Paul Seidenman/SAN FRANCISCO
Despite strong sales of new business jets, many operators are holding on to what they have, spending millions of dollars to update interiors, cockpits and, in some cases, engines to 21st century standards of technology and reliability.
Among the most sought-after interior upgrades is a state-of-the-art entertainment system, according to Steve Elofson, a sales representative for paint, interior and avionics at refurbishment specialist Duncan Aviation, of Lincoln, Nebraska, USA.
Owing to the growing demand for entertainment components, Duncan now offers a choice of prepackaged systems. "Even though entertainment systems are among the most requested items, they have always involved a long and cumbersome process of putting together a proposal that matches the various available components to what the customer wants," Elofson remarks.
"Because of the large selection of options and vendors, there are really too many choices. This makes it difficult to design and install an entertainment system within the timeframe many customers demand." From design to installation, the average update takes about two months.
ENTERTAINING SYSTEMS
To simplify this process, Duncan now offers customers four packages ranging from a basic audio system to a complex audio/visual suite. The entertainment packages are produced by Little Rock, Arkansas-based Audio International, which specialises in aircraft entertainment systems. Under a contract finalised in May, Audio International provides system engineering and support, while Duncan performs the installations. Duncan has also guaranteed the supplier a minimum of 12 sales a year.
Elofson says that the system is flexible enough for installation on an aircraft as small as a Learjet 35, or as large as a Gulfstream V. To date, Duncan has sold two of the entertainment packages - one to a Dassault Falcon 50 operator and the other to a Raytheon Hawker 800 owner.
Marketed as the Signature Series, the packages, which are ready to install, include a $30,000 "Entry Level" suite which provides a basic audio system only, while the $50,000 "Executive Level" package offers a bulkhead flush-mounted 255mm flat screen, video cassette player, a multi-disc compact disc player, a full range speaker system and an audio/video control module with a hi-fi amplifier. The package also incorporates an infrared control system and an optional digital video disc player.
At $70,000, the more sophisticated "Premium Level" entertainment suite uses a 355mm flat panel display (with an optional 510mm screen), and three pairs of speakers instead of two. The fourth or "Presidential Level" costs $90,000 and offers a bulkhead mounted 355mm liquid crystal display, a second 255mm screen, and two drink rail mounted 140mm liquid crystal display flat screens.
Along with installing new entertainment systems, operators are regularly requesting satellite communications (satcom) telephones, Elofson says. "Many are now using their aircraft as flying offices, and they want a readily available communications link no matter where they fly. This is why orders for standard digital and analogue phones are declining," he says.
While entertainment systems may be among the most requested items, they are often installed as part of a total aircraft refurbishment, which includes a new interior and often an upgraded cockpit. "Interiors and avionics upgrades are the two major kinds of jobs our customers - mostly owners of Falcon 50s, and some older model Falcon 900s - are asking for today," says Dale DeMent, manager of service centre sales at Dassault Falcon Jet in Little Rock, Arkansas. The service centre specialises in completions of new aircraft, as well as carrying out refurbishments of older Falcons.
Popular among operators, DeMent says, is the latest in digital electronics, including video displays, CD players and video cassette recorders. "Along with this, most customers - particularly Falcon 900 owners - want satcom equipment, including voice phone and fax, and computer datalinks," he says. "Today, nobody wants any downtime from their work just because they are in an aeroplane."
DeMent note that the use of fire blocking materials in interiors is also on the rise. "Along with the fact that it offers peace of mind, there may be some argument that a fire blocked interior adds to the resale value of the aircraft because it shows that it meets a higher safety standard," he remarks. "Many are doing this to conform to regulations governing on-demand charter operations. In this way, their aircraft could be made available immediately for charter opportunities."
Added to this, DeMent says, customers are also trying to maximise cabin space while reducing overall weight. "Today, our interior designs take advantage of as much vacant space as possible to maximise storage. For example, we have found ways to add cabinets to the back side of refreshment centres for the storage of small items. But, at the same time, everyone wants weight reduction. In fact, this is even extending to seating where we are seeing the use of lighter weight composite materials."
AVIONICS UPGRADE
On the avionics side, Dassault announced in June a complete avionics upgrade package for operators of the Falcon 900B. With the new cockpit suite, the aircraft will be re-designated the Falcon 900C. The package is the standard one for the new production Falcon 900EX and incorporates the Honeywell Primus 2000 avionics system with five 200 x 180mm screens - two primary flight displays, two multifunction displays, and one engine instrument and crew alerting system display.
The suite also includes dual Honeywell Laseref inertial reference systems, an AlliedSignal enhanced ground proximity warning system (EGPWS), and turbulence detection weather radar. Other subsystems include dual Category II autopilots, dual flight management systems with an optional third system, and dual Rockwell Collins Pro Line radios with flat-panel tuning units.
Certification of the upgrade, which will result in a weight reduction of 41kg, is scheduled for the spring of 1999. Price has not been disclosed.
New interior and avionics enhancements are also among the more recent developments at Garrett Aviation Services. The Springfield, Illinois, facility of the multi-location business jet modification firm has recently unveiled several interior and avionics packages in response to growing customer demand.
According to Jim Swehla, the facility's sales and customer support manager, much of that demand has been a natural outgrowth of the Falcon 20 retrofit programme. Garrett Aviation-Springfield just delivered the 100th aircraft modified under the programme since it was announced in 1987, to the Colonial Companies of Columbia, South Carolina.
An AlliedSignal programme carried out under a service bulletin from Dassault, the retrofit replaces the twinjet's original General Electric CF700 engines - each rated at 4,400lb (19.6kN) thrust - with 4,750lb thrust Allied-Signal TFE731-5BR powerplants.
"While the initial programme concentrated on replacing the engine, Garrett Aviation Services has developed a total interior package offered in tandem with the engine upgrade," Swehla explains. "The aircraft is gutted to the outer walls, and a new interior shell, complete with soundproofing material and downwash fluorescent lighting is installed. We also include a new electrical system, cabinetry, chairs, and tables, along with a new refreshment centre."
He adds that the interior is completely customised, and Garrett will, at customer request, install CD players, VCRs and the Air Show system. Typically, the new interior for the retrofitted Falcon 20 is configured for nine passengers, with six seats and a three-place divan.
At the same time, Garrett also offers a digital cockpit upgrade, and operators can choose from two Collins suites. One is the five-tube EFIS 85, with a radio/navigation/communications package and AlliedSignal or Universal flight management system. Also included are HF radio, TCAS II and the EGPWS. "A major feature of this upgrade is certification for reduced vertical separation minimum [RVSM], which allows operation under reduced separation conditions over the North Atlantic," Swehla remarks.
The second option is the Pro Line 4, which Collins approved under an supplemental type certificate for the Falcon 20 in May. "In fact, our 100th retrofitted Falcon 20 was the first application of the Pro Line 4 package for that aircraft," Swehla notes. "This is the same system that is offered as standard equipment on the new Falcon 50EX."
Including a four-tube EFIS, the Pro Line 4 package includes all of the features of the EFIS 85 upgrade, including TCAS II, EGPWS, HF radios, and RVSM certification.
In another development, Garrett has added the AlliedSignal 36-150 auxiliary power unit (APU), along with an aft baggage compartment as an available Falcon 20 retrofit option.
"Of the 100 Falcon 20s retrofitted to date under the engine programme, about 60-70% of the owners have opted for the full upgrade package," Swehla reports. During the Falcon 20's production run, between 1968 and the early 1980s, about 487 were built. At this time, seven aircraft are in the process of being retrofitted, while Garrett has orders for another four on backlog. Swehla estimates that another 100 aircraft may be candidates for the upgrade.
A major reason for the programme's popularity, he noted, is cost. "If you just want the engine retrofit, it would cost about $3.95 million, including Dee Howard thrust reversers," he states. "A full interior installation will add $700,000 to $800,000." The Collins Pro Line 4 upgrade would cost an additional $1.6 million, while the APU will add $300,000.
PRICE RANGES
"For those who want to acquire a low-time [6,000-7,000 flight hours] Falcon 20 - as some people are for the retrofit programme - we understand that the cost is somewhere between $2.5 and $2.8 million. The total procurement and retrofit costs compare favourably to the cost of a comparable new production aircraft, such as a Hawker 800XP or a Learjet 60. Those aircraft are in the $10-11 million range."
Garrett Aviation-Springfield has pursued modification packages for other aircraft. In 1997, a complete cockpit upgrade and an interior refurbishment package for the Falcon 50 was unveiled. The interior refurbishment averages $750,000 to $800,000, depending upon customer options, but for an additional $1.6 million, Garrett will provide a Collins Pro Line 4 cockpit. Exterior painting is also offered under the programme for an additional $50,000.
For the past three years, the shop has also offered an engine upgrade for the tri-jet, which reconfigures the Falcon 50's TFE731-3-1C to the 731-3D model, offering enhanced reliability. The powerplant's 3,700lb thrust rating remains the same. The cost of the engine upgrade, which is performed at Garrett in Springfield, is $300,000 per engine, for those not enrolled in AlliedSignal's Maintenance Service Plan (MSP), but only $89,000 per engine for those on the MSP.
For older Falcon 900 models, Garrett has just announced a new interior package, priced at $1 million, with exterior painting offered for another $60,000. "Many of the older production Falcon 900s are reaching the mandatory, 12-year heavy airframe inspection. We believe that this will present an opportunity for those customers to put their aircraft through a major interior retrofit at that time," Swehla says.
Sometimes, a refurbishment package takes the form of a major change in airframe inspections. For instance, in May, Sabreliner of St Louis, Missouri, launched the Sabre 2000 programme. Under the programme, which applies to most members of the Sabreliner family of business jets - the Model 40, 60, 65 and 80 - a single 60-month airframe corrosion inspection interval replaces additional mandatory inspections at 36 and 48 month periods.
According to Jack Vaughn, director of domestic sales and marketing for Sabreliner - which holds the certificates on and supports the out-of-production, Rockwell-built aircraft - all of the inspections are to be carried out at Sabreliner's Perryville, Missouri, overhaul, modification and inspection centre.
Vaughn says the entire fuselage is examined for cracks and corrosion, which mandates the stripping of all paint and a total interior removal. Then the skin seam seals are removed at 23 selected places for inspection of the underlying structure.
"If there is any evidence of corrosion, it is immediately repaired," Vaughn says. "Once this is done, the owner of the aircraft need do no further corrosion inspections for five years."
The Sabre 2000 effort also encompasses Sabreliner's Excalibur programme, a separate 5,000h airframe life limit extension, in which all high load bearing areas in the fuselage structure are inspected and repaired where necessary. The Excalibur programme, which involves a total airframe inspection for corrosion and cracking, allows operators to extend the life of their aircraft by 5,000h beyond the 10,000h life limit of all the original production aircraft.
Vaughn says this programme does not pertain to the Sabreliner 65, the last production member of the family, which has a 30,000h life limit. He adds that most Sabreliner operators fly their aircraft an average of 250h a year.
SABRELINER SALES
Between 1963 and 1982, when production ceased, a total of 440 Sabreliners - which can accommodate from six to nine passengers - were built for non-government use. This included 137 Model 40s, one Model 50, 145 Model 60s, nine Model 70s, 72 Model 80s and 76 Model 65s. Factoring in those that were built for government use, the total production run was 631. Of the 440 built for the commercial market, 358 are still in service. About 80 are operated outside the USA, with 70 in Mexico.
"Because the Excalibur programme is included as part of the package, Sabre 2000 is really a value added programme," says Vaughn, who feels that operators will probably want to take advantage of the downtime to have their avionics and interiors upgraded.
"Most avionics upgrades include the installation of TCAS II, and the EGPWS; but just as popular are lighter weight interiors. For instance, Sabreliner is offering a composite panel interior which reduces the weight of the fuselage by about 100lb. We are also getting a lot of requests for a new storage unit that is normally installed in the rear of the cabin. This does require the removal of some seats, but most operators find that they do not use all of the seats, and they would rather have the additional storage capability," he says.
Also popular are the latest CD-based entertainment systems along with Air Show, and satellite-based telephone systems. Sabreliner is offering the installation of fire blocking materials for the upholstery and carpeting.
For Sabreliner 40s and 60s, the cost of the Sabre 2000 package - taking into account the work done under the Excalibur programme - is $200,000. For both models, the price is $125,000 if they had previously undergone the Excalibur work. For Sabreliner 70s and 80s, the complete package cost is $260,000; $130,000 without Excalibur. The Model 65, to which Excalibur does not apply, can be put through Sabre 2000 programme for $125,000. New avionics and upgraded interiors are extra. Vaughn says that the normal downtime for the Sabre 2000 work is eight to ten weeks.
"Since Sabre 2000 was announced, Sabreliner itself, has put one aircraft - bought on the used market for purposes of resale - through the program. Nine operators have expressed a strong interest in Sabre 2000, and some have indicated that they would like us to install new interiors and upgraded avionics," he says.
For an additional $195,000, operators of the Sabreliner 65 may opt for an avionics upgrade, which will include RVSM approval. Sabreliner received RVSM certification for the Model 65 in June. "There are many operators who will want to hold on to their aircraft for the long term, and we believe that programmes such as Sabre 2000 offer the best approach for this. In addition to costing far less than buying a new aircraft, the fact that, for five years there will be no budgetary surprises with respect to maintenance, is attractive. By going to just one inspection from three, there is less downtime, and the work is fully warranted," explains Vaughn.
As a by-product, Sabreliner expects the Sabre 2000 programme to add to the resale value of the aircraft. "The exact amount is not known yet, because the Sabre 2000 programme just began," he says. "But, if the Excalibur programme is any indication, we have seen the resale values increase by about $100,000."
Vaughn says life extension and other heavy refurbishment programmes are addressing what he calls an emerging market of business jet operators which do not have the resources to fly the newest equipment. "They can afford a business jet, but not the cost of a new production model. In addition, the manufacturers of the new aircraft have extensive backlogs, and some delivery times are taking years."
Source: Flight International
