Business jet цены

In the upper Midwest, where I live, regional airlines are pulling out of small-airport markets just as fast as the Department of Transportation will allow. In the era of $100-a-barrel oil, not even government subsidies can make some of these routes profitable. Flying regional jets (RJs) on these short hauls, often at low, fuel-guzzling altitudes, just makes the bad economics worse. Not surprisingly, a lot of these airplanes are being parked. For the savvy buyer, the growing glut of parked RJs presents a rare opportunity to acquire a relatively new large-cabin jet at near-turboprop prices.

By the end of 2011, nearly 400 RJs were in storage in the U.S., many of them less than 10 years old. They included 62 BAE 146/Avros; 122 Bombardier CRJ100s, 200s and 900s; 36 Dornier/Fairchild 328Jets; 66 Fokker twinjets; and 93 Embraer ERJ 135/145s. American Airlines, the latest major carrier to file bankruptcy, could wind up parking a couple hundred more Embraers belonging to its American Eagle regional subsidiary.

Converting an RJ to executive service is a fairly straightforward proposition: Gut the 50-seat airliner-style interior, replace it with a plush VIP layout with seats for 12 to 20 and add auxiliary fuel tanks for 600 gallons or more of additional capacity, generally in the baggage hold. The entire process takes around six months.

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