Boeing 757 Private Jet For Sale – Still one of our all-time favorite Boeings, this VIP-configured 757 is for sale on the static display ramp.
US-based aircraft brokerage Avjet Global Sales is exhibiting a recently refurbished, short-lived VIP Boeing 757 at MEBAA 2018 (static [TBD]), equipped with a stunning interior “that is sure to generate interest in the region, ” said Mark Folkrod. CEO of Avjet.
Boeing 757 Private Jet For Sale
MEBAA and Avjet (Chalet [TBD]) make a fitting pair, as the Middle East is a key market for VIP airliners and large-cabin aircraft, and Avjet has completed more than 450 aircraft transactions, primarily with Gulfstream, Bombardier Global, The BBJ, and other large-cabin airframes, cost more than $8 billion.
Boeing 757 23a
Avjet is known for its rigorous market research. The brokerage retains the services of economists and consultants in valuing aircraft and forecasting price trends, and its own records of aircraft transactions provide invaluable proprietary data to present to clients on both sides of the transaction, Folkrod said. Avjet also provides research data to investment firms including JPMorgan, UBS Securities, Bank of America and Morgan Stanley.
Surveying the current Middle East pre-hind market, “bargaining power has shifted from buyers to sellers in the region,” Folkrod said. “Prices are strong for all but the oldest aircraft, and we’re starting to see a slowdown as a net seller of aircraft, new and pre-owned, as a net buyer of aircraft from that region.”
But despite signs of recovery, “multiple uncertainties globally could derail the momentum being built,” he said, citing US economic growth and the stability of currencies and interest rates around the world. Notably absent from their list of concerns is concern about tensions in MEBAA’s backyard.
“I honestly don’t see the risks or instability in the Middle East any higher than in other regions,” Falkrod said. “All regions have some form of instability. Europe is dealing with budget fallout from Italy and Brexit issues, while China and the US are locked in a bitter trade war,” he added. “New administrations are coming to power throughout South America. There is instability everywhere at the moment.” A complete gut job on the airliner or refurbishment of a used VIP 757 would cost about $28 million to $35 million to register, including the airplane.
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Used Jet Review: Boeing’s 757 I remember the first time I saw a Boeing 757: boarding in 1983.
I remember the first time I saw a Boeing 757: in 1983 while riding in a Boeing. I was struck by the very girdle wings; high landing gear; the nose, which recalls the Lockheed constellation; and a pair of large, high-ratio bypass engines, which seemed to produce a gentle hum as opposed to a whisper. It had elegance and functionality in a comfortable cabin with plenty of headroom. It was also a welcome change from the 727s that made up my typical airline diet—those ubiquitous, angular, loud, fuel-guzzling trijets that appeared everywhere.
In contrast, the 757 seemed to glide off the runway effortlessly and planted the landing smoothly and without drama. There was no bounce here. It was a royal ride, a better bus, and for a select few—starting with our elected officials—the ultimate luxury barge. The Air Force operates a fleet of six VIP conversions designated VC-32A. One of these carries the Vice President regularly as Air Force Two.
Boeing built 1,054 of its 757s during a 23-year production run that ended in 2004. The airplane came in four flavors: the 757-200, a freighter variant, a freighter/passenger “combi” version, and a stretch 757-300 model. can They are an integral part of several domestic airline fleets, including American, Delta and United, which collectively operate more than 450. The range and size of the aircraft give it incredible utility and are used on US transatlantic routes. Runs from Phoenix to Honolulu. In its day, the 757 was considered cutting-edge, as it used glass-panel avionics and the latest engine technology with a smattering of composites on the airframe and limited fly-by-wire controls to actuate specific control surfaces, including spoilers. was
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A supercritical wing architecture gave the aircraft a faster time to climb and made it 20 knots faster at cruise altitude at 468 knots or 530 mph than the 737, the basis of what became the Boeing business jet. A handful were taken off the production line and turned into private rides through fulfillment centers.
Outfitting the VIP 757 can be a mammoth endeavor: it has more cabin space than the BBJ3, is no slouch in the space department itself, and can be outfitted with auxiliary fuel tanks for an unrestricted range of nearly 5,500 nautical miles. With the 757, we’re talking five times the cabin room of a Gulfstream GV. The vast interior canvas of the aircraft is 118 feet long, 11.5 feet wide and 7 feet high. Configurations vary with imagination.
On the comparatively spartan government-issue VC-32As, the four-section cabin layout consisted of a secure communications center, galley, lounge and first section with 10 business-class seats; a second section for VIPs with a private levee, changing area, two large executive seats and a berthing divan; a third section for senior staff with eight business-class seats; and a fourth section with another 32 business-class seats, two levees, a galley and a cabin. Aside from communications gear and missile defense, the VC-32As come with another option not available to the general public: in-flight refueling.
Associated Air Center in Dallas has completed service with 10 of approximately 17 VIP 757s. In 1996, Associated completed a 757 for a private client that featured a 43-passenger layout with five additional cabin crew seats; a separate crew rest, love and galley area; Forward VIP suite with queen bed, work area and love; forward saloon with large entertainment monitor; conference room; dining area; and an aft business-class compartment with 12 sleeper seats, two levees and a second galley. Four bathrooms: In my county you are taxed extra for that.
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A handful of VIP 757s are coming in for refurbishment and airlines are starting to park them in favor of more fuel-efficient follow-on aircraft. As a result, you can pick up a good used airliner 757 with 20 to 30 years more useful life on the airframe, before updates and modifications, for $6 million to $10 million. A used 757 already converted to VIP configuration can cost as little as $20 million. Whichever way you go, a full gut job on an airliner or a used VIP 757 renovation, without the over-the-top opulence, will run an average of $28 million to $35 million in the register, airplane included. associated with For that you get new paint, fabrics, veneers and headliners in the cockpit, in-flight entertainment and communications, LED lighting, new galleys and levs and updated avionics. That’s a lot less than what you’d pay for a new, or even used, BBJ2 or BBJ3.
Even with the higher fuel consumption of its Rolls-Royce or Pratt & Whitney engines (buyers had a choice) and direct operating costs about 25 percent higher than the BBJ, that makes the 757 a rare bargain: a conclusion shared by the rare rich including Microsoft cofounder Paul Allen. , including real estate mogul Donald Trump and sports impresario Mark Cuban—all of whom own or have owned 757s. So there are different foreign governments for their heads of state.
As with all restorations, a few cautionary notes apply. The 757 requires a major D-Check inspection every 12 years. Typically, this is a $1 million to $2 million event, but if problems are found with the engine and/or auxiliary power unit, the cost can easily increase by a factor of two or three. If you purchase a used 757 VIP, you need to ensure that all data associated with the initial VIP conversion and any refurbishment is provided. If not, that data will need to be recreated, which will add significant cost and delay to any project. Also, realize that many banks will not lend on completions that cost more than the basic airframe appraisal, especially on older aircraft. So if you want to pick up a non-stop airliner from the desert collection for cheap, you may need to bring cash. A lot of it.
Finally, keep in mind that the 757 is a really big boy: maximum takeoff weight (MTOW) is 255,000 pounds; The aircraft measures 155 feet long with a wingspan of 124 feet and a tail height of 44.5 feet. At MTOW it requires 6,500 feet of runway for takeoff. 11,489 US for gas only with standard fuel tanks. A gallon is required. There are some places you can’t go with it. The good news is that once you arrive, you can stay onboard for days if you wish, with all the amenities of a first-class hotel. And, compared to other aircraft in this category, you get
