Corrosion could be a good point I guess...
First of all thanks for the replies.
My opinion (but I guess I am ignorant or I could be wrong), for a 3 to 5 million dollar difference I can definitely live with the fuel burn (because it could be offset with money I can generate yearly with revenues from the diference in purchase price) and the noise for that differential is also ok I guess. The outdated avionics could be an issue I guess but not for the price difference.
My point is for instance. On the market there is a Gulfstream IISP 1979 (shorter range but still a good example) it has:
Airframe: Total Time: 7,995 Hours
Total Landings: 5,909
Engine(s): # 1 - Total Time: 7,779 Hours, 5,758 Cycles
# 2 - Total Time: 7,764 Hours, 5,738 Cycles
Due inspections:
InspectionIntervalLast AccomplishedNext Due HoursNext Due Calendar12 Month Progressive Phase Inspection #112 Months1/08N/A2/0912 Month Progressive Phase Inspection #212 Month4/08N/A4/0924 Month Progressive Phase Inspection #124 Months4/07N/A4/0924 Month Progressive Phase Inspection #224 Month4/08N/A4/1036 Month Inspection36 Months4/07N/A4/1048 Month Inspection48 Months3/06N/A3/1072 Month Progressive Phase Inspection #172 Months4/03N/A5/0972 Month Progressive Phase Inspection #272 Months3/06N/A3/12150 Hour Inspection150 Hours7936.6, 4/088086.6N/A200 Hour Inspection200 Hours7995.3, 10/088195.3N/A300 Hour Inspection300 Hours7936.6, 3/088236.6N/A150 Landing Inspection150 Landings58556005N/AEngine Overhaul L/H7000 Hours
240 Months5007
11/9912,00710/19Engine Overhaul R/H7000 Hours
240 Months4962
11/9911,96210/19Engine Mid-Life L/H3500 Hours
120 Months5007
11/99850712/09Engine Mid-Life R/H3500 Hours
120 Months4962
11/99846212/09Starter Gen. O/H R/H900 Hours7696.78596.7N/AStarter Gen. O/H L/H900 Hours7936.68836.6N/AAlternator O/H L/H2000 Hours7902.29902.2N/AAlternator O/H R/H2000 Hours79049904N/AA.C.M. Overhaul (Rec)5000 Hours699611,996N/A#1 Brake O/H (est Life)750 Landing58796629N/A#2 Brake O/H (est Life)750 Landings58796629N/A#3 Brake O/H (est Life)750 Landings57916541N/A#4 Brake O/H (est Life)750 Landings55956346N/AELT Battery Replace
Artex 40648 Months4/07N/A3/11Landing Gear O/H5000 Landings5027, 2/0410,027N/AThrust Reverser O/H4000 Landings4061, 11/997927N/AAPU 36-100 H.S.I.2250 Hours4992, 6/057242N/A
They are asking $1.25 Million
I guess from there the engine Mid-life would be the scary ones in the near future correct?
Now there is also on the market a Challenger 600 1982 and the asking price is $4.25 million and it is supposedly a bargain (reduced drastically according to them), it has very similar hours and very similar inspections completed/scheduled.
The range of both planes is about the same, the Gulfstream has more room and it is faster, I have no clue about the avionics of one vs. the other but given the 3 year difference they might not be too big (but I have no idea), the operational costs of one vs. the other have about a 15% to 20% difference against the gulfstream at any given moment (according to most stats I can find) and with a 3 year difference in manufacture I don't see much difference in the possibility of corrosion of one versus the other so exactly where is the market seeing the 3 million difference?
I could easily have the $400k of unscheduled maintenance put on top of the $1.25 million and add on top of that another per say $250k to $500k to refit the interior (which by the way on the IISP is gorgeous so no need for that but anyway) and still I would come short a couple of millions.
I prefer the challenger but I just don't see why it would be 3 million more at an average.
Could any one help me to determine clearly why Gulfstreams II are so low in price now given this direct comparison?
Is there any other issue I cannot see on this.
Thanks in advance for the replies.