed activity (while remaining well above the 2,800 line of transactions). Since dropping to 2,652 transactions in January 2017 the used business jet market segment has shown a sharp recovery through September 2017 (2,833). This could be a result of built-up demand in the US after the newly-elected government administration finds its footing and the stock market continues to climb to record highs. Since reaching a low point in January 2017, the used turbine helicopter market segment has shown a very rapid recovery leading into September 2017 (see Chart C). This is great news, and could indicate better days ahead for the turbine helicopter market.

* Includes Domestic and International flights with US to Foreign, Foreign to US and all foreign operations. Source: FAA-EMTSC; Analysis and presentation by Chase & Associates

In Summary

Historically, the fourth quarter of the year reflects the most sales growth over the other quarters. We expect to see further growth in Q4 2017 to round out a very good year for used business jets and turbine helicopters. ‘For Sale’ inventories are slowly coming down and sales transactions continue to trend in a positive direction. T Advertising Enquiries see Page 4

Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise. Contact them via mike@avbuyer.com or MRose@market-lift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com

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December 2017 – AVBUYER MAGAZINE

43


I Project2_Layout 1 29/11/2017 11:59 Page 1

11

� 2008 Falcon 7X s/n 16

1,852 Total Time. Engines Enrolled on ESP Gold. EASy II+ Cockpit. Roci<well Collins Venue CMS.

� 2013 Phenom 100 s/n 293

� 1997 Challenger 604 s/n 5342

� 2003 Challenger 604 s/n 5566


Project2_Layout 1 29/11/2017 12:06 Page 1

2 0 0 4 C h a l l e n g e r 3 0 0 s /n 2 0 0 1 4

2 0 0 1 G u l f s t re a m 2 0 0 s /n 2 7

4,200 Total Time. Engines on ESP Gold. 10 Passenger. Executive Interior. Softgoods Updated Mid 2015.

2 0 0 5 Fa l co n 2 0 0 0 E X E ASy s /n 5 8

2,835 Total Time. Engines on MSP Gold. Ferrari Carbon Fiber Interor. 9 Passenger.

1 9 9 8 C i t a t i o n E xce l s /n 5 0 1 5

PENDING SALE 3,120 Total Time. EASy II Cockpit. FANS 1/A. Engines on ESP Gold. APU on MSP Gold.

3,827 Total Time. Two U.S. Owners Since New. APU. Price Reduced.

2 0 0 6 H aw ke r 8 5 0 X P s /n 2 5 8 79 3

2 0 0 8 P re m i e r 1 A s /n R B - 2 3 5

REDUCED PRICE 3,442 Total Time. EU-OPS Compliant. JSSI. New Interior in 2016.

1 9 9 1 C i t a t i o n I I s /n 6 9 1

REDUCED PRICE 4,038 Total Time. Engines on Tap Elite. EU-OPS Compliant.

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2:58:24 PM


GAMA Dec17.qxp_GAMA DEC05 21/11/2017 17:12 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q3 2017 Aircraft Shipment Analysis How Many Ways Can You Find to Say ‘Flat’? The Q3 2017 GAMA shipment report was entirely consistent with what Honeywell and JETNET told us to expect, reports Mike Potts. The market is holding its own but growth is nowhere to be seen. Here are the details…

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

46

T

here were 1,532 airplanes delivered Year to Date (YTD) between January September, up 1.7% from 1,506 last year. Billings are off 2.8% at $13.2bn, down from $13.5bn, primarily due to softness in the jet market but also impacted by weakness in twinengine turboprops. The jet market is up 1.4% over last year (434 versus 428 units), an increase entirely attributable to the introduction of the Cirrus SF-50 jet. Turboprops are down 2.1%, but the reduction in traditional business turboprops is actually much worse. Without the gains provided by a strengthening agricultural segment (up 9.9% over 2016), tr aditional business turboprops are down 6.4% with a total of 263 units delivered - a reduction from 281 delivered YTD in 2016.

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

The brightest star in the GAMA universe is the piston market, where deliveries are up 4% at 724 units over 696 last year.

The Jet Market In the light end of the jet market the delivery leaders are Hondajet (30 units) and Embraer’s Phenom 300 (29). Looking at the specifics of the jet market we see that six of the 10 jet OEMs are ahead of their 2016 YTD totals while two are even and two are lagging. Those ahead include Boeing, Dassault, Gulfstream, Honda, Textron (Cessna)) and newcomer Cirrus. Coming in level with their 2016 YTD totals were Airbus and Eclipse, and trailing last year’s totals were Bombardier and Embraer. Looking at just the Q3 results, we see a different picture, with fo ur OEMs in the ‘plus’ column (Boeing, Cirrus, Gulfstream and Honda), three level (Airbus, Eclipse and Textron (Cessna), two behind (Bombardier and Embraer) and one not reporting (Dassault). The market leader is Textron (Cessna) by quite a Aircraft Index see Page 137


GAMA Dec17.qxp_GAMA DEC05 21/11/2017 17:13 Page 2

wide margin, with a total of 122 jets delivered YTD, compared with 120 last year. Next is Bombardier (96 units), then Gulfstream (90). Cessna’s total was unquestionably buoyed by the 36 Latitudes delivered YTD, including 13 in the both Q2 and Q3. At this point last year Cessna had delivered 24 Latitudes, so production is clearly ramping-up to meet demand. Cessna’s second best-selling product is the relat ively-new Citation M2 (25 deliveries YTD). Bombardier’s lock on second place in the jet market is heavily dependent on its Challenger 350, which has recorded 34 deliveries YTD and is the second best-selling business jet in the world right now. It’s an interesting statement on the overall status of the jet market today that the two best selling products are super-mid-size jets. Bombardier’s total is down b y 13 units (11.93%) from a year ago. Its quarterly total is down five units against 2016. Ironically, much of the downturn is actually attributable to a shortfall in its best-selling 350 series, which is still doing great, but not as great as last year, being down from 43 units 34. The Challenger 650 series is also down, from 26 last year to 16 now. In third place with 90 deliveries is Gulfstream. YTD , the Savannah-based OEM is two units ahead of a year ago. With 30 units for Q3, Gulfstream is also ahead of its Q3 2016 performance (27). Gulfstream is one of the very few companies in this business that does not typically experience a strong Q4 market surge. Look for a finish in the 120-unit range. Embraer is something of a distant fourth with 59 shipments YTD, down from 74 in 2016. Q3 results are also trailing at 20, down from 25. In spite of being one of the best-selling Light jets in the market (29 units), the Phenom 300 lags last year’s

Advertising Enquiries see Page 4

YTD number (38). Only Embraer’s Legacy 450 is ahead of last year (seven units versus six). Fifth place goes to Honda with 30 units YTD, up from 15 last year. Dassault is sixth with 17 deliveries, two ahead of last year’s pace. Of the remaining four companies, newco mer Cirrus led the pack with nine, including seven in Q3; Boeing reported six deliveries YTD (two in Q3 2017, up from one in Q3 2016); One Aviation reported five deliveries (and one in both Q3 2017 and Q3 2016); Airbus has reported no deliveries in either 2017 or 2016, Q1-Q3.

Where are we Headed? Based on historic market performance and factoring the traditional players, the market would seem headed for a finish in the 650 unit range. The wild card to watch this year, however, is Cirrus. Factoring in the SF-50 jet, the overall jet market could finish in the 675-680 unit range.

The Turboprop Market The future of the turboprop market looks rather less certain. With just 263 traditional business turboprops delivered so far this year, twin turboprop numbers are lagging badly. Of the nine companies building turboprops today, five (AVIC, Piaggio, Pilatus, Textron Beechcraft and Cessna), had fewer deliveries YTD than a year ago. Only two (Daher and Piper) had improved results, while the other two (Pacific Aerospace and Quest) were even. Results in the turboprop market were tightly bunched with Textron’s Beechcraft and Cessna units finishing in a tie at 55 each, YTD. For Beechcraft that represented a reduction o f 29.5% from the 78 units reported last year. For Cessna the 

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December 2017 – AVBUYER MAGAZINE

47


GAMA Dec17.qxp_GAMA DEC05 21/11/2017 11:11 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

result was also a drop, but only by 5.2% (or three units). For Q3 2017 only, Beechcraft’s results were also down but only by five units, versus Q3 2016. Cessna, meanwhile, was ahead by 26.9% (33 units, up from 26 in Q3 2016). Third placed Pilatus trailed Cessna and Beech by a single unit, with 54 shipments YTD. That represented a reduction from 61 units delivered in the same period last year, although Pilatus’ Q3 2017 numbers were an improvement on Q3 2016 (23 units, up from 20). Fourth and fifth place in turboprops was also a close race, with Daher edging out Piper (36 units compared to 31). Daher’s performance put it four units ahead of the 32 it reported in Q1Q3 2016. On a Q3 basis, Daher was down by one unit compared to Q3 2016. Piper, by contrast was up 20% in Q3 2017 versus Q3 2016. Quest finished in sixth place with 23 deliveries, matching its 2016 result, though the six units reported in Q3 2017 trailed the seven reported in Q3 2016. Pacific Aerospace also matched its prior year’s performance with seven units, though only one came in Q3 2017, compared to four in Q3 2016. Finally, AVIC had two shipments, YTD, compared with three last year. Piaggio has made no deliveries this year, and only one delivery last year. Look for traditional business turboprops to finish this year in the 375-380 shipment range, somewhat below the 431 deliveries recorded last year.

Four percent isn’t much to hang your hat on, however, and we look for a more significant upturn in piston sales during 2018 before we can hope to see the jets experience a big turnaround. The fundamentals of the piston market appear better than the turboprop segment, although not quite as good as the jets. Of 15 makers of business class aircraft reporting to GAMA thi s quarter, seven have improved numbers for the year. The market leader in pistons continues to be Cirrus by a wide margin, with 236 airplanes this year compared with 226 a year ago. This included 87 in Q3 2017 compared with 73 in Q3 2016. For Cirrus the piston market is doing quite nicely. Cessna was a distant second with 140 units, up from 127 a year ago, although its Q3 2017 total was down 20 units ver sus Q3 2016. The piston twin market is doing very well – in fact it is the strongest segment percentage-wise reported by GAMA, with deliveries up 12.6% from last year. Piston twins total 107 units so far this year, up from 95 last year. Diamond leads this market.

What’s Next? Expect the piston market to continue to exhibit slow growth and finish the year in the 1,035-1,045 unit range. If piston deliveries can climb closer to the 1,100 range, such performance might mark the beginning of a broader recovery that could spread to turboprops and jets over the next two or three years. View GAMA’s Q3 2017 Shipment Report on page 52

The Piston Market Are you looking for more Market Insight articles?

As mentioned, the piston market is up 4% so far this year, which should give hope to those who believe that upturns in this market foreshadow upturns in the turboprop and jet markets.

Q3 2017

Visit www.avbuyer.com/business-avaiation-market-insight

Q3 2016

Q3 2017 vs Q3 2016

YTD 2017

YTD 2016

YTD CHANGE

SINGLE-ENGINE PISTON

217

224

-7

617

601

+16

TWIN-ENGINE PISTON

39

29

+10

107

95

+ 12

TOTAL PISTON AIRPLANES

256

253

+3

724

696

+28

SINGLE-ENGINE TURBOPROPS

113

116

-3

317

300

+17

TWIN-ENGINE TURBOPROPS

24

32

-8

57

82

-25

137

148

-11

374

382

-8

BUSINESS JETS

138

136

+2

434

428

+6

TOTAL TURBINE AIRCRAFT

275

284

-9

808

810

-2

GRAND TOTAL AIRPLANE SHIPMENTS

531

537

-6

GRAND TOTAL AIRPLANE BILLINGS ($Bn)

$4.123bn

$4.158bn

-$0.035bn

TOTAL TURBOPROP AIRPLANES

1,532 $13.152bn

1,506

+26

$13.523bn

- $- 0 . 3 75 1b bn n

Note:

48

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


Freestream December.qxp 21/11/2017 15:28 Page 1

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2009 Airbus A318-112

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Jetcraft dps December.qxp_Layout 1 23/11/2017 15:07 Page 1

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GAMA Dec17.qxp_GAMA DEC05 21/11/2017 11:16 Page 4

BIZAV INTELLIGENCE T OEM SHIPMENTS

2017 Q3 Airplane Shipment Report MAKE & MODEL

Q1

Q2

Q3

YTD

GRAND TOTAL AIRPLANE SHIPMENTS

435

566

531

1,532

GRAND TOTAL AIRPLANE BILLINGS

$3,710,727,258

$5,318,244,720

$4,122,672,606

$13,151,644,584

AIRBUS CORPORATE JETS

3

ACJ318

0

0

0

0

ACJ319

0

0

0

0

ACJ320

0

0

0

0

ACJ321

0

0

0

0

ACJ330

0

0

0

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS3

$0

$0

$0

$0

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP

0

0

0

0

7ECA CITABRIA AURORA

0

0

0

0

7GCAA CITABRIA ADVENTURER

0

0

0

0

7GCBC CITABRIA EXPLORER

1

0

1

2

8GCBC SCOUT

1

1

1

3

8KCAB SUPER DECATHLON

1

0

3

4

8KCAB XTREME DECATHLON

0

0

0

0

TOTAL UNITS

3

1

5

9

TOTAL BILLINGS

$682,500

$246,900

$1,174,300

$2,103,700

Y5B

0

1

1

2

LE500

0

0

1

1

Y12 SERIES

2

0

0

2

AVIC GENERAL

TOTAL UNITS

2

1

TOTAL BILLINGS

$9,288,824

$738,171

$1,236,280

$11,263,275

BOEING BUSINESS JETS

2

5

3

BBJ

0

0

0

0

BBJ 2

0

0

0

0

BBJ 3

0

0

0

0

B737-800

0

0

0

0

B777-300ER

1

1

1

3

B787-8

1

0

0

1

B787-9

1

0

0

1

B747-8

0

0

1

1

TOTAL UNITS

3

1

2

6

TOTAL BILLINGS3

$0

$0

$0

$0

BOMBARDIER LEARJET 70 / 75

5

3

4

12

CHALLENGER 350

9

12

13

34

CHALLENGER 650

6

6

4

16

GLOBAL 5000 / 6000

8

15

9

32

CL850 / 870 / 890

1

0

1

2

TOTAL UNITS

29

36

31

96

TOTAL BILLINGS

$1,007,560,707

$1,466,000,000

$1,112,000,000

$3,585,560,707 continued on page 56

52

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


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GAMA Dec17.qxp_GAMA DEC05 21/11/2017 11:16 Page 5

MAKE & MODEL

Q1

Q2

Q3

YTD

CIRRUS AIRCRAFT SR20

8

12

14

34

SR22

25

30

32

87

SR22T

24

50

41

115

SF50

0

2

7

9

TOTAL UNITS

57

94

94

245

TOTAL BILLINGS

$43,009,205

$77,594,691

$80,838,299

$201,442,195

DAHER SOCATA TBM 910

1

8

5

14

SOCATA TBM 930

6

8

8

22

TOTAL UNITS

7

16

13

36

TOTAL BILLINGS

$29,090,000

$64,760,000

$53,080,000

$146,930,000

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

-

17

-

17

TOTAL UNITS

-

17

-

17

-

$795,000,000

-

$795,000,000 0

DASSAULT FALCON JET

1, 4

TOTAL BILLINGS DIAMOND AIRCRAFT

1, 2

HK-36

0

0

0

DA20-C1

4

3

1

8

DA40 (ALL)

7

17

22

46

DA42 (ALL)

4

14

9

27

DA62

6

12

8

26

TOTAL UNITS

21

46

40

107

TOTAL BILLINGS

$13,609,000

$31,957,200

$25,731,600

$71,297,800

DISCOVERY AVIATION XL2

0

0

0

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0 11

EMBRAER

1

PHENOM 100

3

4

4

PHENOM 300

8

12

9

29

LEGACY 450

1

4

2

7

LEGACY 500

1

3

1

5

LEGACY 600 / 650

1

1

4

6

LINEAGE 1000 / E190 HEAD OF STATE

1

0

0

1

SHUTTLES (ERJS AND E-JETS)

0

0

0

0

TOTAL UNITS

15

24

20

59

TOTAL BILLINGS

$203,760,000

$280,935,000

$267,070,000

$751,765,000

EXTRA AIRCRAFT EA300

7

5

7

19

TOTAL UNITS

7

5

7

19

$2,415,000

$1,725,000

$2,415,000

$6,555,000

7

7

9

23

TOTAL BILLINGS GULFSTREAM AEROSPACE CORP.

1

GULFSTREAM 150 / 280 GULFSTREAM 450 / 550 / 650 / 650ER

23

23

21

67

TOTAL UNITS

30

30

30

90

$1,650,450,000

$1,639,100,000

$1,622,950,000

$4,912,500,000

TOTAL BILLINGS HONDA AIRCRAFT COMPANY

1

HA-420 HONDAJET

15

9

6

30

TOTAL UNITS

15

9

6

30

TOTAL BILLINGS

$72,750,000

$43,650,000

$29,100,000

$145,500,000 continued on page 60

56

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


IAG December.qxp 20/11/2017 17:00 Page 1

Dassault Falcon 2000 SN 224 • Will Deliver with Fresh 2C Inspection and Landing Gear Overhaul • ADS-B Out • GoGo Biz • 2005 In-Service Date • 2 U.S. Owners Since New • MSP Gold - Engines, APU • Dry Bay Mod Complete • 10 Passenger Interior

Bombardier Learjet 75 SN 45-507 • One U.S. Corporate Owner Since New • 2015 In-Service Date • 700 Hours Total Time • Garmin Iridium (Cockpit) • Aircell ATG 5000 GoGo Biz • MSP Gold - Engines, APU • Smart Parts Plus

Managing Partners Cass Anderson and Jeff Habib +1 212 888 7979 info@iagjets.com www.iagjets.com


P1 Jeteffect 10 aircraft November.qxp 26/10/2017 10:48 Page 1

Gulfstream G650 • S/N 6166

Challenger 604 • S/N 5549

Hawker 800XP • S/N 258585

Hawker 400XP • S/N RK-395

Learjet 40XR • S/N 2101

Learjet 40XR • S/N 2090

Learjet 31A • S/N 229

Citation X • S/N 159

Citation X • S/N 104

Citation X • S/N 45

Los Angeles Palm Beach Dallas Atlanta Washington, DC email: info@jeteffect.com

• 562.989.8800 • 561.747.2223 • 214.451.6953 • 334.502.0500 • 571.933.7393 • www.jeteffect.com


P2 Jeteffect 8 aircraft November.qxp 26/10/2017 10:49 Page 1

Citation X • S/N 11

Citation Sovereign • S/N 325

Citation XLS • S/N 5623

Citation Encore • S/N 626

Citation Bravo • S/N 1132

Citation Bravo • S/N 1073

Citation M2 • S/N 885

Piaggio Avanti P180 • S/N 1004

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

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


GAMA Dec17.qxp_GAMA DEC05 21/11/2017 11:17 Page 6

BIZAV INTELLIGENCE T OEM SHIPMENTS MAKE & MODEL

Q1

Q2

Q3

YTD

ICON AIRCRAFT A5

2

2

4

8

TOTAL UNITS

2

2

4

8

N/A

N/A

N/A

N/A

TOTAL BILLINGS MAHINDRA AEROSPACE ,AIRVAN

1

8

4

2

1

TOTAL UNITS

4

2

1

7

TOTAL BILLINGS

$2,907,840

$1,453,920

$726,960

$5,088,720

MX-7-180C

0

-

-

0

M-7-235C

0

-

-

0

M-7-260C

0

-

-

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

7

MAULE AIR, INC.

MOONEY INTERNATIONAL CORP M20R OVATION

1

0

1

2

M20U OVATION ULTRA

0

0

0

0

M20TN ACCLAIM

1

0

0

1

M20V ACCLAIM ULTRA

0

0

1

1

TOTAL UNITS

2

0

2

4

TOTAL BILLINGS

$1,376,400

$0

$1,477,000

$2,853,400 5

ONE AVIATION CORP.1 ECLIPSE 550

3

1

1

TOTAL UNITS

3

1

1

5

TOTAL BILLINGS

$8,985,000

$2,995,000

$2,995,000

$14,975,000

PAC 750XL

2

4

1

7

TOTAL UNITS

2

4

1

7

TOTAL BILLINGS

$3,220,000

$6,940,000

$1,900,000

$12,060,000

PACIFIC AEROSPACE LTD

PIAGGIO AERO P.180 AVANTI EVO

0

0

0

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

PILATUS PC-6

0

0

1

1

PC-12

12

19

22

53

TOTAL UNITS

12

19

23

54

TOTAL BILLINGS

$59,124,000

$93,613,000

$110,447,000

$263,184,000

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

0

0

0

0

PA-28-181 ARCHER III

11

12

22

45

PA-28R-201 ARROW

4

1

0

5

PA-34-220T SENECA V

0

0

1

1

PA-44-180 SEMINOLE

4

2

6

12

PA-46-350P M350

2

2

1

5

PA-46R-350T MATRIX

0

0

0

0

PA-46-500TP M500

1

3

4

8

PA-46-600TP M600

3

12

8

23

TOTAL UNITS

25

32

42

99

TOTAL BILLINGS

$23,383,514

$52,103,573

$48,631,208

$124,118,295

5

3

3

11

PIPISTREL AIRCRAFT

5

VIRUS SW 121 TOTAL UNITS

5

3

3

11

TOTAL BILLINGS

N/A

N/A

N/A

N/A

60

AVBUYER MAGAZINE â&#x20AC;&#x201C; December 2017

www.AVBUYER.com

Aircraft Index see Page 137


GAMA Dec17.qxp_GAMA DEC05 21/11/2017 11:18 Page 7

MAKE & MODEL

Q1

Q2

Q3

YTD

QUEST AIRCRAFT COMPANY KODIAK 100

9

8

6

23

TOTAL UNITS

9

8

6

23

TOTAL BILLINGS

$21,996,959

$18,703,113

$13,990,788

$54,690,860

TECNAM AIRCRAFT ASTM - LSA

17

18

22

57

P2002JF

6

8

4

18

P92JS

0

0

0

0

P2002JR

0

0

0

0

P2008JC

4

4

6

14

P2006T

8

10

10

28

P2010P TWENTY TEN

9

3

3

15

TOTAL UNITS

44

43

45

132

TOTAL BILLINGS

$10,400,630

$10,268,702

$10,840,541

$31,509,873

3

3

3

9

TEXTRON

1

- BEECHCRAFT CORPORATION

BONANZA G36 BARON G58

5

3

5

13

KING AIR C90GTx

2

2

4

8

KING AIR 250

4

8

8

20

KING AIR 350i / ER

6

9

12

27

TOTAL UNITS

20

25

32

77

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

$86,936,875

$131,277,813

$164,428,750

$382,643,438

20

31

24

75

TEXTRON - CESSNA AIRCRAFT COMPANY CE-172S SKYHAWK SP CE-182T SKYLANE

7

11

7

25

CE-T206H TURBO STATIONAIR

13

8

7

28

CE-240 TTx

1

7

4

12

CE-208 CARAVAN 675

3

1

4

8

CE-208B GRAND CARAVAN EX

5

13

29

47

CE-510 CITATION MUSTANG

2

5

0

7

CE-525 CITATION M2

8

7

10

25

CE-525B CITATION CJ3+

3

8

6

17

CE-525C CITATION CJ4

5

5

4

14

CE-560 CITATION XLS+

3

3

7

13

CE-680 CITATION SOVEREIGN+

3

3

1

7

CE-680A CITATION LATITUDE

10

13

13

36

CE-750 CITATION X+

1

2

0

3

TOTAL UNITS

84

117

116

317

TOTAL BILLINGS (CESSNA - TOTAL)

$428,949,500

$570,101,700

$549,365,100

$1,548,416,300

TOTAL TEXTRON BILLINGS (COMBINED)

$515,886,375

$701,379,513

$713,793,850

$1,931,059,738

2T-1A-2

1

0

0

1

YMF-5D

1

1

1

3

TOTAL UNITS

2

1

1

4

$838,000

$585,352

$595,000

$2,018,352

422

548

534

1,504

WACO AIRCRAFT COMPANY

TOTAL BILLINGS GRAND TOTAL AIRCRAFT SHIPMENTS

6

NOTES:

1 Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2016.

2. Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables.

3. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings.

4. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.

5. Pipistrel Aircraft is a new addition to the shipment report in first quarter 2017.

Advertising Enquiries see Page 4

www.AVBUYER.com

December 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

61


Technology Dec2017.qxp_Finance 22/11/2017 12:30 Page 1

FLIGHT DEPARTMENT T TECHNOLOGY

What’s Next in Aviation Technology? Advanced and Future Technology for Business Aviation. Part 2

What are the significant developments in the systems guiding aircraft?

How does an assumption of safety underline these? Ken Elliott concludes his discussion of emerging electronic technology for business aircraft…

n last month’s article on emerging technology for business aircraft, we considered advanced technologies in relation to Big Data; Surveillance; Time-Based Projection; Flight Execution and Redundancy. We continue our analysis with discussion of: • Propulsion; • Security; • Piloting; and • Monitoring.

I

Together, the above technology fields are rapidly evolving to meet the demands of exponential innovation, throughout all sectors of industry and the society it serves.

Propulsion

Turbine and propeller technologies lead the way in aircraft propulsion today. The forces of environmental concern, market demand and natural technological evolution itself combine to drive different propulsion methods into aircraft platforms. 62

AVBUYER MAGAZINE – December 2017

Incremental improvements of existing technology are regularly advanced. Where such innovation can benefit but not replace existing methods, there is a cautious introduction of totally new power and propulsion methods. Because we have been burnt so often, it is human nature to embed a large delay factor into anything introduced and likely to create a dramatic change in our lives. While we gradually begin embracing electric and other propulsion sources, as an alternative to Jet-A (A-1) and Avgas fuel, we will continue to improve traditional engines using existing fuel sources, but only ‘step-by-step’ and likely in a hybrid form. Factors that drive the change of propellent source, and by default the type of engine, are primarily the environment, hourly operational costs including fuel charges, reduction of risk and a genuine desire for alternatives. To be useful for aviation, new propulsion technologies should conform to a combination of requirements. It is not about power or fuel alone. Engine efficiency should be complimented by aircraft size and weight; overall practicality;

www.AVBUYER.com

Aircraft Index see Page 137


Technology Dec2017.qxp_Finance 22/11/2017 12:30 Page 2

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

Figure 1: Power & Energy Required for Vehicles

(Ranging from Small Cars to Large Commercial Aircraft)

1,000,000

Air Sea Land

100,000

A380 C-17

Max Power, kW

B737 Frigates

10,000

Q400 S-92 1,000

100

Large Truck Tesla S Prius

King Air 350

Cessna 172

10 10

1,000

1,000,000

Energy Onboard, kWh Source: A.H. Epstein, 2014, Aero propulsion for commercial aviation in the twenty-first century and research directions needed, AIAA Journal 52(5):901-911, doi:10.2514/1. J052713.

safety and reliability; cost to operate; and cost to maintain. Note that the power needed to propel an aircraft increases at greater than the airspeed squared. It takes much more power to fly at higher speeds over longer distances. One big propulsion factor is the power requirement for an aircraft at takeoff. This is where consideration of baseline aircraft weight, fuel on board, payload, runway length, airport elevation, ambient temperature and climb rate play into the formula for deducing engine requirements. Consider how significant these factor elements play into the powerplant design when contemplating solar power, lithium batteries and electric motors as an Advertising Enquiries see Page 4

alternative energy source and engine type. When current aircraft are modified for longer endurance or additional mission capacity, there is a very large penalty incurred by adding fuel tanks to provide for the extra energy source needed. For the military, in-flight refueling has longbeen the preferred method of increasing single leg range to meet mission requirements, rather than modify the aircraft with extra tanks. NASA, GE and many others have attempted various propulsion alternatives. Everyone seems to be settling on hybrid solutions. These are solutions where existing technologies are merged with new concepts to create cleaner propulsion efficiencies. www.AVBUYER.com

Mostly, physical limitations prevent the regular use of non-hydrocarbon liquid or gaseous fuels such as hydrogen or natural gas. An electric or hybrid solution is the primary alternative for a stored energy source. However, when Jet-A fuel hydrocarbons are burnt off during flight, aircraft performance improves as weight is reduced and flight can occur at a higher altitude. The same does not hold true for electric stored energy in the form of fixed batteries, however efficient they become. While stored energy and a motor are crucial to propulsion for flight, the method of moving the aircraft through the sky is equally important. From the internal blades in turbine engines and external propellers in fixed-wing aircraft, December 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

ď&#x201A;&#x2020;

63


Technology Dec2017.qxp_Finance 21/11/2017 14:52 Page 3

FLIGHT DEPARTMENT T TECHNOLOGY

Figure 2: The Three Primary Stages of Propulsion

Stored Energy

Conversion

Propulsion

Jet-A

Diesel Engine

Rotor Blades

Fuel Cells-Batteries

Turbine

Fan Blades

Gas Engine

Avgas

to the external rotors attached to helicopter engines, there are various means to propel the aircraft in motion. Incremental efficiencies in aircraft flight include improvements and changes in all three stages of propulsion. Conversions (or motor types) are predicated on their weight and efficiency. There is a constant effort to tweak efficiencies and find materials that will allow for weight reduction. This effort is expended on the understanding that we are not yet at the point where revolutionary game-changing motors are ready to deploy. The gas turbine, for example, is here to stay for some time. However, when we look at aircraft that are not required to carry large or heavy payloads and operate out and back from a fixed base, as opposed to flying between cities, the requirements change. So, as we enter the unmanned world of autonomous flight, every flavor of propulsion technology is fair game. Because most drones use lithium batteries, their range and endurance are limited to up to two hours, with infrequent ultra-endurance making headlines almost daily. Using small sensor payloads, their gross weight presents a minimal burden to the energy source. Also, because they tend to operate locally and within line of sight, their endurance requirements are not usually a major performance factor. For unmanned autonomous aircraft that will need to fly in similar operations to fixed-wing vehicles, there are several key limiting factors. The first three are crucial to operations Beyond Visual Line of Sight (BVLOS): • •

64

Regulation and Certification (both operational and airworthiness); Ability to identify (for example Nnumber); AVBUYER MAGAZINE – December 2017

• •

Ability to reliably see and avoid; Stored energy, power plant and propulsion method; and • Physical capability to consistently fulfill the overall mission (in allweather conditions). Interestingly, we are seeing hybrid stored energy, powerplant and propulsion solutions rapidly emerging in the autonomous vehicle environment. As with manned aircraft, practical solutions are emerging such as fixed-wing platforms with vertical take-off capability. These operate as an airborne ‘Prius’, using a hybrid turbo-electric powerplant, while selecting rechargeable electricity or wet fuel at different phases of flight. An example is to use electricity for taxi and cruise and wet fuel for the other phases of flight.

“One can expect incremental improvements to existing means of propulsion and the introduction of hybrid solutions along the road travelled in the near-term.” Moving Slowly: The cautiousness of investors and the interests of shareholders are slowing the pace of change in technology overall. Risk-averse investment and the ‘fastest road to dividends’ may be the order of the day across much of industry. Therefore, we see more of a forward thrust within the www.AVBUYER.com

Propeller

defense and commercial ‘dot org’ world, while others get to play in the corporate sandbox within partitioned research and development teams. An occasional entrepreneur or successful executive will invest and break the tradition, experimenting with game changing propulsion or a complete new aircraft, but that is the exception rather than the rule. A list of game-changing solutions should, however, include suborbital aircraft such as Richard Branson’s – Virgin Galactic and Jeff Bezos’s – Blue Origin. The US Defense Advanced Research Projects Agency (DARPA) is one place where ideas are flushed out behind the scenes. While traditionally defenserelated, they have commercial applications. NASA, Boeing, Airbus and others also line up an impressive array of future versions of propulsion. With a first flight planned for early 2018, NASA is about to test a redesigned lithium-ion battery module for its first electric propulsion demonstrator, the X-57 Maxwell. The platform’s existing Rotax piston engines are replaced with two 60kW electric motors, and the propellers are mounted on the wingtip to take advantage of the vortices found there. So, the future is bright, especially when low earth orbit propulsion is included. Proposed ideas are also hybrid in their use of technology. One can expect incremental improvements to existing means of propulsion and the introduction of hybrid solutions along the road travelled in the near-term. The long-term, meanwhile, is simmering in a pot of secrecy within the corridors of DARPA, the design shops of Amazon, Google, Tessler and Uber and the well-funded commercial skunk works at Boeing, Airbus and others.  Aircraft Index see Page 137


General Aviation December.qxp_Layout 1 20/11/2017 14:39 Page 1


Technology Dec2017.qxp_Finance 21/11/2017 14:53 Page 4

FLIGHT DEPARTMENT T TECHNOLOGY

Figure 3: FAA Security and System Safety (Indicates the level of security assurance aircraft and their system developers and integrators must take to ensure integrity of their product. Source: FAA) Security Requirements Development Preliminary Assessment System Architecture Design

Functional Hazard Assessment (FHA) or FMEA SAE ARP4761

System/Security Assessment

PSSA Activities SAE ARP4761

System Safety Assessment SAE ARP4761

Part of PSSA or Separate Document(s)

Part of the SSA or Separate Document(s)

Iterative Process Security Measures (System Security Requirements w/Classification of Failure Condition)

Threat Model w/Data Flow

Preliminary Assessment • Update of FHA/FMEA Assessment if needed following

Allocation w/Security Tag

threat condition assessment • Update to Security Plans if needed • Security Enviornment • Security Scope/Boundary

Software Requirements

System Requirements

• Security Requirements • Security Mitigations Satisfy Safety Requirements • Threat Model

Legend

Hardware Requirements

• Verification Plan for Security Requirements

System Security Task/Process System Safety Task/Process

Even the best laid plans can all come tumbling down if there is just one weak spot in data security. There is no point in advancing technology, both airborne and ground-based, without corresponding embedded security at a level that matches the threat. Recently, a major aircraft service provider—Satcom Direct—announced an increased focus on data security within its popular service programs. It realized the potential risk to business aircraft operators across all areas of aircraft communication and data, particularly where data can be accessed as it travels outside of the aircraft itself. Satcom Direct, as well as others, realize the significance of adding layers of security because they work with the subject all day long. It is a core tenant of their business, acting as the provider, enabling seamless operation between the operator and the companies that provide satellite and other services. These are locations where vulnerabilities are at their greatest. For aircraft there are 66

AVBUYER MAGAZINE – December 2017

• Security Risk Assessment is correct and consistent with safety system assessment • Security Architecture • Security Requirements • Measures SW DAL • Measures AEH DAL • CCA Results • Security covered as a Particular Risk (PRA)* • Verification Results • Security Guidance in: - AFM/Pilot Guidance - Maintenance - Integrator Guidance - ICA Guidance * Note: No quantitative analysis required

Existing Process

Security

Security Assessment

three areas of security concern: • Crew & cockpit; • Passengers & cabin; and • The aircraft systems themselves. For both crew and passengers, there is a layer of security added when personal devices are connected, even wirelessly, to the aircraft. For all three, there is a grey area between commercial network protocols and the aircraft busses themselves. Aircraft busses are, today, guided by complex ARINC, Ethernet and other data standards. A risk, constantly monitored, is the ability of commercial network activity directly connecting to an aircraft bus, where snoopers and hackers may explore their nefarious art in uncharted territory. Aircraft routers, for example, typically connect to aircraft busses and at the same time act as routers for cockpit and cabin personal devices. Within, the router should be all the necessary hardware and software to ensure firewalled and physical separation between devices and busses. The desire www.AVBUYER.com

and need to transfer real-time data to and from the aircraft requires that analogue, and digital information are gathered and converted to Application Programming Interface (API) formatting for communication off the aircraft. Companies communicating with their own aircraft have the additional challenge of ensuring their intranets and servers are not exposed at either the corporate end and/or at the office in the sky. Whenever corporations take on new cabin or cockpit devices as well as the associated service provider programs, their IT department should be involved right from the start. All sorts of issues and risks may be avoided by being proactive in this collaboration. Today’s advanced aviation data bus uses packets of data, each of which is integrity-checked before being passed on for processing. There are significant checks and balances in aviation data busses. The FAA has a 2016 policy order document 1370.121 outlining information security and privacy, helpful to designers, system manufacturers, Aircraft Index see Page 137


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Technology Dec2017.qxp_Finance 21/11/2017 14:58 Page 5

FLIGHT DEPARTMENT T TECHNOLOGY

integrators and users. Industry and FAA, via RTCA special committee SC216, has issued the following aviation security documents:

Figure 4A: LOC-I Accidents by Phase of Flight (Low altitude initial climb and during the approach are the most vulnerable phases, followed by failures at cruise)

• LOC-I Accidents: Phase of Flight 10

10

• Number of Accidents

8

8 7

6

4

4

4

GOA

LND

3 2 1

1 0

TOF

ICL

ECL

ORZ

DST

APR

Source: IATA GADM

Figure 4B: Jet & Turboprop: Phase of Flight (Showing the higher vulnerabilities of the turboprop) 4

31084 711

Number of Accidents

8

Jet/Turboprop: Phase of Flight

Jet Turboprop

6

4

2

0

TOF

ICL

ECL

CRZ

DST

APR

GOA

AVBUYER MAGAZINE – December 2017

(These correspond to EUROCAE WG72 documents ED-202, 204 and 203, respectively.) Security also extends to databases and software updates that are imported into the aircraft and may be corrupted in some way. Databases and software have direct access into on-board systems when updates are loaded, thereby providing an avenue for corrupting critical information. Unfortunately, the protection of aircraft systems will continue to be an evolving issue as hackers reinvent themselves and their malicious tools. Also of concern to aviators is the security risk associated with ground equipment. Here FAA and other agencies are providing communication, navigation and surveillance services, all of which must continue to operate consistently and reliably. As a credit to the FAA, it is smart enough to ensure the continuation and enhancement for DME (RhoRho/DME-DME) navigation services. These extremely accurate position sources are being maintained as an assurance against the loss of GPS signals. The future is likely to consist of additional security layers, each with an increasing granularity in the protection and transfer of data. There will need to be alternative solutions, as a backup, to critical onboard systems that rely on infrastructure, positioned on the ground or in space. The virtual aircraft of the future will become a cloud-based digital-duplicate of the original. In the instance of degraded data, it will be able to provide specific flight commands, derived from a remote replication of vulnerable aircraft and infrastructure systems.

Piloting

As we rapidly advance toward the world of autonomous flight, an ability to remain in control of the aircraft becomes more

Source: IATA GADM

68

LND

DO-326A ‘Airworthiness Security Methods and Considerations’ DO-355 ‘Information Security Guidance for Continuing Airworthiness’ DO-356 ‘Airworthiness Security Process Specification’

www.AVBUYER.com

Aircraft Index see Page 137


Technology Dec2017.qxp_Finance 21/11/2017 14:59 Page 6

important. While flying vehicles over people gets the attention of the public, any flight needs to be conducted safely and the pilot, whether seated in it or in a remote-control facility, needs to remain in command, from taxi out to taxi in. For fixed wing ‘loss of control in flight’ (LOC-I), there is no one weak link in the chain of flight, but there are several common denominators. Either the pilot may have difficulty in controlling the aircraft or the pilot may not be seeing the visual cues, including those associated with terrain and obstacles. For unmanned vehicles, the weak links are ‘loss of control’ and ‘loss of lock’. One occurs while still electronically connected to the aircraft and the other occurs because of an inability to maintain control connectivity. IATA-LOC-I-1st-Ed-2015 Loss of Control In-Flight Accident Analysis Report covers aircraft over 12,500 lbs (5,700kg). This document is complimented by IATA’s Environmental Factors Affecting Loss of Control InFlight: Best Practice for Threat Recognition & Management. Together they paint a grim picture, where a staggering 97% of LOC-I accidents, for the period measured, resulted in fatalities. The external environment and how pilots deal with it, are key factors in the cause of LOC-I for manned aircraft. Meteorological events and abnormalities such as wake turbulence may cause the initial upset and, in some cases, the pilot then exacerbates the event by improper corrective action. Manned aircraft, fixed and rotary, are much more responsive these days, resulting in fewer occurrences of LOC-I. There will continue to be an iterative process of continued improvement going forward. Unmanned aircraft will not be openly allowed to operate as BVLOS until the ability to maintain locked-on and incontrol is assured. Long before they fly autonomously, they will be operated by a remote pilot, with redundancy built in at every level. In fact, the more that an unmanned aircraft can be operated and maintained like a manned vehicle, the easier and quicker will be the transition into BVLOS operations, allowing transition through multiple airspace categories. The first unmanned operational Advertising Enquiries see Page 4

of monitoring is Reduced Vertical Separation Minimums (RVSM). Now with ADS-B, and later worldwide space-based ADS-B, even RVSM may become redundant. Indeed, future aircraft performance monitoring will be a 4D application, combining altitude, lateral navigation and time-at-point, as universal position tracking provides a single Total System Error (TSE) to meet different allowable tolerances throughout phases of flight. High-capacity cloud-based servers will store and forward constant position status. Because the monitoring is fulltime, actual errors should be minimal, unless unplanned. Failures will be broadcast in real time, for both manned and unmanned platforms, simultaneously providing corrective action. Crews may elect to act on correction suggested, just as with flight instrument commands of today, but with added voice ‘commands’ and an automatic display of relevant pilot checklist items on a secondary monitor.

Summary

“At least in our life-times, unmanned aircraft will not be dismissed as ‘job deniers’. They will instead enhance the capabilities of existing flight departments.” approval is planned for Class G airspace and the last is anticipated to be Classes associated with airports and terminal areas.

Monitoring

Imagine a world where for every action there is an instant monitoring check. Even today we can monitor airborne aircraft remotely, in all sorts of ways and for many interested parties. We can monitor many activities in virtual real time, and record as we go for later analysis and data memory. As aircraft operate closer together, within limited airspace, the criticality of monitoring increases. An early example www.AVBUYER.com

The time has arrived when flight departments are exploring the supplemental use of unmanned aircraft, where their pilots may be strapped in and airborne for the first flight of the day and operating as remote pilot for the next flight. Manned fixed-wing flights mostly involve the carriage of people and cargo from city to city, while unmanned vehicles operate locally using sensor payloads to conduct useful industrial activity, out from and back to home base. Together, these operations will satisfy an overall corporate mission. At least in our life-times, unmanned aircraft will not be dismissed as ‘job deniers’. They will instead enhance the capabilities of existing flight departments. Including the amazing array of new technologies and advancements covered in the last two articles, flight departments will also benefit, because of improvements gained in safety, efficiency, performance and overall cost reduction. The surface has just been scratched when it comes to advanced and future technology. Also, keeping up will be tough as changes occur exponentially, despite cautions imposed by necessary regulation and our natural reluctance to adapt to change. T December 2017 – AVBUYER MAGAZINE

69


Connectivity 1 DEC2017.qxp_Finance 21/11/2017 14:41 Page 1

FLIGHT DEPARTMENT T CONNECTIVITY

How is Jet Connectivity Developing? From Bandwidth to Bit-Rate, Satcom Options Keep Growing – and They’re Getting Faster Thanks to the emergence of in-flight connectivity, those flying globally enjoy connections with work colleagues and business contacts via Wi-Fi and Internet of Things (IoT). Dave Higdon discusses where jet connectivity is heading with Gogo Biz and ViaSat…

W

ireless communications quickly became the first major challenge tackled by military air services in the fledgling years of aviation. The earliest success came in 1915, and involved radio operators keying and decoding wireless Morse code messages. Then in February 1917 technicians achieved the first successful voice communication between an aircraft and the ground. That represented the state of in-flight communications within cockpits for decades. However, another breakthrough in analog radio technology brought passengers the ability to 70

AVBUYER MAGAZINE – December 2017

‘phone it in’ from the cabin. Then came in-flight text-messaging technology, which ultimately evolved into Internet-connected hardware. Ground stations were the first to provide aircraft with In-Flight Connectivity (IFC), before satellitebased systems followed. From L-band to K-band, from faster Ka-band, to the even faster Ku-band (and more to come), technology has evolved rapidly in recent years. The ‘band’ in use refers to the radio frequencies used to and from the satellite, as follows: • L-band (1 to 2GHz frequency range); • Ku-band (12 to 18GHz frequency range); and • Ka-band (26.5 to 40GHz frequency range). Today, broader access to the hardware supporting IFC helps expand the range of aircraft eligible for hosting the systems. And in parallel, the service providers continue to expand their offerings, in terms of accessibility, bandwidth and

www.AVBUYER.com

Aircraft Index see Page 137


Connectivity 1 DEC2017.qxp_Finance 21/11/2017 14:42 Page 2

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

speed – to the point of nearing parity with systems on the ground. While airlines have grappled with the level of service to offer and how to make it cost-effective, Business Aviation operators have increasingly embraced the costs (both the buy-in and user fees) as another metric for conducting business from the airport ramp to the flight levels, around the world, seamlessly.

How In-Flight Connectivity Works

In-flight Wi-Fi is getting faster and relatively cheaper, and is an increasingly common offering on Light, Mid-size and LargeCabin business jets – much as it's become a staple on discount carriers and major airlines. But how does in-flight Wi-Fi actually work? Today, internet traffic exchanges take one of two paths between an aircraft aloft and a person on the ground: •

Ground-based mobile broadband systems connect through towers spread across the landscape. The ground network transmits data to the aircraft antenna. The aircraft system

Advertising Enquiries see Page 4

reverses that process to get messages and data to the ground system antennas. Satellite-based systems (some using geostationary and other constellations of satellites in continuous orbit around the Earth) connect your tablet, notebook or smartphone inflight. The device uses Wi-Fi to connect to the system through an on-board router, which transfers the signal to a node communicating with the appropriate satellite, which, in turn, beams its data packages to ground stations.

How fast this happens and how much traffic the system can handle varies with the hardware and the service provider.

In Flight Connectivity: It’s Catching Up

Brian Wilson, Director, Key Accounts at Gogo Business Aviation (https://business.gogoair.com) sees an accelerating industry, but with some built-in speed bumps. “Gogo allows clients to stream both in the US on Air-ToGround (ATG) via GogoBiz 4G, and then anywhere in the world with Ku-band,” Wilson told AvBuyer. “Clients can also stream 

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

71


Connectivity 1 DEC2017.qxp_Finance 21/11/2017 14:43 Page 3

FLIGHT DEPARTMENT T CONNECTIVITY

“The average age of corporate jet passengers has dropped to 38, an all-time low, and they are an age group known for their heavy usage of social media, movie streaming and alternative television viewing. ” movies from our device or connect their own content to be shared, stored on-board and even viewed on the on-board monitors. “Due to certification on aircraft, however, airborne IFC will always lag behind what people can do on the ground,” he added. “That does not appease the flying public, though, which continues to be younger.” The average age of corporate jet passengers has dropped to 38, an all-time low, and they are an age group known for their heavy usage of social media, movie streaming and alternative television viewing. These passengers tend to use more bandwidth – which equates to a requirement for more data. That demand for greater and faster service drives today's system upgrades, Wilson notes. “Where does that take us? We are seeing a transition to high bandwidth satellite solutions (Kaand Ku-band).” He believes that Iridium Next, which is growing in its satellite coverage, “…will face many challenges. The speeds they hope to have are behind what is required today.” Wilson said that the Ka- and Ku-band satellites deliver the 72

AVBUYER MAGAZINE – December 2017

speeds and bandwidth required by all the streaming that passengers want. “Gogo has announced a Ku-band system that will roll-out in mid-2018 with speeds starting at 25mbps. We are leveraging this with our airline unit that has 2Ku and sees speeds of 4080mbps.” For the future, Wilson only sees more to come with ATG throughput speeds upward of 35mbps to as high as 100mbps when Gogo releases its next generation LTE in late 2018. James Person, Director of Business Development, Business Aviation & VIP markets for ViaSat (www.viasat.com) offered his perspectives to AvBuyer. “We look at the Business Aviation market encompassing nearly 20,000 aircraft globally. Of those, one can say that nearly all have some level of connectivity, even if it’s just DataLink for the pilots. “Our focus is on high-speed connectivity for the cabin, crew, and even for on-board systems and engines.” Plenty of growth is expected, Person explained. “In the world of high-speed communications on business jets, fewer than 1,000 business aircraft have that level of connectivity. With access to ViaSat's complete satellite communications network, business jet passengers, pilots and crew can expect an ‘at home’ or officelike internet experience. “There are two angles to IFC growth,” Person elaborated. “‘Back of the plane’ and ‘front of the plane’ – both are on different cycles. From a ‘back of the plane’ perspective we’re focused on getting the passengers and the flight crew fullyconnected. Wi-Fi is a must for business jets that fly globally, and our goal is to make connecting to the in-cabin internet system effortless. “From a ‘front of the plane’ perspective, providing front-end diagnostics for operational savings is a big focus. We’re already thinking about the business jet traveler’s needs – especially when it comes to size and bandwidth.” Persons elaborated on some of the opportunities he sees within the development of front of plane connectivity. “There is a tremendous opportunity to provide connectivity for sensor tracking of big data requirements. That could include everything from pilot weather and turbulence tracking to in-flight engine and operational repairs. “And there's plenty of growth to come within the connectivity arena, with approvals for installations a significant consideration. Our latest high capacity system, for example, has the same footprint as our former generation’s shipset, so approvals have been straightforward,” Person explained. “We see the biggest opportunity in educating the buyer, because not all IFC - and certainly not all Ka-band - is the same.”

In Summary

With all of the developments emerging within In-Flight Connectivity today, the key consideration for any operator to track closely remains capacity. Ultimately, capacity translates to a better internet performance in congested air corridors; faster overall internet speeds; higher data allowances for bandwidth-intensive applications like streaming, and better overall pricing structures. T Are you looking for more Connectivity articles? Visit www.avbuyer.com/articles/private-jet-connectivity

www.AVBUYER.com

Aircraft Index see Page 137


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Connectivity Dec17.qxp_Finance 21/11/2017 14:32 Page 1

FLIGHT DEPARTMENT T CONNECTIVITY

Jet Connectivity Install: Save Time & Money Getting the Selection and Installation Process Right First Time

Just as important as having cabin connectivity in a business jet is the need to select the right equipment and consider the installation process thoroughly. Aviation Director Andre Fodor offers some essential tips on saving time and cost longer-termâ&#x20AC;Ś With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Aviation Director at Johnsonville Sausage.

74

A

fter taking an office computer to the maintenance shop recently, I was surprised to learn that six months after buying it new it had already become obsolete. Yet this is only one of many examples of how technologies evolve quickly. Applying that understanding to cabin connectivity in business aircraft is essential. The verve surrounding the booths of the connectivity providers at the latest trade shows gives testament that operators of older aircraft are willing to invest in their jets beyond the upcoming ADS-B mandates, and upgrade their

AVBUYER MAGAZINE â&#x20AC;&#x201C; December 2017

www.AVBUYER.com

connectivity solutions. When planning for the right connectivity solution, however, it is vital to consider a strong backbone from which future upgrades and new enhancements can be made with minimal disruption to operations. A few years ago, I was involved in the acquisition of a large cabin aircraft and garnered some valuable lessons with respect to this issue. The aircraft was factory-new and came equipped with SwiftBroadband internet capability. Since it was to be based and operated in the US, however, the owner wanted an Air-to-Ground system installed. This seemingly simple request led to a few surprises along the way.

STC Surprise

It was a surprise to learn that internet installations require specific STCs for different aircraft types. In the case of this airplane, an STC already existed for an older model. Our intention was to obtain a variation Aircraft Index see Page 137


Connectivity Dec17.qxp_Finance 21/11/2017 14:33 Page 2

Consider Multi-Tasking If you choose a facility that also does interior refurbishment, this may also be a good time to have seats refurbished, side panels recovered or carpet replaced. You are already paying for the labor to have everything removed. By undertaking some refurbishment, you’ll enjoy reduced costs.

of that STC. True to aviation, though, nothing is quite so simple… The newer aircraft model had additional belly tanks that encroached upon the area approved for the placement of the internet diversity antennas. (Technically-speaking, antennas conduct radio frequency and therefore require distance and shielding from fire hazards such as fuel tanks.) This difference required updated engineering work and an eventual field approval from the FAA. Lesson #1: Be aware, making sure that the installation and STC that you are choosing will comply with your aircraft type and model before you commit to buying a specific connectivity package. Older aircraft that may have had previous avionics, cabin upgrades and configurations may require further evaluation to ensure there will be no ‘show-stoppers’ during the installation and approval process. Also, be aware that some STCs that are approved under one registry may be unacceptable under another.

Wiring Shocker

The next surprise was to learn that nearly the entire interior of the airplane would have to come out for the provisioning of the wires

that would connect the system. One required wire bundle would run 72 feet from the avionics bay to the cockpit simply to provide the On/Off switch for the Wi-Fi system that needed to be located there as part of the STC approval. To install the same switch a few inches away in a different location would void the STC approval. We allowed extra time to discuss the process and whether there were other ways to run the wiring. The outcome was that we managed to remove less interior than originally intended. Lesson #2: Since the interior will be removed and an internet installation normally takes three-weeks, consider future upgrades. Run additional conduits, wire bundles and coaxial cables that you can keep in reserve for future upgrades. This will save time and money in the future, and will make your aircraft more attractive to prospective buyers if you choose to sell. Finally, with such intrusive work taking place on your aircraft, you will need someone from your team present full-time to monitor the project.

Top Tail Tips

Installations that include top tail access, such as SwiftBroadband, Direct TV, Ku- and Ka-band, come with further concerns. First, be sure that there is enough space in the top dome to fit the hardware that you’re planning to install and that your dome is electronically compatible to allow radio frequency signal flow. The dome must have the proper electrical characteristics that do not degrade the signals coming and going from the antenna mounted inside. Second, the tail dome structure and interior space should allow for the physical installation of the new antenna hardware. Furthermore, allow for the fact that you may already have one factory-installed SwiftBroadband or even a Satcom phone system in that location. Likewise, some older installations may include both Ku- and Ka-band equipment, and ample space must exist for both antennas to co-exist. If it doesn’t, it is possible that you will have to give up an older system for the new one due to lack of space. Tip: Never assume that the installer will have considered these challenges prior to the install date. You should establish these facts for yourself.

In Summary

All new cabin connectivity installations are expensive and will take your aircraft out of operation for a period of time. The investment, ranging between six and seven figure sums, is a clear reflection of the complexity of this upgrade. Take time to consider the system and its flexibility for future potential upgrades. Most importantly, obtain references and get to know your installer and their technicians very well before having the upgrade done. In-depth planning will save money and avoid frustration as well as provide you with more reliable, faster megabytes for your dollars. T Are you looking for more Connectivity articles? Visit www.avbuyer.com/articles/private-jet-connectivity

ONLINE I PRINT I BROADCAST I EVENTS

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December 2017 – AVBUYER MAGAZINE

75


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Safety 1 Dec17.qxp_Finance 21/11/2017 14:20 Page 1

FLIGHT DEPARTMENT T SAFETY

How to Obtain Technical Excellence

What are the Best Practices for Achieving Technical Excellence in Flight Departments? Concluding his series on the foundations for Flight Department safety, as identified by NBAA, Mario Pierobon discusses the importance of Technical Excellence to an operation’s safe procedures…

varying needs due to specific operational environment s and/or specific customer requirements. Running a training-needs gapanalysis offers an opportunity to reveal where training is needed and how to pursue highly targeted technical excellence.

he common denominator for excellence in Business Aviation is training. High-quality training helps reduce accidents. Specifically, training programs should address the skill sets required of Business Aviation professionals in such a way that new skills are taught and old ones are sharpened. Training is a core business function within corporate Flight Departments, in large measure because there are very thorough regulatory requirements for training. Yet some Flight Departments may decide to train their personnel to the bare regulatory minimum and risk losing the benefits of knowledge and skill that enable the pursui t of technical excellence. So, how can a Flight Department develop its training system to maximize the benefits of training?

Best Practice #3: Provide training to foster desirable behaviours in the workforce on top of specific technical skills. Operatives should not just be trained to handle a particular type of operation, emergency or c ontingency, but also to develop behavioural competencies (i.e. communication, leadership and decision-making) in order to foster consistent and appropriate responses at all times while within the line environment.

T

Building on the Baseline

The regulatory requirements, as well as any guidance coming from the aircraft OEMs, provide the baseline of an overall practice that should be followed to develop training programs. Training for excellence, however, requires an organization to commit to cust omizing the regulatory requirements, and adapting them to the specific needs and ambitions of the operator. The success of customizing training requirements depends on adherence to three main best practices, as detailed here... Best Practice #1: Pursue optional training opportunities beyond the regulatory minimum. This may include the use of instructors to deliver training in lieu of distance-learning oppo rtunities. It may be the case that distance-learning is currently used as a way to save the trainees’ time as well as reduce the costs of running training sessions. Deploying an instructor, however, allows trainees to address more of the concerns they have in the line environment, and the overall learning experience can become more targeted to the current operational needs and challenges of the organizat ion. Best Practice #2: Address any specific training needs. A gap analysis of training needs should be used to assess requirements of the workforce. The advantage is that real needs can be identified and addressed whereas prescriptive requirements may not recognise the existence of such needs. Every individual and every organization is different and has 78

AVBUYER MAGAZINE – December 2017

Agents for Change

Having summarized what a training system pursuing technical excellence should look like, it should still be remembered that in some organizations it may not be that easy to ensure management buy-in to upgrade the training system. Thus Flight Department Managers need to become creative agents for change within their companies. The top layer of management may be distant from the operational reality and not understand the importance of training to ever improve safety performance.

Working with Senior Management

It may seem natural to maintain bare minimum requirements, but it is the responsibility of training managers to convince senior management of the value in upgrading the training system. Convincing senior managers to make budgetary concessions may seem a difficult exercise, but should nevertheless be attempted. A case should be raised that emphasizes less the benefits of upgrading the system (and spending money in the process) and more the possible losses if the training system is not upgraded. Senior management may believe the existing training system is working fine, and subsequently struggle to reconcile a request for extra funding without a thorough case being presented. Of course, such a case should not be designed to alarm; it should simply be balanced to raise the awareness among senior management of what is needed to pursue technical excellence. T

www.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

Aircraft Index see Page 137


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Values Intro.qxp_Finance 21/11/2017 15:06 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Turboprops Give More... Prop Advances keep these Workhorses Competitive The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient, multi-mission types, as we explore below…

W

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin. In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed. Another advantage offered by many turboprops i s the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market. Today’s turboprops offer a broad range of 80

AVBUYER MAGAZINE – December 2017

turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 1998 through Fall 2017 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Quest Kodiak reported in the Fall 2017 edition of the Bluebook shows US$1.25m for a 2009 model, US$1.2m for a 2008 model, and so forth. Aircraft are listed alphabetically. Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turboprops can be referred to,  beginning on page 84 of this issue.

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Aircraft Index see Page 137


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Retail Values.qxp_RPG 21/11/2017 15:10 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Turboprops Average Retail Price Guide MODEL YEAR $

2017 US$M

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

7.384

6.5

5.0

4.4

4.0

3.5

3.3

6.085

4.1

3.7

3.4

3.2

3.1

3.0

2.9

2.8

1.8

1.750

2011 US$M

2010 US$M

2009 US$M

2008 US$M

3.0

2.9

2.6

2.5

1.650

1.6

1.525

1.425

MODEL BEECH KING AIRS KING AIR 350i

3.2

KING AIR 350 KING AIR 250 KING AIR B200 KING AIR B200GT KING AIR C90GTx

2.8 3.870

2.8

2.4

2.2

2.0

2.7 1.7

KING AIR C90GTi KING AIR C90GT KING AIR C90SE KING AIR C90B

CESSNA CARAVANS 208 GR. CARAVAN- EX

2.4

2.3

2.2

2.1

2.0

208 GR. CAR-675/G1000

1.950

1.9

1.875

1.825

1.925

1.825

1.725

1.625

208B GR. CARAVAN 208B SUP. C/MASTER EX

1.375 2.3

2.2

2.1

2.0

1.875

208B SUP. C/MASTER/G1000

1.8

1.7

1.6

1.5

1.4

1.725

1.675

1.575

1.475

1.375

208B SUP. C/MASTER

1.350

208 CARAVAN-675/G1000

1.775

208 CARAVAN-675

1.275

208 CARAVAN PIAGGIO AVANTI - P180 PILATUS PC-12/47E NG

4.923

6.5

5.5

5.1

4.3

3.9

3.2

3.0

2.8

2.6

4.6

4.4

4.2

3.9

3.8

3.6

3.450

3.3

3.2

PILATUS PC-12/47

3.0

PILATUS PC-12/45 PIPER M600

2.5

PIPER M500

1.875

PIPER MERIDIAN-PA46-500TP QUEST KODIAK-100

2.250

2.2

SOCATA TBM 930

4.194

3.6

SOCATA TBM 900

3.9

3.3

1.750

1.650

2.0

1.8

3.1

2.8

SOCATA TBM 850

1.550

1.475

1.375

1.3

1.175

1.075

1.6

1.5

1.4

1.3

1.250

1.2

2.5

2.3

2.2

2.1

2.0

1.9

SOCATA TBM 700C2/EFIS SOCATA TBM 700B/EFIS

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

82

AVBUYER MAGAZINE â&#x20AC;&#x201C; December 2017

www.AVBUYER.com

Aircraft Index see Page 137


Retail Values.qxp_RPG 21/11/2017 15:11 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Fall 2017 2007 US$M

2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

MODEL YEAR $ MODEL BEECH KING AIRS KING AIR 350i

2.8

2.7

2.6

2.5

2.2

2.1

2.0

1.950

1.850

1.750

2.4

2.3

2.2

2.1

1.9

1.8

1.7

1.6

1.5

1.4

KING AIR 350 KING AIR 250 KING AIR B200 KING AIR B200GT KING AIR C90GTx KING AIR C90GTi

1.5

1.450

KING AIR C90GT 1.4

1.350

1.3

1.250

1.2

0.775

0.750

0.725

KING AIR C90SE

1.150

1.1

1.050

KING AIR C90B

CESSNA CARAVANS 208 GR. CARAVAN- EX 208 GR. CAR-675/G1000 1.325

1.250

1.125

1.075

1.050

1.0

0.950

0.9

0.875

0.850

208B GR.CARAVAN 208B SUP. C/MASTER EX 208B SUP. C/MASTER/G1000

1.3

1.250

1.2

1.150

1.1

1.050

1.0

1.225

1.175

1.075

1.050

1.0

0.950

0.900

0.950

0.900

0.875

208B SUP. C/MASTER 208 CARAVAN-675/G1000 208 CARAVAN-675

0.850 2.4

2.3

2.9

2.8

2.125

2.050

1.975

1.9

1.825

1.750

0.825 ------

0.800 1.675

208 CARAVAN PIAGGIO AVANTI - P180 PILATUS PC-12/47E NG PILATUS PC-12/47

2.6

2.5

2.4

2.3

2.2

2.1

2.0

1.9

PILATUS PC-12/45 PIPER M600 PIPER M500

0.975

0.925

0.850

0.775

0.725

0.675

0.625

PIPER MERIDIAN-PA46-500TP

1.175

QUEST KODIAK-100 SOCATA TBM 930 SOCATA TBM 900

1.750

1.650 1.450

SOCATA TBM 850 1.4

1.350

1.3

SOCATA TBM 700C2/EFIS 1.250

1.2

1.150

1.125

SOCATA TBM 700B/EFIS

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

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December 2017 â&#x20AC;&#x201C; AVBUYER MAGAZINE

83


ACSpecs Intro.qxp_AC Specs Intronov06 21/11/2017 15:21 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Turboprops

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 - Turboprops – appears opposite, to be followed by UltraLong Range & Large Cabin 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 © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

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

84

AVBUYER MAGAZINE – December 2017

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

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 137


AircraftPer&SpecDec16.qxp_PerfspecDecember06 21/11/2017 15:34 Page 1

BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 BEE GT CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTx BLA CKH AWK KING AIR C90 XP1 NEX 35A TAN T AE ROS PAC E G9 0XT SMY RNA AIR KING AIR POW BEE ER 9 CHC 0 RAF T KI NG AIR 200 KING AIR 200 RAIS BEC K BEE CHC RAF T KI NG AIR B20 0

SPECIFICATIONS T FLIGHT DEPARTMENT

$930.80

$1,055.78

$1,040.02

$1,032.17

$1,088.75

$743.08

$803.31

$1,444.82

$1,455.74

$1,135.56

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN HEIGHT FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN WIDTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

12.4

16.7

16.7

16.7

CABIN LENGTH FT.

218

218

218

218

218

218

218

303

303

303

CABIN VOLUME CU.FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR HEIGHT FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.25

DOOR WIDTH FT.

48

48

48

48

48

54

54

54

54

54

BAGGAGE VOL. INT. CU.FT.

-

-

-

-

-

-

-

-

-

-

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

2

2

CREW #

5

5

5

5

5

5

5

6

6

6

SEATS - EXECUTIVE #

10100

10100

10100

10485

10100

10500

10100

12500

12500

12500

MTOW LBS

9600

9600

9600

9700

9600

9700

9700

12500

12500

12500

MLW LBS

7210

7200

7200

7235

7150

7235

7000

8550

8550

8820

B.O.W. W/CREW LBS

2573

2573

2573

2573

2573

2573

2573

3645

3645

3645

USEABLE FUEL LBS

377

387

387

737

437

752

587

395

395

125

PAYLOAD WITH FULL FUEL LBS

2950

2306

2306

2143

3010

2143

3160

1850

1850

2180

MAX. PAYLOAD LBS

640

-

-

903

739

-

-

1075

858

920

RANGE - SEATS FULL N.M.

940

981

981

1152

1174

-

-

1490

1500

1580

MAX. RANGE N.M. (4 PAX)

4519

4519

4519

3888

4000

-

-

5300

3800

5300

BALANCED FIELD LENGTH FT.

3692

4007

4007

4002

4000

-

3417

4333

3167

4417

LANDING DIST. (FACTORED) FT.

2010

1953

1953

1953

1950

-

2500

2450

2500

2448

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

495

474

474

474

475

-

-

740

720

745

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

250

270

270

274

270

-

280

289

289

290

MAX. CRUISE SPEED KTAS

234

-

-

274

270

-

250

272

284

283

NORMAL CRUISE SPEED KTAS

195

206

206

204

206

-

217

225

228

226

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-135A

PT6A-135A

PT6A-135A

H80

H80

PT6A-41

PT6A-41

PT6A-42

VARIABLE COST PER HOUR $

ENGINES #

ENGINE MODEL

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

Advertising Enquiries see Page 4

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December 2017 – AVBUYER MAGAZINE

85


AircraftPer&SpecDec16.qxp_PerfspecDecember06 21/11/2017 17:17 Page 2

KING AIR B20 0 RA ISBE CK BEE CHC RAF T KI NG AIR B20 BLA 0GT CKH AWK KING AIR B20 0 XP BEE 61 CHC RAF T KI NG AIR 250 BEE CHC RAF T KI NG AIR 350 BEE CHC RAF T KI NG AIR 350 ER BEE CHC RAF T KI NG AIR 350 i BEE CHC RAF T KI NG AIR 350 iER CES SNA 208 CAR AVA N 208 CAR AVA N/C ARG O PO D

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,145.73

$1,216.24

$1,339.69

$1,223.94

$1,239.27

$1,253.87

$1,235.76

$1,247.84

$523.02

$527.33

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.5

4.5

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

5.3

5.3

CABIN LENGTH FT.

16.7

16.7

16.7

16.7

19.2

19.2

19.2

19.5

12.75

12.75

CABIN VOLUME CU.FT.

303

303

303

303

344

344

344

344

271

271

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.2

4.2

DOOR WIDTH FT.

2.25

2.25

2.25

2.23

2.25

2.25

2.25

2.23

4.08

4.08

BAGGAGE VOL. INT. CU.FT.

54

55

54

55

56

56

56

55

32

32

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

16

16

16

-

-

84

CREW #

2

2

2

2

2

2

2

2

1

1

SEATS - EXECUTIVE #

6

6

6

7

8

8

8

8

9

9

MTOW LBS

12500

12500

12500

12500

15000

16500

15000

16500

8000

8000

MLW LBS

12500

12500

12500

12500

15000

15675

15000

15675

7800

7800

B.O.W. W/CREW LBS

8820

8760

8820

8830

9885

10400

10000

10585

4940

5120

USEABLE FUEL LBS

3645

3645

3645

3645

3611

5192

3611

5192

2224

2224

PAYLOAD WITH FULL FUEL LBS

125

185

125

115

1604

1008

1489

823

871

691

MAX. PAYLOAD LBS

2180

2240

2180

2170

2615

2600

2500

2415

2860

2680

RANGE - SEATS FULL N.M.

858

960

975

636

1440

1878

1440

1635

325

100

MAX. RANGE N.M. (4 PAX)

1570

1650

1498

1575

1550

2311

1550

2365

835

768

BALANCED FIELD LENGTH FT.

3800

3640

3800

3925

3300

5105

3300

5105

2055

2260

LANDING DIST. (FACTORED) FT.

3500

4437

4437

4625

4140

4760

4143

4770

2508

2508

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

2500

2450

2500

2437

2700

2400

2700

2400

1234

1175

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

710

745

710

682

622

337

622

337

-

-

MAX. CRUISE SPEED KTAS

292

305

311

310

320

303

320

303

186

186

NORMAL CRUISE SPEED KTAS

292

298

311

301

310

303

310

265

175

175

L/RANGE CRUISE SPEED KTAS

232

226

232

232

234

238

234

238

147

147

2

2

2

2

2

2

2

2

1

1

PT6A-42

PT6A-52

PT6A-61

PT6A-52

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

PT6A-114A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

86

AVBUYER MAGAZINE â&#x20AC;&#x201C; December 2017

www.AVBUYER.com

Aircraft Index see Page 137


208 B GN D CA RAV AN/ CAR G PO D CES SNA 208 B GR AND CAR AVA CES N SNA 208 B GR AND CAR AVA 208 N EX B GR AND CAR AVA N EX /CAR BLA G PO CKH D AWK CAR AVA NX P42 A DAH ERSOC ATA TBM 700 C2 DAH ERSOC ATA TBM 850 DAH ERSOC ATA TBM 900 DAH ERSOC ATA TBM 910 DAH ERSOC ATA TBM 930

AircraftPer&SpecDec16.qxp_PerfspecDecember06 21/11/2017 15:36 Page 3

$533.33

$529.02

$561.76

$568.06

$710.27

$652.49

$731.71

$702.91

$700.01

$700.01

4.5

4.5

4.5

4.5

4.5

4.1

4.1

4.1

4.1

4.1

CABIN HEIGHT FT.

5.3

5.3

5.3

5.3

5.3

4

4

4

4.1

4

CABIN WIDTH FT.

16.75

16.75

16.75

16.75

16.75

10

10

10

10

10

CABIN LENGTH FT.

352

352

352

352

352

143

143

143

143

143

CABIN VOLUME CU.FT.

4.2

4.2

4.2

4.2

4.2

3.9

3.9

3.9

3.9

3.9

DOOR HEIGHT FT.

4.08

4.08

4.08

4.17

4.08

3.5

3.5

3.5

3.5

3.5

DOOR WIDTH FT.

32

32

32

32

33

30

30

30

-

30

BAGGAGE VOL. INT. CU.FT.

112

-

-

111.5

112

5.9

5.9

5.9

35.9

5.9

BAGGAGE VOL. EXT. CU.FT.

1

1

1

1

1

1

1

1

1

1

CREW #

9

9

9

9

9

5

5

5

2

5

SEATS - EXECUTIVE #

8750

8750

8807

8807

9062

7394

7394

7394

7394

7394

MTOW LBS

8500

8500

8500

8500

9000

7024

7024

7024

7024

7024

MLW LBS

5440

5270

5305

5498

5350

4889

4780

4829

4829

4829

B.O.W. W/CREW LBS

2224

2224

2247

2247

2224

1887

1956

1956

1956

1956

USEABLE FUEL LBS

1121

1291

1290

1097

1523

654

694

645

645

645

PAYLOAD WITH FULL FUEL LBS

3060

3230

3195

3002

3650

1143

1252

1203

1203

1203

MAX. PAYLOAD LBS

465

529

494

365

627

1000

967

989

989

989

RANGE - SEATS FULL N.M.

731

789

739

685

734

1200

1364

1474

1474

1474

MAX. RANGE N.M. (4 PAX)

2500

2420

2742

2742

2195

3100

3110

2823

2823

2823

BALANCED FIELD LENGTH FT.

2625

2625

2800

2625

2625

3750

3750

3750

3570

3750

LANDING DIST. (FACTORED) FT.

925

975

1331

1275

1215

1570

2005

2005

2005

2005

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

-

-

-

-

-

-

-

-

-

-

186

184

194

185

189

292

320

324

324

324

MAX. CRUISE SPEED KTAS

182

182

187

178

189

290

316

318

318

318

NORMAL CRUISE SPEED KTAS

156

156

162

155

155

255

255

252

252

252

L/RANGE CRUISE SPEED KTAS

1

1

1

1

1

1

1

1

1

1

PT6A-114A

PT6A-114A

PT6A-140

PT6A-140

PT6A-42A

PT6A-64

PT6A-66D

PT6A-66D

PT6A-66D

PT6A-66D

VARIABLE COST PER HOUR $

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

ENGINES #

ENGINE MODEL

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

Advertising Enquiries see Page 4

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December 2017 – AVBUYER MAGAZINE

87


AircraftPer&SpecDec16.qxp_PerfspecDecember06 21/11/2017 17:18 Page 4

46T P QUE ST A IRCR AFT KOD IAK

PIPE RM ERID IAN PA

PIPE RM 600

PIPE RM 500

PILA TUS PC-1 2 NG

PIAG GIO AVA NTI P18 0 PIAG GIO AVA NTI P18 0 EV O PIAG GIO AVA NTI P18 0 II PILA TUS PC-1 2

PAC IFIC AER OSP ACE

P-75 0- X STO L

FLIGHT DEPARTMENT T SPECIFICATIONS

$510.09

$1,357.56

$1,334.82

$1,343.42

$796.46

$749.99

$534.54

$552.86

$521.58

$516.78

CABIN HEIGHT FT.

4.7

5.8

5.8

5.8

4.75

4.83

3.9

3.92

3.9

4.5

CABIN WIDTH FT.

4.6

6.1

6.1

6.1

5

5

4.2

4.13

4.2

4.8

CABIN LENGTH FT.

13.2

14.9

17.5

17.5

16.9

16.92

12.3

12.33

12.3

15.5

CABIN VOLUME CU.FT.

220

393

393

393

356

356

164

165

106

248

DOOR HEIGHT FT.

3.9

4.4

4.4

4.4

4.5

4.42

3.8

3.83

3.8

4.1

DOOR WIDTH FT.

4

2

2

2

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

27

16

16

16

34

40

20

20

20

38

BAGGAGE VOL. EXT. CU.FT.

-

44.15

44.15

44.15

-

-

-

-

-

-

CREW #

1

2

2

2

1

1

1

1

1

1

SEATS - EXECUTIVE #

10

6

6

6

7

7

5

4

5

5

MTOW LBS

7500

11550

12100

12100

10450

10450

5092

6000

5092

7255

MLW LBS

7125

10945

11500

11500

9920

9921

4850

5800

4850

6690

B.O.W. W/CREW LBS

3300

8000

8500

8500

6565

6782

3634

3730

3663

3975

USEABLE FUEL LBS

2210

2802

2802

2802

2704

2704

1140

1140

1140

2110

PAYLOAD WITH FULL FUEL LBS

1990

798

848

848

1226

1009

360

1180

331

1220

MAX. PAYLOAD LBS

4200

1800

1300

1300

2475

2257

1216

1120

1187

2515

RANGE - SEATS FULL N.M.

378

980

752

752

1340

1309

213

633

489

524

MAX. RANGE N.M. (4 PAX)

753

1440

1364

1364

1660

1635

754

1278

1091

845

BALANCED FIELD LENGTH FT.

1683

3100

3500

3500

2450

2450

2680

2902

2000

1720

LANDING DIST. (FACTORED) FT.

2075

4550

4417

4417

2783

2783

3650

2623

1950

1933

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

1067

2950

2600

2600

1680

1920

1570

1556

1556

1338

-

756

680

680

-

-

-

-

-

-

MAX. CRUISE SPEED KTAS

163

390

363

363

261

280

260

274

267

180

NORMAL CRUISE SPEED KTAS

151

354

346

346

261

268

230

260

262

154

L/RANGE CRUISE SPEED KTAS

141

310

314

314

209

209

175

184

225

133

1

2

2

2

1

1

1

1

1

1

PT6A-34

PT6A-66

PT6A-66B

PT6A-66B

PT6A67B

PT6A-67P

PT6A42A

PT6A-42A

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

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

88

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Aircraft Index see Page 137

T


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AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 16:13 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Boeing BBJ2 vs Airbus ACJ320 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular bizliners for the purpose of valuing Boeing’s BBJ2.

H Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

90

ow does the Boeing BBJ2 compare in the bizliner market today? Over the following paragraphs, we’ll consider productivity parameters (payload, range, speed and cabin size) and cover current market values. The field in this study includes the Airbus ACJ320. The market for large executive cabin class aircraft (bizliners) began long ago in 1959 with the introduction of the Boeing 707. Indeed, aftermarket conve rsions of Boeing, McDonnell Douglas, Airbus and BAC airliners for corporate use have been occurring for decades. Then in the late 1990s, Airbus and Boeing saw a market to build derivatives of their aircraft specifically for corporate or business use – thus, the BBJ (Boeing Business Jet) and ACJ (Airbus Corporate Jet) product lines were launched. In 1998, Boeing delivered the first Boeing Business Jet - an ultra-long-range twin-turbofan jet using the fuselage of the 737-700 with the strengthened wings and landing gear of the larger 737-800. Airbus followed

AVBUYER MAGAZINE – December 2017

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with the Airbus Corporate Jet (ACJ) a year later. Today, there are three narrow-body Boeing Business Jet aircraft, the BBJ, BBJ2 and BBJ3. The BBJ2 is greater in length than the original BBJ, and its fuselage is from the 737-800 commercial airline model . The BBJ3 model meanwhile is even larger utilizing the fuselage of the 737-900. These spacious jets are commonly used by sports teams, governments and a variety of global corporations worldwide. There are 22 wholly-owned BBJ2 business jets in operation worldwide. The percentage for sale is 13.6% (3 units) with all of those under an exclusive broker agreement. The average time on the market is 598 days. Tw o BBJ2s are leased, according to JETNET. Asia and the Middle East account for the largest BBJ2 fleet percentage (68%, or 15 units), followed by Europe (18%, 4 units) and North America (9%, 2 units) accounting for a combined fleet total of 95%. As many as 32% of the BBJ2 business jets operating worldwide are under fleet ownership, the largest fleet being three BBJ2 aircraft owned by Dubai Air Wing (UAE). Aircraft Index see Page 137


AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 16:13 Page 2

HOW MANY

EXECUTIVE SEATS

$80.5 Million

BOEING

(2010 Model)

19

BBJ2

vs. $80 Million

AIRBUS

19

(2010 Model)

ACJ320

WHICH OF THESE BIZLINERS WILL COME OUT ON TOP HOW MUCH

RUNWAY DO I NEED?

(Balanced field length, ft)

Boeing BBJ2

7000

Airbus ACJ320

7000

0

PAYLOAD

CAN WE GO?

(Nautical Miles. 4 Pax) 5,673 1070 5,250

Airbus ACJ320

4000

CAN WE TAKE?

Boeing BBJ2 Airbus ACJ320

(Lbs)

36,200 1070 40,136

HOW MANY

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN 15

22

NEW/USED SOLD

0 0 (0%) (13.6%)

LONG RANGE CRUISING SPEED? Boeing BBJ2 Airbus ACJ320

Advertising Enquiries see Page 4

(Knots)

438 1070 445

WHAT’S THE

COST PER HOUR?

Boeing BBJ2 Airbus ACJ320

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

8000

6000

WHAT’S THE

HOW MUCH

HOW FAR Boeing BBJ2

2000

$6,062 1070 $6,307

12-Month Average Figure

(% = Global Fleet For Sale)

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December 2017 – AVBUYER MAGAZINE

91


AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 17:21 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range Boeing BBJ2

Status of ADS-B Out Equipage

53,572

Airbus ACJ320

174,200

169,785

MTOW (lb)

52,830

69,982

Max Fuel (lb)

36,200

40,136

939

Max Payload (lb)

15,700

Avail Payload w/Max Fuel (lb)

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

Chart A - Cabin Cross Section Boeing BBJ

Airbus ACJ320

2,279

2,100

Max Payload w/Avail Fuel Range (nm)

Of the 22 BBJ2 business jets based worldwide, 13 (59%) have ADS-B Out installed, leaving 41% of the fleet yet to comply. The FAA has mandated that all US-operated business jets must comply with this new requirement by January 1, 2020. ADS-B is also becoming mandatory in vast areas of the rest of the world.

Payload & Range

As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. Table A (top, left) shows the BBJ2s ‘Available Payload with Maximum Fuel’ (939 lbs) is very significantly less than that offered by the ACJ320 (15,700 lbs).

Cabin Cross-Section Views

Chart A (left), meanwhile, offers a cabin cross-section comparison and shows the BBJ2 has less width (11.50 ft. vs 12.08 ft.) and height (7.00 ft. vs 7.33 ft.) than the ACJ320. However, not depicted is that the BBJ2 has greater cabin length (98.5 ft. vs 91.0 ft.) compared to the ACJ320. Overall, the BBJ2 cabin volume (6,525 cu. ft.) is less than the ACJ320 (6,825 cu. ft.).

Source: UPCAST JETBOOK

Chart B - Range Comparison

Range Comparison

As depicted by Chart B (left) using Riyadh, Saudi Arabia as the origin point, the BBJ2 (5,622nm) shows greater range coverage than the ACJ320 (4,330nm). Each jet’s range covers all of Europe (including Russia), Africa and Asia (including China). Note: For jets and turboprops, ‘four passengers with available fuel’ represents the maximum IFR range of the aircraft at Long-Range Cruise with four passenger seats occupied. NBAA IFR fuel reserve calculation for a 200nm alternate is assumed. The lines depicted do not include winds aloft or any other weather-related obstacles.

Boeing BBJ2 Airbus ACJ320 92

Powerplant Details

5,622 nm (w/4Pax) 4,330 nm (w/4Pax)

AVBUYER MAGAZINE – December 2017

The BBJ2 is powered by two CFM International CFM56-7B www.AVBUYER.com

Aircraft Index see Page 137


AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 16:15 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

turbofan engines each with 27,300 lbst. The ACJ320 is also powered by two CFM International CFM56-5B4 turbofan engines each of which offer slightly less thrust at 27,000 lbst.

Total Variable Cost

The ‘Total Variable Cost’, illustrated in Chart C (top, right) and sourced from Conklin & de Decker, is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the BBJ2 computes at $6,062 per hour, which is less by 3.9% than the ACJ320 at $6,307 per hour.

Aircraft Comparison Table

Table B (right) contains the 2010 used prices from B&CA. Additionally, the ranges are from B&CA, while the average speeds are from Conklin & de Decker and the number of aircraft in-operation, percentage ‘For Sale’ and average sold are as reported by JETNET. The BBJ2 fleet has three units (13.6% of the fleet) currently ‘For Sale’ and the ACJ320 has no used aircraft ‘For Sale’. Neither aircraft has transacted on the used market in the past 12 months.

Chart C – Variable Cost Boeing BBJ2 Airbus ACJ320 US $ per hour

Advertising Enquiries see Page 4

$6,307 $2,000

$0

$4,000

$8,000

$6,000

Source: Conklin & de Decker

Table B - Aircraft Comparison Table Boeing BBJ2 Airbus ACJ320

438

4,330

5,622

445

$80.5 2010

4 PAX Range w/available Fuel nm

Long Range Cruise Speed

$80.0 2010

22

B&CA Used Price $USM

15

13.6%

In Operation Fleet

0%

% For Sale

0

0

Average 12 months Number Sold*

*Average New & Used Full Sale Transactions in the past 12 months; Source: JETNET Data courtesy of Boeing; Airbus; B&CA; Vref; JETNET

Chart D - Maximum Scheduled Maintenance Equity Boeing BBJ2

Maximum Scheduled Maintenance Equity

Assumed Annual Utilization: 400 Flight Hours Average Maximum Maintenance Equity: $5,522,879 Pct of Avg Max Mtnc Equity vs. Aircraft Age 80%

Pct of Max Mtnc Equity

Chart D (right), courtesy of Asset Insight, displays the BBJ2 and depicts the Maximum Maintenance Equity available based on an aircraft’s age. The Maximum Maintenance Equity figure was achieved the day the aircraft came off the production line – since it had not accumulated any utilization toward any maintenance events. Note: The percent of the Maximum Maintenance Equity that an average aircraft will have available based on its age, assumes 1) average annual utilization of 400 Flight Hours; and 2) all maintenance is completed when due. 

$6,062

70%

60%

50%

40%

30% 6

7

8

9

10

11

12

13

14

15

16

17

18

19

Aircraft Age (Years) Source: Asset Insight Inc. (www.assetinsightinc.com)

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

93


AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 17:20 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule

Depreciation Schedule

MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

MACRS SCHEDULE FOR PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Table D - MACRS Depreciation Schedule 2010 Boeing BBJ2 - PRIVATE (PART 91) Full Retail Price - Million Year

$80.500 1

2

3

4

5

6

Rate (%)

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$16.100

25.760

15.456

9.274

9.274

4.637

Depreciation Value ($M)

$64.400

38.640

23.184

13.910

4.637

0.000

Cum. Depreciation ($M)

$16.100

41.860

57.316

66.590

75.863

80.500

Full Retail Price - Million

$80.500

2010 Boeing BBJ2 - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$11.503

19.714

14.079

10.054

7.189

7.181

7.189

3.590

Depreciation Value ($M)

$68.997

49.282

35.203

25.148

17.960

10.779

3.590

0.000

Cum. Depreciation ($M)

$11.503

31.218

45.297

55.352

62.540

69.721

76.910

80.500

Rate (%)

Source: Vref

94

AVBUYER MAGAZINE â&#x20AC;&#x201C; December 2017

www.AVBUYER.com

Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayer s must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use f lights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (left) depicts an example of using the MACRS schedule for a 2010 BBJ2 business aircraft in private (Part 91) and charter (Part 135) operations over five- and sevenyear periods, assuming a 2010 list price for a BBJ2 at $80.5m, per B&CA magazine.

Aircraft Index see Page 137


AirCompAnalysis DEC17.qxp_ACAn 21/11/2017 16:16 Page 6

The points in Chart D are centered on the same aircraft. Pricing used in the vertical axis is as published in the B&CA. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Four/Eight Passenger Range (nm) with available fuel; 2. The long range cruise s peed flown to achieve that range; 3. The gross cabin volume available for passengers and amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the BBJ2 displays a high level of productivity. The BBJ2 has greater range and a lower variable cost but it is priced higher than the ACJ320. Also, it has significantly less ‘Available Payload with Maximum Fuel’ compared to the ACJ320 business jet.

Chart D - Productivity Comparison $86.0 Price (Millions)

Productivity Comparisons

$84.0 $82.0

Airbus A320

$80.0

Boeing BBJ2

$78.0 $76.0 15.000

17.000

16.000 Index

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

Operators should weigh up their mission requirements precisely when picking which option is the best for them.

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. Operators in the market should find the preceding comparison useful. Our expectations are that the BBJ2 will continue to be competitive in the market for the foreseeable future. Of course, if the BBJ2 is not outfitted with ADS-B Out it cannot be placed in-operation after Decembe r 31, 2019 as mandated by the FAA. T

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Buying & Selling 1 Dec.qxp_Layout 1 21/11/2017 11:50 Page 1

BOARDROOM T BUYING & SELLING

How Much Do New Aircraft Impact Used Prices? Buying a Jet ? Timing isn’t Everything Last month, David Wyndham looked at timing an aircraft purchase as it relates to large business cycles such as the recession of 2008-2009. This month, he examines what impact the introduction of a new model with performance or options superior to the current model has on prices…

A 98

s with last month, we reference the selling history of three popular business aircraft using data published in Vref, an industry

AVBUYER MAGAZINE – December 2017

(Part 2)

standard. These included a 1992 model Beech King Air B200; a 1993 model Cessna Citation Jet 525; and a 1992 model Dassault Falcon 900B.

King Air B200-Series

Referencing Tables A and B, opposite (depicting the King Air 200-Series), the King Air B200 was replaced by the King Air B200GT in 2008. The King Air 250, meanwhile, was introduced in 2011. These were evolutionary models with updated engines and more advanced avionics. The selling price of the new model variant of the King Air B200 did not increase substantially over the predecessor model. The King Air B200GT was introduced just as

www.AVBUYER.com

Aircraft Index see Page 137


Buying & Selling 1 Dec.qxp_Layout 1 22/11/2017 10:08 Page 2

David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

Table A: King Air 200-Series Price In 2008

Price of 2008 Model in 2017 (Used)

2008 KING AIR B200

$5.109m

$2.400m

2008 KING AIR B200GT

$5.268m

$2.580m

1992 KING AIR B200

$2.350m

$1.200m

Table B: King Air 200-Series Price In 2011

Price of 2008 Model in 2017 (Used)

2011 KING AIR B200GT

$5.839m

$3.100m

2008 KING AIR 250

$5.846m

$3.180m

1992 KING AIR B200

$1.550m

$1.200m

the recession unfolded, so any downward effects on the selling price of the 1992 B200 are more likely due to overall economic conditions. When, in 2011 the model 250 was introduced with a new price that was marginally higher than the B200GT, the model had no effect on the selling price of the 1992 King Air B200. Its selling price remained stable at $1.55m for about two years (2010-2012).  Advertising Enquiries see Page 4

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December 2017 – AVBUYER MAGAZINE

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Buying & Selling 1 Dec.qxp_Layout 1 21/11/2017 17:16 Page 3

BOARDROOM T BUYING & SELLING

Citation 525 CJ-Series

The CitationJet 525 begat the CJ1 525 in 2000 along with a larger variant, the CJ2 525A (see Table C). Changes incorporated in the CJ1 were evolutionary, while the CJ2 offered buyers a slightly larger aircraft with more range. No significant drops in model 525 prices resulted from the introduction of the CJ1 or CJ2 series.

Falcon 900-Series

The Dassault Falcon 900 has developed into several refined variants during its many years of production. Per Table D, in 1996 the Falcon 900EX was a significant update with a completely new avionics system and updated engines. Both the Falcon 900B and 900EX were sold in 1996 with about a $2.5m price difference. In 2007, Dassault introduced the completely new Falcon 7X (see Table E), a larger, faster, longer-range jet that was the new top-of-the-line Dassault offering. During the same timeframe, the Falcon 900 series would see further improvements as the Falcon 900LX. The price jump to the 7X was over $4m. In 2007 the demand was high for all jet aircraft, and Dassault had a backlog of close to two years for the Falcon 7X. Late model Falcon 900Bs and 900EXs were holding their values. Today the original $4m price difference between the 2007 Falcon 900EX and Falcon 7X has narrowed to about $2m - both being about 40% of their 2007 new price. The 1992 Falcon 900B, now aged 25, is about 20% of its 2007 selling price. That drop in valuation is more an indication of its age than other factors.

In Conclusion

None of the three models we evaluated were significantly impacted by the addition of newer models in their series. The data for 2007 are unclear for the Falcons, however, as the demand for all business aircraft was high a decade ago. The strength of the used business jet market in 2007 would have been more a result of the economic conditions than any other factor. As manufacturers introduce new model year aircraft, they look for ways to add value and justify the increase in asking prices beyond inflation. Any reduction in selling price of the used model due to the introduction of a newer model or model variant is likely countered by the new model’s increased list price. Data do not support the premise that used aircraft prices suddenly drop to “bargain” status when a new variant of an existing model is introduced. Next month we will conclude this series by examining the remaining factors that may impact used aircraft prices, such as end of the year discounts or model availability. T 100

AVBUYER MAGAZINE – December 2017

Table C: Citation 525-Series Price In 2000

Price of 2000 Model in 2017 (Used)

2000 CITATION CJ1

$3.720m

$1.250m

2000 CITATION CJ2

$4.530m

$2.200m

1993 CITATION 525

$2.150m

$850 K

Table D: Falcon 900-Series Price In 1996

Price of 1996 Model in 2017 (Used)

1996 FALCON 900B

$24.950m

$5.400m

1996 FALCON 900EX

$27.500m

$6.500m

1992 FALCON 900B

$20.300m

$4.400m

Table E: Falcon 900-Series Price In 2007

Price of 2007 Model in 2017 (Used)

2007 FALCON 900EX

$35.100m

$14.000m

2007 FALCON 7X

$39.200m

$16.000m

1992 FALCON 900B

$21.200m

$4.400m

Are you looking for more Boardroom articles? Visit www.avbuyer.com/articles/business-aircraft-ownership

ONLINE I PRINT I BROADCAST I EVENTS

www.AVBUYER.com

Aircraft Index see Page 137


In nature, the falcon is a fierce fighter. In business, the Falcon 8X is just as powerful and agile. Every inch reflects its military DNA, with lean and mean aerodynamics and advanced Digital Flight Controls to get you to places others canâ&#x20AC;&#x2122;t. Nothing flies like a Falcon because no other jet is built like one. Fierce. Fast. Agile. Falcon 8X.

205x270-Battle.indd 1

07/09/17 11:08


Buying & Selling 3 December.qxp_Finance 21/11/2017 12:06 Page 1

BOARDROOM T BUYING & SELLING

How to Find Value Buying a Jet Three Tips to ‘Bag a Beauty’ in Today’s Used Aircraft Marketplace

102

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


Buying & Selling 3 December.qxp_Finance 21/11/2017 12:15 Page 2

With used aircraft sales increasing during the closing months of 2017, the market is

definitely changing, notes Jet Tolbert. While many of the ‘polished gems’ have been

plucked from the surface, buyers can still find a great aircraft that meets their needs… any of the nearly-new jets and turboprops have been snappedup from the marketplace, it is still difficult for buyers to ascertain value in this fluctuating market. There is no reason to be discouraged, though. We are not yet at the point of entering a seller’s market. There is plenty of great value to be found for buyers willing to dig a little deeper for used jets and turboprops. Following are some tips on ‘bagging a beauty’ …

M

Don’t Rush Your Selection

As the calendar year draws to a close, the number of buyers entering the market tends to increase along with the number of sellers. The majority of these buyers are current owners looking to upgrade their aircraft – a dynamic that will feed additional aircraft onto the used market. Tax laws tend to favor new aircraft acquisitions at year’s end, which will likely create knock-on opportunities for buyers of used equipment. Buyers of new aircraft typically are current owners that need to make room for their shiny new acquisition. While there are a lot of drivers that could stimulate market activity past December 31, generally speaking, Q1 tends to slow down somewhat. If you can wait until after the New Year to buy, you may find less competition in the market and less pressure on the transaction. That said, only time will tell exactly how the market will change. New tax law in the US could motivate more buyers to upgrade, thereby creating more competition for your next aircraft. Starting sooner rather than later is going to open more options provided you don’t rush and you make a well-informed decision to buy the right jet at the right value when you are ready.

Be Prepared & Market Savvy

Before making an offer, have financing and operational factors in place and know the market. The market may have ostensibly dried up, but the better informed you are about all of the available options and their true acquisition value (including cost of upcoming maintenance and upgrade requirements), the more likely that you will make the right decision.

Advertising Enquiries see Page 4

You should know price and upgrade/ maintenance costs for: • The recent transactions within the market ; • Competitive aircraft within the marketplace; and • The aircraft ‘For Sale’ that are not advertised on the open market. You should also be prepared to consider all aircraft models within your field, and in doing so, position yourself to identify a potential – perhaps less obvious – bargain. Market awareness will ultimately enable you to make a first offer close enough to get traction with the seller, and give both parties the confidence to follow through. The pre-offer process should be structured in a way that lessens the chance of any surprises popping up after an offer is made, whether about the aircraft itself or your internal factors like financing and operations. A buyer who tries to renegotiate an offer after learning about the act ual cost of an upcoming inspection or their cost of ownership will quickly be downgraded by the seller as a high-risk prospect with a lower closing probability. Immediately the seller will look to other buyers that seem more solid. At best this scenario will drag out the process. You may even gain a reputation as an unreliable buyer within the selling community. Before making an offer, be sure to know the ins and outs of the specific aircraft you are considering and have your financing and operating structure established.

Value Doesn’t Always Equal Price

The airplane you may have seen over the summer that is now sold could have gone above or below current market value, but consideration of the multiple factors that can impact the selling price may reveal more to the sale than was immediately apparent. Using the services of an experienced aircraft acquisition agent will help bring insight into recent sales, including the value of upgrades and the aircraft’s maintenance history to help paint an accurate picture of the marketplace. The right agent will also structure your acquisition process and negotiate with sellers in a way that puts you at the front of the line with the aircraft you want, bringing together the other aspects of the transaction and operation to get you flying in the right direction. T

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

“You should also be prepared to consider all aircraft models within your field, and in doing so, position yourself to identify a potential – perhaps less obvious bargain.”

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BOARDROOM T OWNERSHIP

Should Aircraft Owners Worry About Their Pilots? FAA Enforcement Hurts

In late October 2017, an aircraft owner related a situation where a pilot he hired may have offered the owner’s aircraft to others for charters. He worried that the pilot had acted illegally. David G. Mayer discusses the matter further… espite his uncertainty, the owner fired the pilot. That was a wise move in his case, since the situation closely resembled the facts in a very recent enforcement action by the Federal Aviation Administration (FAA) concerning charters that violated the Federal Aviation Regulations (FAR), described here. Unfortunately, illegal charters can affect many people— passengers, owners and pilots as well as the reputation of on-demand providers who follow the rules. All the pain that ensues improper charters can be avoided by proper structuring of ownership and operations, coupled with diligence and appropriate compliance efforts.

D

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Illegal charters exist globally, not just in the United States. As such, the FAA’s action illustrates the circumstance of a potentially serious problem.

The Situation

On June 29, 2017, the FAA revoked the commercial pilot certificate of a professional aviator for conducting illegal charter flights as “pilot in command.” Neither he nor two other companies involved had authority to operate the aircraft in that manner. In fact, the pilot admitted that he and his own company never held an air carrier certificate, that he did not complete required proficiency and line checks for FAR Part 135 operations, and that he did not complete any approved training program for charter operators. Further, even the ‘dry lease’ that the aircraft owner entered into with a passenger’s company was deemed invalid. On September 7, 2017, the National Transportation Safety Board (NTSB) affirmed the FAA’s and administrative judge’s finding that the captain violated all applicable provisions in 14 C.F.R. 

www.AVBUYER.com

Aircraft Index see Page 137


rolls-royce.com

CorporateCare® Relax, we’ve got you covered. CorporateCare delivers comprehensive worldwide support adding value and liquidity to your aircraft - so relax, Rolls-Royce has you covered. For more information email corporate.care@rolls-royce.com.

Trusted to deliver excellence.


Ownership Dec17.qxp_Finance 21/11/2017 12:34 Page 2

BOARDROOM T OWNERSHIP

Parts 119 and 135 of the FAR. The NTSB concluded that pilot acted illegally as a “common carrier” by “holding out” as willing to transport persons or property from place to place for “compensation”. Such findings, which may end a pilot’s career, generally occur only one short step away from the aircraft owner, even though the owner unknowingly failed to comply with or ignored applicable FAR. Perhaps the most frequent violation occurs when a limited liability company (LLC) that exists solely to own the aircraft provides transportation services for the aircraft owner. Such an LLC is called a “flight department company”, and to operate legally it must hold an air carrier certificate. Without such approval, the flight department company flagrantly violates the FAR. Owners often lack awareness or concern of their violations, which is understandable. They assume their ownership and operating structures must be compliant because neither they nor their friends have ever seen or heard from the FAA. Besides, it is hard to understand the FAA’s arcane rules. Regulatory compliance efforts may also feel like an unnecessary irritation they can simply ignore even if they have heard about them.

False Comfort

Most aircraft owners and operators escape FAA scrutiny primarily because the FAA does not have the resources to enforce its regulations against quiet transgressors. Owners and pilots, however, should not take comfort in the odds against being found due to the FAA’s limited resources. State tax authorities, local FAA authorities and even neighbors on their ramps may report them or raise their profile to the FAA. To facilitate appropriate actions against owners and pilots, 106

AVBUYER MAGAZINE – December 2017

the FAA has adopted an enforcement policy that includes its Sanction Guidance Table in FAA Order 2150.3B, Appendix B. The policy provides a variety of tools for the FAA should the agency find violations, including assessing civil penalties against aircraft owners of up to $27,000 per violation. One aircraft departure can trigger multiple $27,000 fines. Consider these three takeaways: (1) The FAA may prioritize discipline of pilots; accordingly, pilots should concentrate on delivering lawful services and know the FAR that pertains to their operations; (2) Owners are not free from enforcement risk, especially if the FAA investigates their pilots. Once the FAA connects the dots, the FAA can quickly expand its investigation to the aircraft owner. And, even if the FAA leaves the owner alone, the loss of a pilot can disrupt travel of those owners and passengers who count on aircraft availability; and (3) Failure to create an ownership and operating structure that complies with the FAR poses both potentially costly and unnecessary risks to pilots, owners and operators alike. The professional aviator in this case study crossed the red line in a big way, but the FAA typically does not require that gravity of violations of FARs to hurt a pilot’s career or forcefully step into the owner’s world. T

www.AVBUYER.com

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

Aircraft Index see Page 137


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LEARN MORE | www.abace.aero/2018


PROFILE.qxp_Layout 1 21/11/2017 12:24 Page 1

COMMUNITY NEWS T LBAS PROFILE

Two Decades of Dedication to Bombardier Service

LBAS Celebrates 20-Years of Continual Growth and Momentum Two decades ago, spurred by the vision of Bernhard Conrad, Bombardier Aerospace and Lufthansa Technik signed a joint venture to launch Lufthansa Bombardier Aviation Services. Twenty years on, that venture has never looked back. Following is a brief overview of its many highlights… pening its hangar doors in 1997, Lufthansa Bombardier Aviation Services (LBAS) began operations at Berlin Brandenburg International Airport with just 17 employees. Demand for the services of the new joint venture (one of only two Bombardier service centers in Europe) was immediately apparent. During the first year of operations the team

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performed 20,000 hours of work on two aircraft platforms – the Bombardier Learjet and Bombardier Challenger series business aircraft. By 1998, Lufthansa Bombardier Aviation Services had appointed Andreas Kaden as its CEO. Kaden would remain at the helm for 13 years, and is credited with playing a major role in shaping the company into what it has become today

www.AVBUYER.com

Aircraft Index see Page 137


PROFILE.qxp_Layout 1 21/11/2017 12:25 Page 2

Signing of the joint venture agreement between Lufthansa Technik and Bombardier Aerospace in 1997.

First ever Bombardier Global Express in Europe is welcomed at LBAS in 2000.

Growing Capability

The new millennium brought many new opportunities for LBAS. For example, Bombardier had introduced the ultra-long-range, large cabin Global Express to its in-production fleet, and in 2000, shortly after it had entered service the very first Global Express to be maintained in Europe was welcomed by staff at LBAS’s facility. As its personnel and capabilities continued to grow, in 2004 LBAS introduced an Aircraft on Ground (AOG) support team, adding capability to respond to the needs of any Bombardier operators grounded by unexpected maintenance issues. Then a year later, in 2005 LBAS received a major boost when ExecuJet joined the venture as a shareholder, providing the catalyst for the company to grow exponentially. Under the joint venture, Lufthansa Technik would hold a controlling share of 51%, while Bombardier Aerospace and ExecuJet would hold 29% and 20% shares respectively. As LBAS continued to expand its portfolio of offerings for Bombardier operators, in 2007 it rolled out a new capability in the form of Continuing Airworthiness Management Advertising Enquiries see Page 4

Organization (CAMO) services. As a requirement for aircraft used for private or public transport within the EASA region, Continuing Airworthiness Management is designed to help operators achieve better dispatch reliability, improve their safety levels and reduce the overall cost of operation by bringing the various threads relating to ongoing airworthiness into one point of contact. All the while, LBAS kept busy identifying and developing strategic partnerships with suppliers and service providers to enhance the experience of Bombardier jet operators throughout Europe and beyond.

New Leadership, Same Direction

In 2011, a change in leadership occurred when Andreas Kaden made the decision to step down as CEO. He was replaced by Christoph Meyerrose as Managing Director. Having started with 17 staff and limited capabilities, by the time Kaden left the company LBAS had seen its staff-base expand to 150. Its service offerings had also developed to make LBAS a one-stop-shop maintenance solution for Learjet,

www.AVBUYER.com

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COMMUNITY NEWS T LBAS PROFILE

Bernhard Conrad (right) receives Lufthansa Bombardier Aviation Services’ first EASA and FAA approval. Left: Christoph Meyerrose, Managing Director, LBAS celebrates 20 years of industry

The LBAS team involved in the first 8-C-Check ever undertaken in Europe.

service with Bombardier members of the supervisory Board.

Among the Capabilities offered by LBAS making it a One-Stop-Shop for operators of Bombardier business jets are: • Base Maintenance • Interior • Engineering & Modification • Line Maintenance

Challenger and Global customers not only within Europe, but in the Middle East, Africa and the CIS. By this time, the forward momentum was significant, and there would be no sign of any slowing under Meyerrose’s tenure that continues into today. Over 300 suppliers, and strategic partnerships with Rockwell Collins, Rolls Royce, Honeywell, Satcom Direct, Lufthansa Technik, Gogo, F/LIST (and many more) exist today helping broaden and deepen LBAS’s service offerings. Meanwhile 220 staff are employed by LBAS, and will work a projected 187,000 hours in 2017 in the service of Bombardier jet operators. During the first 20 years, a total of 2.2 million man-hours have been devoted by LBAS on Bombardier Business Aircraft. Many innovations were initiated, including the first mid-life inspection on a Global Express and Challenger 604 anywhere in the world, the world’s fastest 96month inspection, performance of the first 8-C-check in Europe and many other milestones. In addition to Business Aviation, LBAS has serviced several government aircraft for the 112

AVBUYER MAGAZINE – December 2017

• • • • •

AOG Support CAMO & MMS Component R&O FBO Certificates & Approvals

Service Type

Learjet, Challenger, Global

Airframe Avionics Engine Interior Paint Engineering

Heavy Heavy Heavy Heavy Light Support & DAS

German Air Force, Royal Danish Air Force, US Air Force, Canadian Air Force, Royal Malaysian Air Force and other military services.

Statement of Intent

In the year it celebrated its 20th anniversary, LBAS sent a clear message of intent for its next 20 years of service. In September 2017, it opened a Moscow location to better position the company to serve its growing CIS customer-base. With the new branch LBAS began offering line maintenance services in the brand-new Hangar 14, located at Vnukovo-3. Subsequently it provides AOG services in Moscow’s three main airports (Vnukovo, Domodedovo and Sheremetyevo) and throughout Russia and the CIS region. Evidently, LBAS has its sights set far beyond the impressive measure of success it enjoyed in its first 20 years of operations. “We aim to maximize the availability of business jets. We will continue to do everything to lead the competition and to add new Bombardier aircraft programs to our product portfolio,” promises Meyerrose. More information from www.lbas.de T

www.AVBUYER.com

Aircraft Index see Page 137


Singapore Airshow December.qxp_Layout 1 20/11/2017 16:57 Page 1


Community News Dec17.qxp_Layout 1 21/11/2017 16:51 Page 1

COMMUNITY NEWS T REVIEW

OEM Bites AERION

Aerion, backed by the engineering and marketing support of Airbus, and with a launch order from Flexjet for 20 aircraft, is optimistic that first deliveries will take place in 2025, two years later than originally planned. www.aerionsupersonic.com Bell Helicopter announced the certification of the Bell 505 Jet Ranger X by EASA. The Bell 505 has received certification from the civil certification authorities in the US, Australia, Chile, Guatemala, Indonesia, Mexico, New Zealand, Peru, South Korea, Argentina and most recently, Japan. www.bellhelicopter.com

Hopes Dashed for Early G500 Delivery

CESSNA

Gulfstream Remains Confident of 2018 Delivery Dates

Hopes that Gulfstream might begin deliveries of its new G500 early were played down when a company spokesman revealed that an unidentified supplier is behind on EASA approval of an unspecified component. n spite of the disappointment, the spokesman emphasised that Gulfstream “will meet all contract delivery dates for the G500,” meaning shipments will begin, as originally planned, in early 2018. The G500 is Gulfstream’s first aircraft to apply for simultaneous FAA/EASA certification.

I

In other Gulfstream-related news, during the five years since the Gulfstream G650 received its type certificate from the FAA the company has delivered more than 250 examples to customers worldwide. More information from www.gulfstream.com

Cessna announced at the Dubai Air Show that it has begun delivery to Tuareg Aviation Ltd for 10 Cessna Grand Caravan EX turboprops. The aircraft will be operated by Mack Air (Pty) Ltd to provide charter, cargo and logistic services between a network of independently owned bush safari lodges in the popular Okavango Delta and Kalahari Plains regions of Botswana. The aircraft will partially replace Mack Air’s current fleet, which also includes Grand Caravan turboprops. www.txtav.com 

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

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www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS

Aircraft Index see Page 137


2018 NBAA REGIONAL FORUMS West Palm Beach, FL Wednesday, Jan. 24

White Plains, NY Thursday, June 21

San Jose, CA Thursday, Sept. 6

NBAAâ&#x20AC;&#x2122;s Regional Forums bring together local business aircraft owners, operators, manufacturers and other aviation professionals for a one-day event at some of the most accessible business aviation airports in the nation. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day. Visit the website to learn more and register.

REGISTER TODAY: www.nbaa.org/forums


Community News Dec17.qxp_Layout 1 21/11/2017 16:52 Page 2

COMMUNITY NEWS T REVIEW

OEM Bites Enstrom Helicopter Corporation recently signed a contract for six 480B-G turbine helicopters with Lom Praha Trade a.s. in the Czech Republic. The Enstrom representatives in the Czech Republic, Dan Tucek and Roland VanHees from DSA, provided the coordination for marketing, flight demonstrations, sales support and contract negotiations for this program. www.enstromhelicopter.com LEONARDO

Long-Range Sukhoi Business Jet Announced Additional Fuel Tanks Approved by Russian Authorities

Sukhoi, a product of Russia’s United Aircraft Corporation, used the

Dubai Air Show to announce a long-range version of its Sukhoi Business Jet (SBJ); a VIP variant of the Sukhoi Superjet 100 regional aircraft.

n SBJ was on the static display of the Dubai Airshow. Operated by Russian Business Aviation operator RusJet, the jet is fitted to carry 18 passengers in a three-section VIP cabin and offers a range of up to 4,420km. However, SBJ customers can look forward to longer range after the Russian

A

Regulatory Authorities certified additional fuel tanks last summer, allowing the aircraft to achieve flights of up to 6,000km. Out of about 120 SSJ 100s in operation, nine are in VIP configuration and are utilized in Russia, Kazakhstan and Thailand. More information from www.superjetinternational.com

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

ONLINE I PRINT I BROADCAST I EVENTS

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www.AVBUYER.com

Leonardo Helicopters presented a fullscale SAR configured mock-up of its AW609 Tiltrotor at Dubai, the first time the company has exhibited this cabin configuration in the Middle East. As prototype testing of the program continues in Italy and America, assembly developments have gathered pace with the final avionics configuration recently installed on prototype four. The OEM also announced the Government of Queensland, Australia placed an order for two additional AW139 helicopters, expected to enter into service by December 2018. www.leonardocompany.com HONDA

Honda’s HondaJet is boosting productivity, saving time and money compared to flying the airlines for GE Aviation. GE is the first corporate user of the HondaJet. GE Aviation put the first of its two HondaJets into service in April. Brad Mottier, VP and general manager of GE Aviation’s business notes, “We have well over 300 hours on it already. It’s flown more than 600 passengers and covered more than 100,000 miles.” www.geaviation.com  Aircraft Index see Page 137


Community News Dec17.qxp_Layout 1 21/11/2017 17:25 Page 3

COMMUNITY NEWS T PEOPLE

Sheryl Barden, president and CEO of Aviation Personnel International, was appointed to the NBAA Board of Directors. Brian E. Barents, currently co-chairman of Aerion Corporation, has been appointed executive chairman of the company. Lane Clapsaddle joins Constant Aviation as special accounts sales manager. Clapsaddle will focus on pre-buy and broker sales. Brian Barents

Hannah Lord Davis has been named vice president-sales, Mid-Atlantic, on behalf of Global Jet Capital.

C. Jeffrey Knittel

Dave Edwards has been appointed to the role of BACA Chief Executive Officer. The part-time appointment is part of BACA's strategy to drive the Association forward. Jim Facette has been appointed president and CEO of the Canadian Business Aviation Association.

Dave Edwards

Gavin Kiggen has been appointed vice president, Africa, on behalf of ExecuJet with responsibilities covering the bases in Johannesburg, Cape Town, and Lagos, Nigeria.

Mark Steinbeck

C. Jeffrey Knittel, formerly both chief executive of C2 Aviation Capital and president of CIT Transportation Finance, will join Airbus early in 2018. Mark Larsen becomes vice president of sales at Constant Aviation. Mark Steinbeck, president of maintenance tracking and inventory specialist Traxxall Technologies, has joined the NBAA Maintenance Committee.

Gavin Kiggen

Vrushali Suvarna is the new business development and commercial manager for Asian Sky Group’s Hong Kong operations.

Vrushali Suvarna

BizAv Events 2018 NBAA: Regional Forum Jan 24, West Palm Beach, FL, USA www.nbaa.org

European Corporate Aviation Summit Mar 8, Sliema, Malta www.aeropodium.com

Aero Friedrichschafen Apr 18 - 21, Friedrichschafen, Ger www.aero-expo.com

NAFA: Conference May 16 – 18, Coronado Island, CA, USA www.nafa.aero

US Sport Aviation Expo Jan 24 - 27, Sebring, FL, USA www.sportaviationexpo.com

NBAA: Business Aircraft Finance Mar 18 – 20, Fort Myers, FL, USA www.nbaa.org

AEA: Europe Connect Conference Apr 24 – 25, Prague, Czech Republic www.aea.net

HeliRussia May 24 - 26, Moscow, Russia www.helirussia.ru

Corporate Jet Investor London Jan 29 - 30, London, UK www.corporatejetinvestor.com

Opportunities in Business Jets Mar 21, Valletta, Malta www.quaynote.com

NARA: Annual Spring Meeting Apr 25 - 27, Scottsdale, AZ, USA www.naraaircraft.com

EBACE: Int’l Aircraft Transactions May 28, Geneva, Switzerland www.nbaa.org/www.ebace.aero

Helicopter Investor London Jan 31 – Feb 1, London, UK www.corporatejetinvestor.com

AEA: Int’l Convention & Trade Show Mar 26 - 29, Las Vegas, NV, USA www.aea.net

NBAA: Maintenance Conferance May 1 – 3, Albuquerque, NM, USA www.nbaa.org

EBACE: (European Bus. Av. Convention) May 29 – 31, Geneva, Switzerland www.nbaa.org/www.ebace.aero

NBAA: Schedulers & Dispatchers Feb 6 - 9, Long Beach, CA, USA www. nbaa.org

NBAA: International Operators Conf Mar 26 – 29, Las Vegas, NV, USA www.nbaa.org

Business Aviation Safety Summit May 10 - 11, Chicago, IL, USA ww.flightsafety.org

AeroExpo UK Jun 14 – 16, High Wycombe UK www.aeroexpo.co.uk

NBAA: Leadership Conference Feb 26 – 28, San Diego, CA, USA www. nbaa.org

Sun’n’Fun Int’l Fly-In Expo Apr 10 – 15, Lakeland, FL, USA www.sun-n-fun.org

NBAA: Business Aviation Taxes Seminar May 10 - 11, Dallas, TX, USA www.nbaa.org

Heli UK Expo Jun 14 – 16, High Wycombe UK www.heliukexpo.co.uk

HAI: Heli-Expo Feb 26 – Mar 1, Las Vegas, NV, USA www.heliexpo.rotor.org

ABACE 2018 Apr 17 – 19, Shanghai, China www.abace.aero

NBAA: Regional Forum The Elite London May 11-12, Wycombe Air Park, Bucks, UK Jun 21, White Plains, NY, USA www.theeliteevents.com www.nbaa.org T

Advertising Enquiries see Page 4

www.AVBUYER.com

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Products & Services December LH.qxp_Layout 1 22/11/2017 15:11 Page 1

PRODUCTS & SERVICES DC Aviation Al-Futtaim (DCAF)

A joint venture between Dubai-based Al-Futtaim group and Germany’s DC Aviation, has confirmed the opening of its second hangar during the recent Dubai Airshow. The 7,500sqm hangar, will more than double the hangar capacity bringing its total land-side plot area to 24,000sqm and apron area to 13,000sqm. The new hangar will enable DCAF to add two single-aisle aircraft maintenance bays and provide enough space for an additional workshop and equipment storage. It will also significantly increase the number and size of aircraft that can be accommodated at the facility. The new hangar will also see, DCAF further expand its maintenance services. www.dc-aviation.com

Rolls-Royce

Announced, that it is further extending its global network of Authorised Service Centres (ASC) for its CorporateCare customers. The global ASC network forms an essential component of RollsRoyce’s services portfolio for business aircraft and adds to it’s own existing global aftermarket capabilities. Today Rolls-Royce has 74 ASCs in place with key maintenance providers worldwide allowing them to respond to customers’ needs as quickly as possible. The powerful service infrastructure of the ASCs is complemented by On Wing Services specialists in the USA, Europe, Middle East and Asia as well as a number of spare parts, lease engine and storage locations, all placed strategically around the world. www.rolls-royce.com

Deer Jet

Was established in 1995 as the very first business jet operator in China providing clients with a comprehensive range of services including private jet charter, aircraft management, medical rescue, aircraft sales, maintenance, FBO/ground handling, helicopter operations, and luxury yacht services. To date, the company operates and manages a fleet of 90 aircraft flying to 820 airports across 180 countries and territories. Deer Jet operates the only BBJ 787 in VVIP configuration – The “Dream Jet” in the world. www.deerjet.com

Jetcraft

A world-leading aircraft sales, marketing, and ownership company has announced a strategic partnership with Aerolineas Ejecutivas, further expanding the company’s presence in Latin America. Through this partnership, the aircraft sales division of Aerolineas Ejecutivas, based in Toluca, Mexico, will now operate as a Jetcraft authorized representative in Mexico, Central America, the Caribbean and the Latin markets in Florida and Texas. “Our partnership with Aerolineas Ejecutivas further strengthens Jetcraft’s position in the market,” said Jetcraft President Chad 118

AVBUYER MAGAZINE – December 2017

Anderson. “The worldwide reach of Jetcraft combined with the local on-the-ground expertise of Aerolineas Ejecutivas allows us to offer increased value to our Latin American clients looking to buy, sell or trade their aircraft.” www.jetcraft.com

ABS Jets

The leading European business jet Operator, has recently received the International Standard for Business Aircraft Operations (IS-BAO) Stage III certification. The company is the first in both the Czech Republic and the Slovak Republic to obtain this prestigious international certificate. Issued by IBAC (International Business Aviation Council), the ISBAO III certificate confirms ABS Jets’ consistently excellent approach to managing safety and risks in business aviation. The highest stage IS-BAO certification is the result of a long journey during which ABS Jets had to demonstrate that managing safety risks is an integral part of all of its corporate processes. The stringent audit also tested the proficiency of the flight personnel, flight operations and the attitude to environmental protection. The requirements for the obtaining and retaining of the IS-BAO certificate are increasingly demanding every year, reflecting the dynamic development of the airline industry. Overall, companies are examined for adherence to almost 400 international standards. “The IS-BAO III certificate is a sort of gold standard in our field. We are happy to have joined the world’s best and to be the first in the Czech Republic and Slovakia to confirm that our services and emphasis on safety are on the highest international level,” said Jan Králík, Accountable Manager of ABS Jets. ABS Jets, established in 2004, is a leading business jet operator with bases in Prague (Czech Republic) and Bratislava (Slovak Republic) with over 200 employees. Its facilities include more than 6000 square metres of hangar space. The company team has experience in delivering global nonstop support for a wide range of aircraft and providing services across the business aviation field, including aircraft maintenance, CAMO, aircraft management, ground handling, flight planning, charter and brokerage and travel management. It currently operates 10 aircraft. www.absjets.com

FAI

Germany´s largest general aviation fleet-operator, FAI renta-jet AG, a member of FAI Aviation Group, has announced further fleet expansion with the addition of its largest corporate aircraft to date, an Airbus ACJ319. Newly registered D-AXTI will be available for lease and ad hoc charter from early 2018 following an extensive cabin upgrade and other enhancements. With 29 VIP seats, the ACJ is equipped with five additional fuel tanks, enabling a range of more than 5,000 nm or 11 hours’ flying. The 2001-built aircraft will feature a VIP bathroom with shower and will be equipped with the latest communications and in-flight entertainment technology, including high-speed connectivity and wireless iPad controls. www.rent-a-jet.de

www.AVBUYER.com

Aircraft Index see Page 137


Products & Services December RH.qxp_Layout 1 22/11/2017 15:50 Page 1

PRODUCTS & SERVICES Lufthansa Technik

Has received an order for a VIP cabin completion for a Boeing 787-8. The contract, is with an undisclosed customer. This is the first completion for this aircraft type for Lufthansa Technik. The project is scheduled to start in 2018. Tailored to the customer's specific requirements the aircraft will receive an elegant VIP design. The private section includes a representative office area, a bathroom and a bedroom. The following section combines a dining and conference area. In the rear sector of the aircraft, a delegation seating in different classes will be integrated. "With the conclusion of this completion contract, we are closing the final gap in our expertise for the Boeing 787," said Wieland Timm, Senior Director Sales, VIP & Special Mission Aircraft at Lufthansa Technik. "Our existing experience for this type of aircraft in the fields of modification, maintenance, repair and overhaul is a valuable basis for the equipment of this special VIP aircraft." To date, Lufthansa Technik has provided technical services to more than 100 Boeing 787 from various commercial and VIP 787 operators. Their portfolio also includes engineering services and spare parts supply. www.lufthansa-technik.com/aktuell

Jetex Flight Support

Jetex Flight Support and Brazilian operator CFLY Aviation have won a tender to develop and manage a new private terminal and FBO at São Paulo Guarulhos International Airport The 15-year partnership will reflect the growing importance of business aviation in the region, and further extends Jetex’s footprint in Latin America which encompasses Toluca, Mexico and Santiago, Chile. “The Brazil general aviation fleet is the second largest in the world, only after the U.S,” said Jetex CEO & President Adel Mardini. “By partnering with CFLY Aviation at Brazil’s busiest airport, Jetex is positioning itself to provide the highest level of services to an increasing number of Latin American business aircraft operators and their esteemed passengers. With Guarulhos as a base, we expect to expand to other key locations across South America in the not-too-distant future.” www.jetex.com

Pratt & Whitney Canada

Tim Swail, vice president of customer programs talks about FAST, a turnkey technology that not only addresses diagnostics and prognostics, but continues to expand, capturing, analyzing and wirelessly sending full-flight engine and aircraft data. FAST (Flight Acquisition Storage and Transmission) is the Advertising Enquiries see Page 4

brainchild of Pratt & Whitney. It was designed to record a wide range of engine and aircraft data that is downloaded upon landing, allowing a rapid and encrypted aircraft health report and generating automatic alerts of possible events. More than 90% of the Pratt & Whitney Canada 307A engines powering Dassault Falcon 7X tri-jets are FAST-equipped. www.pwc.ca

Guardian Jet

A leading business aviation consulting and aircraft brokerage firm, has launched the newest version of “The Vault,” a platform to help clients with the analytics to select, trade, own or operate the right business jet model. “We’ve been building this giant information machine,” said Don Dwyer, one of the firm’s two managing partners, with the aim of providing real-time aircraft information and more transparency into an unregulated brokerage industry to help clients make better decision. “With the wealth of knowledge and analytics it delivers to our clients, this web-based software will hopefully save them millions of dollars,” said the other of the firm’s managing partners, Mike Dwyer, brother to Don Dwyer. www.guardianjet.com

Greenpoint Technologies

Is a premier Business Jet Completion Center which provides turnkey interior completions for private individuals and Heads-ofState. Established in 1987, Greenpoint is one of the originally recognized business jet completion centers. Greenpoint is part of Zodiac Aerospace, a world leader in aerospace equipment and systems for commercial, regional and business aircraft, as well as helicopters and space applications. Greenpoint is the choice of supersonic business jet developer Spike Aerospace for its S-512 supersonic business jet cabin design, although progress on the project has been pushed to a back burner, while Spike is focused on the inaugural flight later this month of its scale aircraft. www.greenpnt.com

ARGUS International

Announce the launch of the Operational Excellence Program (OEP) for business aviation flight departments that are currently ISBAO Stage 3 registered. Developed in response to interest from IS-BAO Stage 3 registered flight departments, the Operational Excellence Program will expand and enhance the overall management processes for participating flight departments. OEP was designed to facilitate the collection and sharing of de-identified information amongst its participants. www.argus.aero www.AvBuyer.com

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Flightforce December.qxp_Layout 1 21/11/2017 15:10 Page 1

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www.AVBUYER.com

Aircraft Index see Page 137


Altus Aviation Agusta A109S Grand December.qxp 23/11/2017 10:26 Page 1

2007 AGUSTA A109S GRAND #22044 N613CC NEW PRICE - OWNER WANTS IT GONE

FOR DETAILS, SPECIFICATION & PHOTOS VISIT: WWW.ALTUSAVIATION.COM

INQUIRIES: AW109@AVIATION.COM

MAINTENANCE & AIRFRAME INFO: * 793 hours AFTT * 2,020 Landings

AVIONICS OPTIONS: * Honeywell AFCS 3 Axis Duplex SP711 * RDR 200 Weather Radar * Flight Director and Autotrim FZ 702 * EFIS Pilot/Co-pilot on command switch OTHER OPTIONS: * ELT System

ALTUS AVIATION SERVICES

ELITE SERVICE FOR ELITE CLIENTS

www.AltusAviation.com Info@AltusAviation.com US: +1 888 337 3439 EU: +49 1766 255 5634


Altus Aviation Falcon 2000 December.qxp 23/11/2017 10:27 Page 1

2006 FALCON 2000 #0229 TC-SNK

NOW AVAILABLE FOR SALE - LATEST SERIAL NUMBER ON THE MARKET FOR DETAILS, SPECIFICATION & PHOTOS VISIT: WWW.FALCON-2000.COM

INQUIRIES: F2000@ALTUSAVIATION.COM

MAINTENANCE & AIRFRAME INFO: * 4,182 hours AFTT * 3,845 Landings * Engines and APU on MSP Gold * Airframe Enrolled on JSSI

AVIONICS UGRADES: * EASA Compliant/RVSM/MNPS/B-RNA V/8.33kHz * FM Immune/RNP 10 * Stand-by Magnetic Compass * Secondary MEGGIT Flight Display * SSQAR * Data Acquisition Unit Collins DAU-4000 * Collins AHS-85E * Davtron Clocks (Dual)

ALTUS AVIATION SERVICES

ELITE SERVICE FOR ELITE CLIENTS

www.AltusAviation.com Info@AltusAviation.com US: +1 888 337 3439 EU: +49 1766 255 5634


IJM Lineage 1000 October.qxp_Empyrean 23/11/2017 10:27 Page 1

S H O W C A S E

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

19000571 OE-LUV 1138 352

Discover the maximum convenience in travel experience. Get on-board this fantastic Wide-Body aircraft and feel at home. • Fresh from 48 month inspection • Spacious cabin for up to 19 passengers configured in 5 zones • Stunning aft bedroom with Queen Size bed • Spacious aft lavatory and stand up shower • Cabin WI-FI and high speed internet access • Airframe enrolled on Embraer Enhanced Care • Engines enrolled on GE On-Point • Operated under EU OPS 1 Basic Data AFTT: 1138 hrs, AFTC: 352 ldgs, ENGTT: 1138 hrs, ENGTC: 352 cyc

Cabin and Equipment The cabin is split into five distinctive zones separated by privacy doors, crew area and crew lavatory, a galley offering all the functions of a state of the art kitchen. Full berthing reclining capabilities as well as an open and spacious mid-section coming with two single club seats, a wardrobe and passenger lavatory a curved two passenger divan to the right and a credenza including a 32 inch LCD display to the left. A double club seat- opposite to a single club seat configuration leads to the luxurious aft bedroom. The aft baggage compartment is accessible during flight via a swinging door. Avionics Honeywell Primus EPIC containing: CPDLC – ATN B1 capability, Selcal capability, Standard avionics meet all requirements for global operations, Category II approach cert., Dual Cursor Control Devices, RNP AR 0.3, EGPWS, Windshear detect. sys., RAAS, Dual FMS, incl. Worldwide database capability, Vertical Glide Path Mode, Coupled LNAV / VNAV, LPV capability, Com. Mgmt Funct., ACARS with 3rd VHF Modes, Class 2 EFB, 2nd Radio Alt., Dual MCDU, Smart Probes, Dual HF & VHF systems.

MAKE OFFER FOR SALE OR LEASE International Jet Management Gerald Zenger, Aircraft Sales Manager International Jet Management GmbH Concorde Business Park 2/F14 A-2320 Schwechat, Austria Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +43 664 839 49 84 or Office: +43 1 707 82 500 Email: aircraft@ijm.at www.ijm.at December 2017 – AVBUYER MAGAZINE

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Mente December.qxp 21/11/2017 16:42 Page 1

S H O W C A S E

2011 Challenger 300

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

Serial Number: Airframe TT: Landings:

C406-N w NAV Interface Interior & Entertainment Entertainment / Connectivity: ▪ Aircell ATG-4000 ▪ Datalink (C23-406) ▪ DVD/CD Player ▪ Airshow 4000 with two 20” Monitors ▪ Lufthansa Technik CL-300 NICE System CMS Interior (2010/2017): ▪ 9 Pax, Eight place with double club configuration with executive fold out tables and a Belted Lav ▪ New Carpet (2017) ▪ Aft Lav ▪ Pocket Door between Galley and Cabin ▪ Forward Galley with Microwave and with Two Hot Liquid Dispensers Exterior (2010): ▪ White with Black, Red, and Grey Stripes

20298 3503 2915

• ENGINES, APU AND AIRFRAME ON PROGRAMS • AIRCELL ATG-4000 • NEW CARPET • ONE OWNER • ALL MAJOR MAINTENANCE PERFORMED BY BOMBARDIER APU Honeywell GTCP36-150(BD)▪ Serial Number P-410 Total Time 2,982 Engines ▪ Engines: Honeywell MSP ▪ HTF7000 Left Right ▪ Serial Numbers P118734 P118730

▪ Hours 3,503 3,503 ▪ Cycles 2,915 2,915 ▪ Next Shop Visit (MPI) On-Condition On-Condition ▪ Core Zone Insp (CZI) On-Condition On-Condition ▪ Improved Combustion Liner SB 72-9044 Rev. 3 Avionics ▪ ADC (Air Data Computer) Dual ADC-3000 ▪ CVR (Cockpit Voice Recorder) Single L3 Technologies FA2100 CVR ▪ Data Loader Single Collins DBU-5000 ▪ DME (Distance Measuring Equipment) Dual Collins DME-4000 ▪ EFIS (Electronic Flight Instrument System) 4 LCD Collins Pro-Line 21 w Dual IFIS ▪ EGPWS (Enhanced Ground Proximity Warning System) w Windshear and Terrain Display Single Honeywell TAS-5000, Mark V w/ RAAS ▪ ELT (Emergency Locator Transmitter) Single Artex

2016 Pilatus PC-12NG

Jim Lewis, Tel: + 1 (503) 291-1650 Cell: +1 (503) 550-5503 E-mail: jlewis@mentegroup.com

Serial Number: Airframe TT: Landings:

Satellite Graphical Weather TAWS Class B & TCAS I (KMH 980) Honeywell Dual Chartlink RVSM Equipment Coupled VNAV Iridium Antenna and Port mounted at seat #2 Wireless Connected Flight deck Interior & Entertainment Interior: “New Century” BMW Executive Seating 6+2 “Volaero Marseille” with quilted inserts. Chocolate pudding leather inserts on tables and drink rail. Cabinets are Smoked Eucalyptus wood with a gloss finish. Three 110V outlets in cabin and two in the cockpit. Cockpit has Dual USB Charging Dock Exterior Polished Exhaust Stacks and Intake Lip. Paint is Titanium base color with Radiance Premium Custom paint scheme

1589 325 170

• LOW TIME – 325 HOURS • ONE OWNER • FORMER DEMONSTRATOR • SIX PLUS TWO SEATING • “NEW CENTURY” INTERIOR • WAAS/LPV • ADS-B OUT Airframe Certification Date: January 4, 2016 Certification: Part 91 Base: Seattle, WA

Engine PT6A-67P 325 Hrs 170 Lndgs SN: PCE-RY0687 Propeller: Hartzell 5 Blade Composite 325 Hrs170 Lndgs Model: HC-E5A-3A/NC10245B SN: SA14 Avionics & Connectivity Honeywell “Premium” Primus Apex Avionics Package with the following options: Copilot PFD with Copilot Audio/Marker Panel SmartView™ Synthetic Vision System GPS WAAS/LPV Functionality Second GPS Second Mode S Transponder Stormscope(WX 500)

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

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www.AVBUYER.com

Tel: +1 214 351 9595 www.mentegroup.com

Aircraft Index see Page 137


C-Air Transport Services Ltd December.qxp_Empyrean 21/11/2017 16:44 Page 1

S H O W C A S E

1999 Airbus ACJ 319 Serial Number: Airframe TT: Landings:

910 6640 2464

• One meticulous owner since new • Maintained and updated to the highest standard • Full cabin refurbishment in 2010 • 27 passengers interior • Forward stateroom • Extensive Entry Into Service (EIS) support package available with purchase • For more information and photos visit www.msn910.com Engines IAE V2527M-A5 Hours since new: 6640 Cycles since new: 2464 APU APIC 3200 Hours since new: 5624 Cycles since new: 3573 Cabin • Forward State Room with two beds and private washroom • Forward mid-section office vestibule with two single seats (RH) • Three seat divan opposite office vestibule (LH) • Mid-section club four dining (LH) • Mid-section three seat divan opposite club four

dining (RH) • Aft mid-section club four dining (RH) • Aft mid-section three seat divan opposite club four dining (LH) • Aft section eight premium economy seats • Two galleys (one forward, one aft) featuring Tia Wavejet ovens and Nespresso Coffee machines • Three lavatories (one in State Room, one mid-section and one aft) • Separate forward crew lavatory • Custom Concept Controls (CCC) Cabin Management and Entertainment System • Rockwell Collins Airshow 4000 • SBB Satcom – for cabin internet and includes Aero H for flight deck safety services • Sat-phone System • Onboard Mobile Telephone System Avionics The aircraft’s original EFIS/ECAM CRT displays and DMC computers were replaced with the Thales EIS2 (Electronic Instrument System 2) composed of 6 large active matrix Liquid Crystal Display (LCD) Units and 3 Display Management Computers (DMC) in 2006. • FlySmart with Airbus EFBs • Compliances: ADS-B Out / FANS B+ / CPDLC / RNP 0.1 / TCAS 7.1 • Integrated Standby Instrument System The aircraft currently has Head Of State livery so will need to be repainted

Daniel Kunz C-Air Transport Services Ltd c/o Resource Consulting AG, Turmstrasse 30, 6300 Zug, Switzerland Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Empyrean Aircraft Hawker 850XP September.qxp_Empyrean 21/11/2017 15:07 Page 1

S H O W C A S E

Asking price reduced to US$2,850,000

2006 Hawker 850XP Serial Number: Registration: Airframe TT: Landings:

258792 OD-LEA 4,184 1,853

Hawker 850XP Serial Number 258792, is the latest in the line of aircraft to be bought and sold by Empyrean Aircraft Consulting Ltd for the current Owner. The aircraft is equipped with High Speed Internet and is fresh from engine Core Zone Inspections. The aircraft is aggressively priced and now awaits a new home Engines on MSP Gold APU enrolled on MSP Gold. Enrolled on CAMP. Fully EASA compliant. Engines Honeywell TFE731-5BR APU Honeywell GTCP-36-150(W). Total Time: 3,822 Hours Avionics EFIS Four-Tube Collins Pro Line 21 FMS Dual Collins FMS-6000 GPS Dual Collins GPS-4000A NAV Dual Collins NAV-4000/4500 RMI Dual Displayed in PFD’s DME Dual Collins DME-442 ADF Single Collins ADF-462

A/P Dual Collins FGC-3000 VHF COM Dual Collins VHF-4000 HF COM Single Collins HF-9000 w/ Selcal RADAR Single Collins TWR-850 w/ Turbulence Detection RADAR ALT Single Collins ALT-4000 XPNDR Dual Collins TDR-94D w/ Enhanced Surveillance EGPWS Warning System) Single Honeywell Mark V w/ Windshear TCAS Single Collins TCAS-4000 CVR Single Universal CVR-120 FDR Single SSFDR Additional & Entertainment Inside Paperless Cockpit FSU-5010 File Server Unit Precise Flight Pulselite w/ TCAS Interface ELT (Emergency Locator Transmitter) Artex C406-2 Long Range Oxygen High Speed Internet Aviator 200 Single Channel SwiftBroadband w/Wifi In Flight Phone AirCell ST-3100 Iridium Phone w/ Cordless Handsets Display: TV Monitor(s) Two 15” Cabin Monitors Airshow System Airshow 410 w/ Airshow Briefer System Cabin Audio / Video System w / Dual DVD Cabin Layout Eight place interior. Forward four individual club chairs. Aft Cabin Side facing three place divan opposite a single club chair

Empyrean Aircraft Consulting Ltd Contact: Andrew Butler

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Tel: +34 965 88 99 60 Cell: +44 7880 717362 Email: ajb@empyreanaircraft.com www.empyreanaircraft.com Aircraft Index see Page 137


European Aircraft Sales December.qxp_Heeren Cit Ultra sep 22/11/2017 10:38 Page 1

S H O W C A S E

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

C525A-0209 OY-UCA 4,177 3,578

This beautiful Cessna Citation CJ2 can be described with three words: Simplicity, economy and Performance. The CJ2’s operating costs are just as low as the original Citation Jet, but it offers a lot more range and a faster cruise speed. The aircraft currently operates on an AOC and if sold within Europe, it can remain on this AOC for charter revenue. Furthermore this aircraft is approved and certified for single pilot operations. Ready for delivery with fresh Doc. 10 and two new main landing gears. Engines Williams Int. FJ44-2C (PN 60500) enrolled under JSSI Premium Maintenance CAMP controlled Maintenance programme Avionics • Collins Proline 21 Avionics System • Third Display (Copilot’s PFD) • Hecto-Pascal/ Inch Switch for Baro Units • FMS Universal UNS-1L interfaced with the ProLine21 system • Portable Data Transfer Unit • Dual Garmin GNS-530A Radio Package with 8,33 KHz comms

• HF Honeywell KHF-950 • SELCAL Collins CSD-10 • XPDR Dual GTX-330D Mode S Diversity • EGPWS Honeywell Mark V • Marker Beacon Bendix/ King KR-67 (Single) • DME Honeywell KN-63 (Single) • ADF Honeywell KR-87 (Single) • ELT Artex C406-2 • TCAS I Goodrich Skywatch HP interfaced with the ProLine21 display system • RADAR TWR-850 Turbulence Radar • RADIO ALT Collins ALT-55B • Safe Flight N1 Computer • CVR L-3 Comms FA-2100 • Voice Annunciator • Devore Tail logo • Precise Flight Pulse light system Other Equipment RVSM EU OPS EASA Steep Approach STC P-RNAV Approval for single UNS-1L EASA 10046793 Aircell ST3100 Satellite Phone System with two handsets (One Flush mounted in cockpit overhead and one flush mounted in LH cabin sidewall) 50 Cu. Ft Oxygen Bottle Marathon Large Nickel Battery 1200W/ 220 VAC Outlet in cockpit and in cabin Optional PSU indirect lightning

Exterior Overall Snow White, with two stripes along the fuselage in Ameri Blue and Bright Poppy ASKING PRICE: USD 2,575,000 (ex.VAT)

European Aircraft Sales Gl Skolevej 26 - DK-6462 Morud Denmark

Advertising Enquiries see Page 4

Interior Aft view of the interior with Pacific Tailoring Seats and in light kahki colors. In the back you see the aft lavatory with fully closable door and belted seat

www.AvBuyer.com

Tel: +45 4016 5401, +45 2043 5287 +44 7771900198 Email: sales@europeanaircraftsales.com www.europeanaircraftsales.com December 2017 – AVBUYER MAGAZINE 127


av8 Jet August.qxp_Empyrean 21/11/2017 10:35 Page 1

S H O W C A S E

2009 Cessna Citation CJ2+ Serial Number: Airframe TT: Landings:

525-0458 412.8 317

Transponder : Dual TDR94D Mode S w/enhanced surveillance ADF: Single Collins

• Immaculate Low Total Time • Maintained by Cessna Agents • No Damage History • Single Crew Certified • TAP Advantage Blue • Garmin GPS500 • Lead Acid Battery • Side Facing Seat • FADEC Engine Controls

Interior Beautifully appointed beige leather seats. 7+1 passengers in cabin. Original 4-place VIP seating configuration, 2 seats forward facing, right hand side facing seat and a belted toilet. Aft Cabin Sliding Doors.

Avionics Avionics Package : Collins Pro Line 21 8x10-inch multi-function display Dual flight guidance computers Dual digital air data computers Dual radio tuning unit Electronic Standby Instrument System Safe Flight angle of attack AHRS : Dual Autopilot : 3-axis Communication Radios : Dual CVR : L3 FA2100 EFIS : Garmin G500 2-tube 8x10-inch FMS : Collins FMS-3000 GPS: Garmin 500 Navigation Radios : Dual Stormscope : Yes TCAS : L3 SkyWatch TCAS-I

Additional Equipment FADEC Engine Controls Lead Acid Battery Dual quick-donning EROS oxygen masks Dual Monorail sunvisors 110-volt AC outlet Aircell ST3100 SATCOM Electronic Charts

Exterior Overall White w/ Blue Taupe Accent Striping

Maintenance Aircraft on Cescom. Aircraft maintained by Agents Asking Price Make offer Delivery from South Africa can be arranged

Av8Jet Ltd John Norris Building 617, Bournemouth Intl. Airport, Christchurch, Dorset, BH23 6NE, UK

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www.AVBUYER.com

Tel: Mob: Fax: Email:

+44 (0)203 588 5000 +44 (0)7730 695049 +44 (0)203 588 5013 John.Norris@av8jet.com Aircraft Index see Page 137


Horizon Aircraft December.qxp_Empyrean 22/11/2017 11:24 Page 1

S H O W C A S E

Asking Price: $2,595,000 USD 2011 Beechcraft Premier 1A Serial Number: Registration: Airframe TT: Landings:

RB-284 N110DC 2,687 2,025

• Engines on Williams TAP Blue • Collins TCAS-4000 TCAS II w/ Change 7.1 • Recent A & B Inspection • Six Executive Passenger Seating Engines NO 1 ENGINE Williams FJ44-4A (S/N: 105481) TSN: 2,687 Program: Williams TAP Blue

Dual Air Data Computers ELT: Artex ELT-C406-2 Honeywell Mark V EGPWS Fairchild FA2100 Cockpit Voice Recorder Standby Attitude Indicator DB System Model 930 Cabin Briefer Exterior & Interior Six Executive Passenger Seating Forward Cabin Four Place Club Seats Two Forward Facing Single Seats Matterhorn White w/ Deep Red & Black Accents

NO 2 ENGINE Williams FJ44-4A (S/N: 105480) TSN: 2,687 Program: Williams TAP Blue Avionics & Connectivity Rockwell Collins Pro Line 21 Collins AHC-3000 AHRS Collins NAV-4000 (VOR/ILS/DME w/ ADF) Collins NAV-4500 (VOR/ILS/DME w/o ADF) Collins GPS-4000A Navigation System Collins FGC-3000 Autopilot Collins TCAS-4000 TCAS II w/ Change 7.1 Collins TDR-94/94D Transponder Collins RTA-800/RTA-854 Weather Radar System Dual Collins VHF-4000 Comm Radios

Randall Mize +1 (214) 676-6975 info@horizonaircraftsales.com

Advertising Enquiries see Page 4

+1 (877) 407-8507 www.horizonairgroup.com

www.AvBuyer.com

December 2017 – AVBUYER MAGAZINE

129


CAI November.qxp 21/11/2017 10:37 Page 1

S H O W C A S E

2002 TBM 700B Serial Number: Registration: Airframe TT: Landings:

220 N708CG 2,201 1,607

Engine PRATT & WHITNEY PT6A-64 (3500 HOUR TBO) 2,201 HOURS SNEW 361 SHS Propeller 2,801 TSN – 138 SPOH Avionics HONEYWELL/GARMIN Garmin 600 EFIS dual 6.5” LCD Garmin GMA-340 Audio Panel Dual Garmin 530 GPS/COMM/NAV/WAAS Dual Garmin GTX-327 transponder Bendix/King KMD-850 MFD Bendix/King KFC 325 IFCS 3 axis Autopilot Bendix/King KGP-500 TAWS Bendix/King RDR-2000 VP Color Radar Bendix/King KRA-405B RadAlt Bendix/King KR-87 ADF BF Goodrich WX 500 Stormscope BF Goodrich Skywatch TCAS I ELT 96A

Features NO DAMAGE HISTORY KEITH FREON AIR CONDITIONING GASEOUS OXYGEN SYSTEM AIRBORNE HOURMETER PULSE LIGHTS ANTI-COLLISION SYSTEM GARMIN GAD-43 ENG. CONDITION TREND MONITORING (ECTM) STAND-BY VACUUM ARTIFICIAL HORIZONFULL KNOWN ICING – LH & RH HEATED WINDSHIELDS FULL CO-PILOT INSTRUMENTS LARGE “CARGO STYLE” ACCESS DOOR Interior SIX SEATS COMPLETED IN BEIGE LEATHER; BEIGE ULTRALEATHER HEADLINER; THE OVERHEAD CONSOLE AND EXECUTIVE WRITING TABLE ARE COMPLETED IN LIGHT BURLWOOD; REFRESHMENT CABINET, EXECUTIVE WRITING TABLE, AND PILOT SIDE RELIEF TUBE Maintenance ANNUAL “A+” INSPECTION COMPLIED WITH MARCH 2017 BY DAHER-SOCATA POMPANO BEACH, FL

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

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www.AVBUYER.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 137


Asian Sky Gulfstream G550 December.qxp 22/11/2017 10:39 Page 1

S H O W C A S E

2013 Gulfstream G550 Serial Number: Airframe TT: Landings:

5398 2,276 385

· 14 Passenger Configuration · Forward Galley & Crew Rest · Engines on Rolls-Royce CorporateCare · APU Enrolled MSP Gold · Airframe Enrolled on PlaneParts · CPDLC and ADS-B Out · BBML Internet & Satellite TV · Synthetic Vision System · No Damage History Engines / APU Engines Model: Rolls Royce Tay Engines BR 710C4-11 · Each Engines Total Hours: 2,276 Since New · Each Engines Total Cycles: 385 Since New

· Micro Quick Access Recorder · XM Weather Radar Interior & Entertainment · 14 Passengers Configuration · Forward Galley & Crew Rest Area · Aft Lavatory · Fwd Cabin: Four Opposite Facing Single Seats · Mid Cabin: Conference/Club Seating & Credenza · Aft Cabin: 3 Place Divan with Two Opposite Facing Single Seats Exterior 14 Passengers Configuration

Year End Potential - Savannah PPI Slot Booked for Early December

APU APU Total Hours: 917 Since New Avionics & Connectivity · Gulfstream PlaneView Avionics Suite · Emergency Vision Assurance System · Synthetic Vision-Primary Flight Display Version 2.0 · PlaneVlew Navigation · Runway Awareness Advisory System · Honeywell LSZ-860 Lightning Detector System · Category II Annunciation Activation

Asian Sky Group Suite 3905, Far East Finance Centre 16 Harcourt Road Admiralty, Hong Kong Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +852 2235 9222 Fax: +852 2528 2766 Email: sales@asianskygroup.com www.asianskygroup.com December 2017 – AVBUYER MAGAZINE

131


Jetsense Aviation Citation Encore November.qxp_Empyrean 21/11/2017 14:55 Page 1

S H O W C A S E

Priced at $2,450,000 USD 2002 Cessna Citation Encore Serial Number: Registration: Airframe TT: Landings:

0622 N743DB 2224.5 1149

 2225 TTSN  Universal UNS-1EW FMS  Single WAAS/LPV  Phase 5 Complied with May 2017  Part 91 Operated & Always Hangar Airframe Maintenance Tracking Enrolled on CAMP Engines Left Right Description: PW535B PW535B S/N: PCE-DC0171 PCE-DC0170 THSN: 2224.5 Hours 2224.5 Hours TCSO: 1145 Hours 1145 Hours Inspections INSPECTION FREQUENCY REMAINS | DUE PHASE 1 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 2 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 3 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 4 24 Mths/300Hrs 177.3Hrs/Apr 2018 PHASE 5 36 Mths/1200Hrs1169.2Hrs/May2020 PHASE B 150 Hours 27.3Hrs/2251.8 Hrs PHASE 11 6 Months 2Mths/Nov2017 PHASE 18 12 Months 1Mths/Oct2017 Avionics EFIS (Electronic Flight Instrument System) 3Tube Honeywell Primus 1000 / Primus II FMS (Flight Management System) 1 Universal UNS 1K

TCAS (Traffic Collision Avoidance System) 1 TCAS II ADC (Air Data Computer) Honeywell AZ-840 NAV (Navigation Radio) 2 Honeywell RNZ-850 VHF COM (Very High Frequency Communication) 2 Honeywell RCZ-833E HF RADIO SYSTEM 1 Bendix/King KHF-950 WEATHER RADAR 1 Honeywell P880 RADIO ALTIMETER 1 Honeywell RT-300 EGPWS (Enhanced Ground Proximity Warning System) 1 Honeywell CVR 1 Solid State IFCS (Integrated Flight Control System) 1 Honeywell Primus 1000 General Specifications Seating 2/7 Baggage (CuFt Ext/Int) 43/28 Cabin Height (Ft) 4’9” Cabin Width (Ft) 4’10” Cabin Volume (CuFt) 397.94 Seats Full Range (NM) 1,374 Balance Field Length (Ft) 3,822 Landing Distance (Ft) 3,204 Average Block Speed (Kts) 419 Normal Cruise Speed (Kts) 419 Long Range Cruise Speed (Kts) 363 Interior Number of Passengers Seven (7) + Belted Lav (8 Total) Galley Location Fwd Galley Lavatory Location Aft Belted Lav Exterior Base Paint Color(s) Matterhorn White Stripe Color(s) Green and Beige

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

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www.AVBUYER.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com Email: pat@jetsenseaviation.com www.jetsenseaviation.com Aircraft Index see Page 137


Wentworth 3 December.qxp_Layout 1 22/11/2017 09:29 Page 1

BOEING 767 S/N 23896



Outstanding Ownership History with Only 2 Operators Since New and Superb Records.

Ex-Qantas Airlines with 2007 Gore Design VIP Conversion to 42 Passengers with Full Flat sleeping For 21. 2 Private Staterooms, Each with Its Own Private Lavatory. 



Ask Price Slashed Over 35%! Bona Fide Offers Considered BOEING BBJ2 S/N 32806

Newly Available Exclusively from Jet Connections and its U.S. Partner, Wentworth.

E C L

2 Private Staterooms, Each with Its Own Private

Competitively Priced!!

11000 Hours / 4850 Cycles, Fresh C Inspection, 5 Aux Fuel Tanks, Winglets, 29 Passenger Interior with Forward and Aft Lounges and Master Stateroom with VIP Lavatory. L

863K



(6DOHV#:HQWZRUWK$HUR


P134-136.qxp 22/11/2017 11:42 Page 1

Marketplace Citation X

Capital Jet Group, Inc Price:

$6,395,000 USD

Year:

2008

S/N:

287

Reg:

XA-RSA

TTAF:

3181

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

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

Location: USA

Bombardier Global 5000

Tel: +971 502 285 050 E-mail: nick@aircrafttrading.com

Nick McHaffey Price: Year:

2009

S/N:

TBA

Reg:

TBA

TTAF:

2,342

• Off Market • Priced To Sell • EASA Certiifed

Location: Turkey

Beechcraft Premier 1

George Yanevski Price:

$1,590,000 VAT Paid EU VAT paid status ( C88 form) – you can fly the aircraft private

Year:

2005

S/N:

125

Reg:

LZ-PDM

TTAF:

3130

Location: Bulgaria

Cessna 414

Filip Leven Price:

$349,000 Excl. VAT

Year:

1973

S/N:

414-0382

Reg:

SE-FZL

TTAF:

5566

Location: Sweden

Cessna P210N Silver Eagle

Vienna Jets Price:

$709,000 VAT Paid

Year:

1978

S/N:

P21000099

Reg:

N4422N

TTAF:

4078

Location: Austria

134

AVBUYER MAGAZINE – December 2017

Tel: +359 888 270 720 E-mail: aircraft_sales@topjets.eu

www.AVBUYER.com

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

Tel: +46 739 462 312 E-mail: filipleven@yahoo.com Pilots dream Cessna 414. RAM VI engines 185/185 SMOH, 6/6 SPOH. Dual G600, GNS530/430 WAAS, KMD540 MFD, S-tec Auto pilot, Alt-preselect, Dual GTX330, DME KN64, Dual ADF KR87, COM#3 KY196B, KMA24H, WX-Radar, Storm Scope, Traffic, Shadin Fuel Comp. EDM760 (monitoring on all cylinders). GAMInjectors, Analogue Standby instruments, Radar altimeter, Prop-sync, Propeller unfeather accumulators, Variable Rate Pressurization, Same owner, maintenance & CAMO since 1989. Fresch annual. EASA reg. All SIDs & ADs done. No known damage history. Always hangared.

Tel: +43 (0) 676 721 7335 E-mail: thomas.wieser@viennajets.com PRICE REDUCED !!! Excellent Opportunity ! TTAF: 4078 / 740 since overhaul! his beautiful P210 was converted by O & N in 2008. One owner flown and operated since then, always hangared. Fully loaded with options. Fresh Annual and 100hr inspection in 04.2017. Engine/Prop Total Time: only 740. More than 1000hrs to Hot Section Inspection. Avionics: Chelton Avionic Package: Pilot Centered PFD and ND, Synthetic Vision incl. Highway in the Sky, Flight Path Vector, Terrain, etc. Options: Turbine Enhancement. Pulldown Generator. Flint Tip Tanks - total 147 USG capacity. 6 Bose Headset jacks

Aircraft Index see Page 137


P134-136.qxp 22/11/2017 11:42 Page 2

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

Leonard Hudson Drilling

Hawker 800A

Price:

Offer/trade

Year:

1995

S/N:

Not listed

Reg:

N337WR

TTAF:

7,803

Location: TX, USA

Exceptional 1995 Hawker 800A, N337WR, full true world 2600 nm range. Will consider trades for Citation CJ1, CJ2 or Bell 212, 412 or 407. Cycles: 4676. Engines: TFE 731-5R-1H Dee Howard Thrust Reversers enrolled on MSP Gold. APU: Sundstrand T-62T40C8D1 Hours: 3807 Cycles: 5902. Avionics: Honeywell Primus II. Autopilot: Honeywell DFZ 800. Flight Management System: Dual NZ-2000 w/5.2 software. Air Data System: Dual Honeywell ADZ-810. Int/Ext: Eight place fire blocked interior finished in beige leather last done 4/2002. Forward galley and aft closet. Lavatory vanity has LED Lights installed.

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

Leonard Hudson Drilling

Bombardier Learjet 36A

Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

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

Leonard Hudson Drilling

BELL 412EMS

Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Location: USA

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

Leonard Hudson Drilling

BELL 212 (Five Available)

Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Location: USA

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

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www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

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

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

135


P136.qxp 23/11/2017 09:27 Page 1

10/17/2017 9:07:12 AM

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Advertiser’s Index

21st Century Jet Corporation .........................138

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

Jetcraft Corporation ..........................50 - 51, 140

ABACE.................................................................109

Duncan Aviation...........................................44 - 45

Jeteffect .........................................................58 - 59

AeroExpo UK.........................................................96

Eagle Aviation........................................................25

Jet Sense Aviation .............................................132

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

Engine Assurance Program ...............................79

JSSI .........................................................................81

Altus Aviation ............................................121 -122

Elliott Jets .....................................................30 - 31

LBAS .......................................................................67

AMJET Aviation .....................................................37

Empyrean Aircraft Consulting .........................126

Lektro....................................................................136

Aradian Aviation....................................................89

European Aircraft Sales ...................................127

Mente Group ......................................................124

Asian Sky Group.........................................41, 131

FlightForce...........................................................120

NBAA Regional..................................................115

Av8Jet...................................................................128

Freestream.............................................................49

OGARAJETS...........................................1, 20 - 21

Avjet Global ..................................................38 - 39

General Aviation Services ..................................65

Par Avion ................................................................95

Avpro ..............................................................10 - 13

Global Jet Capital.................................................53

Rolls-Royce .........................................................105

Bank of the Ozarks ..............................................23

Global Jet Monaco ..................................... 14 - 17

Singapore Airshow............................................113

Boutsen Aviation...................................................73

Gulfstream .............................................................27

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

CAI ........................................................................130

Hatt & Associates ...................................................9

Sparfell & Partners ......................................32 - 33

C-Air Transport Services..................................125

Horizon Air Group..............................................129

The Elite London ................................................108

Central Business Jets .......................................139

IAG...........................................................................57

The Jet Business...............................................6 - 7

Conklin & de Decker .........................................136

International Jet Management .........................123

Wentworth Aero.................................................133

Corporate Concepts ...................................76 - 77

JetBrokers .....................................................54 - 55

Wright Brothers Aircraft Title ..........................107

Copy date for the January 2018 Issue - Wednesday 13 December AvBuyer (USPS 014-911), December 2017, Vol 21 Issue No 12 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

136

AVBUYER MAGAZINE – December 2017

www.AVBUYER.com

Aircraft Index see Page 137


P137.qxp 23/11/2017 12:39 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS

AIRCRAFT

PAGE

AIRBUS A318 Elite+ . . . . 17 A318-112 . . . . . 49 ACJ319 . . . . . . . . 125 ACJ380-800 . . . . 32

BAE AVRO RJ70. . . . . 54

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 39, 73, 140 BBJ2 . . . . . . . . . . 133 727-200 VIP . . . . 77 737-700 . . . . . . . 32 747-8 . . . . . . . . . . 32 767 . . . . . . . . . . . 133 787-900 . . . . . . . 50 DC8 VIP/72 . . . . 77

BOMBARDIER Global 5000 . . . . 10, 50, 51, 95, 134, . . . . . . . . . . . . . . . 140 Global 6000 . . . . 14, 17, 32, 38, 51, . . . . . . . . . . . . . . . 77, 140 Global 7000 . . . . 17 Global Express . 10, 97 Global Express XRS. 17, 37, 41, 49, . . . . . . . . . . . . . . . 51, 140

Challenger 300 . . . . . . . . . . . 45, 50, 124, 139 601-1A . . . . . . . . 11 601-3R . . . . . . . . 50 604 . . . . . . . . . . . 44, 50, 51, 58, 73, . . . . . . . . . . . . . . . 139, 140 605 . . . . . . . . . . . 11, 17, 50, 51, 89, . . . . . . . . . . . . . . . 140 850 . . . . . . . . . . . 50, 51, 140

Learjet 31A . . . . . . . . . . . 54, 55, 58 35A . . . . . . . . . . . 54 36A . . . . . . . . . . . 135 40XR . . . . . . . . . . 51, 54, 58 45 . . . . . . . . . . . . 33, 95 45BR. . . . . . . . . . 77 45XR . . . . . . . . . . 97 55 . . . . . . . . . . . . 54 60 . . . . . . . . . . . . 12, 39, 97 60XR . . . . . . . . . . 12 75. . . . . . . . . . . . . 57

CESSNA Citation I . . . . . . . . . . . . . . 33 II . . . . . . . . . . . . . 45, 51, 140

Advertising Enquiries see Page 4

AIRCRAFT

PAGE

AIRCRAFT

III . . . . . . . . . . . . . 20, 55 V. . . . . . . . . . . . . . 54, 73 VI . . . . . . . . . . . . . 55 VII . . . . . . . . . . . . 139 X . . . . . . . . . . . . . 53, 58, 59, 134 XLS . . . . . . . . . . . 53, 59, 89 XLS+ . . . . . . . . . . 12, 51, 53, 140 CJ1. . . . . . . . . . . . . 25 CJ2. . . . . . . . . . . . . 33, 55, 73, 127 CJ2+ . . . . . . . . . . . 128 CJ3. . . . . . . . . . . . 25, 95 CJ4. . . . . . . . . . . . 140 Bravo . . . . . . . . . 59 Grand Caravan EX . .9, 55 Excel . . . . . . . . . . 45, 77, 89 Encore . . . . . . . . 12, 25, 59, 132 Jet . . . . . . . . . . . . . 25 414 . . . . . . . . . . . . 134 P210 . . . . . . . . . . 55 P210N. . . . . . . . . 134 M2 . . . . . . . . . . . . 51, 59, 140 Sovereign. . . . . . 6, 12, 31, 59, 89

CIRRUS SR22T. . . . . . . . . 54 SR22GTS . . . . . . 77

PAGE

PIPER

Legacy 500 . . . . 76 Legacy 600 . . . . 32 Legacy 650 . . . . 6, 51, 140 Lineage 1000 . . 15, 17, 53, 123 Phenom 100 . . . 44 Phenom 300 . . . 33

Cheyenne II . . . . 73 Cheyenne IIIA . . 54 Meridian . . . . . . . 25

III . . . . . . . . . . . . . 65, IV . . . . . . . . . . . . . 51, 53, 140 IVSP . . . . . . . . . . 9, 10, 51, 73, 89, . . . . . . . . . . . . . . . 140 V. . . . . . . . . . . . . . 1, 10, 20, 39, 49, 77 100 . . . . . . . . . . . 89 150 . . . . . . . . . . . 39, 51, 54, 89, 140 200 . . . . . . . . . . . 10, 11, 20, 45, 89 300 . . . . . . . . . . . 73 450 . . . . . . . . . . . 7, 41, 89, 140 500 . . . . . . . . . . . 7, 89 550 . . . . . . . . . . . 10, 41, 51, 89, 131 650 . . . . . . . . . . . 7, 37, 41, 58, 73 650ER. . . . . . . . . 7, 20, 39 Astra SP . . . . . . . 54

200 . . . . . . . . . . . 54 350 . . . . . . . . . . . 9, 31, 54, 89 B200 . . . . . . . . . . 73, 89 C90 . . . . . . . . . . . 89 F90 . . . . . . . . . . . 25

Beechcraft

DASSAULT FALCON 7X . . . . . . . . . . . . 3, 16, 17, 44, 73, 97, . . . . . . . . . . . . . . . 138, 139, 140 20C-5 . . . . . . . . . 54 50 . . . . . . . . . . . . 54, 138 50EX . . . . . . . . . . 11, 65, 138 200 . . . . . . . . . . . 33 900 . . . . . . . . . . . 138 900B . . . . . . . . . . 54, 76, 138 900C . . . . . . . . . . 138, 139 900DX. . . . . . . . . 11 900EX . . . . . . . . . 6, 33, 51, 138 900EX EASy . . . 11, 138, 139 900LX . . . . . . . . . 3, 11, 138 2000 . . . . . . . . . . 49, 57, 65, 73, 122 2000DX. . . . . . . . 139 2000EX EASy . . 3, 45 2000LX . . . . . . . . 95 2000LXS. . . . . . . 139 2000S . . . . . . . . . 11

SABRELINER 65 . . . . . . . . . . . . 55

GULFSTREAM

King Air

TBM700B . . . . . . 130 TBM910/930. . . 31

PAGE

EMBRAER

HAWKER BEECHCRAFT

DAHER SOCATA

AIRCRAFT

Premier I . . . . . . 134 Premier IA . . . . . 45, 129

Hawker 400A . . . . . . . . . . 31 400XP . . . . . . . . . 31, 53, 58, 89 800A . . . . . . . . . . 65, 135 800SP. . . . . . . . . 54 800XP . . . . . . . . . 20, 58, 65, 89, 97 800XP2. . . . . . . . 55 850XP. . . . . . . . . 31, 45, 89, 126 900XP . . . . . . . . . 9, 65, 89 1000A . . . . . . . . . 97

HELICOPTERS AGUSTAWESTLAND AW109E Power . 12 AW109S Grand. 121 AW139 . . . . . . . . 33 Koala. . . . . . . . . . 89

BELL 212 . . . . . . . . . . . 135 412 SP . . . . . . . . 41 412 EMS . . . . . . 135

EUROCOPTER/AIRBUS AS350 B3E . . . . 73, 89 EC 120 B . . . . . . 77, 97 EC 130 T2 . . . . . 89 EC 135 T2 . . . . . 12 EC 135 T2+ . . . . 12 EC 135 P2 . . . . . 41 EC 135 P2+ . . . . 12 EC 155 B . . . . . . 33

MD Douglas 902 . . . 97

ROBINSON R44 . . . . . . . . . . . 77

SIKORSKY S-76C+ . . . . . . . . 41, 51 S-92A . . . . . . . . . 12

The best aircraft for sale search

PIAGGIO Avanti P180 . . . . 59

anywhere, everywhere on pc, smartphone and tablet

PILATUS PC-12NG . . . . . . 124

www.AVBUYER.com

December 2017 – AVBUYER MAGAZINE

137


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

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''/ ' % 22' &$2

/2!1"2*+021),.0+.)2-02,*021+2* ".,.-.1)212!1"+2",.)0,,20- 2* ,-2&0)-"+!20-2&1+1+*-.1)2-1*!21+20-*.,201+02*.)2*20.,.1)

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E-MAIL: sales@tri-jets.com


CBJ November.qxp_CBJ November06 25/10/2017 16:19 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

2009 FALCON 7X SN 041

2015 FALCON 2000LXS SN 293

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

Single U.S. Owner, Nearly $3 Mio in Options, Preferred 10 Pax Interior

2002 FALCON 900C SN 194

2008 FALCON 2000DX SN 603

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

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

D L SO 2010 CITATION SOVEREIGN SN 296

1997 CITATION VII SN 7064

Single Owner, Doc 8 and Doc 10 Completed July 2016 By Citation Milwaukee, WiFi/LED Lights/Airshow 4000 etc…

3 Corporate Owners Since New, Cessna Citation Pro-Parts, Honeywell MSP Gold, Preferred 8 Place interior

OFF MARKET 2008 CHALLENGER 300 Recent Paint/Interior/96 Month Inspection, Preferred 9 Place Interior with Galley/Cabin Divider Door

1998 CHALLENGER 604 SN 5373 GE OnPoint and Honeywell MSP Gold, Triple IRS, 192 Mo Completed August 2015

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


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2015 CESSNA CITATION CJ4

2009 DASSAULT

www.jetcraft.com I info@jetcraft.com I Headquarters +1 S/N 919-941-8400 FALCON 7X 046 • 4,236 Hours; 1,105 Landings • Fresh C Check and New Interior 2016 • Full EASy II Upgrades

2006 BOEING BUSINESS JET S/N 35990

2008 GULFSTREAM G450 S/N 4103 • 3,677 Hours; 1,313 Cycles • Fully Programmed • Enhanced NAV with ADS-B & CPDLC

• 1,970 Hours; 515 Landings • 15 Passenger Interior Completed by Gore • ADS-B Out Compliant

2011 BOMBARDIER CHALLENGER 605 S/N 5849

2016 BOMBARDIER GLOBAL 6000 S/N 9726 • 281 Hours; 121 Landings • Collins Pro Line Fusion Flight Deck • FAA and EASA compliant

ALSO AVAILABLE

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

• 1,811 Hours; 981 Landings • Fully Programmed • Interior Refurbishment March 2017

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