Level III condition survey, records review and valuation of

Bombardier DHC-8-202
MSN: 432, Regn: 70-BBC

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Table of contents
1.0 Introduction 1
1.1 Objective 1
2.0 Executive summary 2
2.1 Aircraft physical condition key findings 2
2.2 Aircraft technical records and documentation review key findings 5
3.0 Inspection levels 7
4.0 Technical grading criteria 7
5.0 Aircraft history 8
6.0 Technical records review 9
6.1 Aircraft specification 9
6.2 Aircraft certification 9
6.3 Airframe status 10
6.4 Aircraft maintenance programme 10
6.5 Additional structural inspections 11
6.6 Airworthiness directive compliance 11
6.7 Significant accidents, incidents and repairs 11
6.8 Notable modifications 11
6.9 Storage details 11
6.10 Principal operating weights 12
6.11 Fuel data 12
6.12 ETOPS capability 12
6.13 Airstairs 12
6.14 Reduced vertical separation minima 12
7.0 Engine status 13
7.1 Main engines – lease assigned engine number one 13
7.2 Main engines – lease assigned engine number two 14
7.3 Auxiliary Power Unit (APU) 15
7.4 Propellers 15
8.0 Landing gears 16
9.0 Aircraft interior specification 17
9.1 Interior configuration / information 17
9.2 Galleys 18
9.3 Cargo compartments 18
10.0 Principal radio and avionics equipment 19
10.1 ATA chapter 22 - auto flight 19
10.2 ATA chapter 23 - communications 19
10.3 ATA chapter 31 - indicating and recording 19
10.4 ATA chapter 34 - navigation 19
11.0 Maintenance policies, practices and procedures 20
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12.0 Photographs - general 21

13.0 Photographs - observations, damage and repairs noted during the course of
this inspection 49
14.0 Glossary of terms 69
15.0 List of terms and abbreviations 75
15.1 Official bodies 75
16.0 McLarens Aviation inspection / valuation package options 76
17.0 Valuation 78
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1.0 Introduction
McLarens Aviation received instructions from Badr East African Airways Limited (Yemen Airways) on 31st
May 2018, to perform a Level III aircraft condition survey, technical records review and valuation of a
Bombardier DHC-8-202, registration, 70-BBC, manufacturer’s serial number (MSN) 432, operated at the
time of this inspection by Blue Bird Aviation.

1.1 Objective
The objective of a Level III report is to provide the client with an understanding of the aircraft’s physical
condition, technical records status and specification allowing a more accurate valuation figure to be
determined.
A Level III report would typically be appropriate for a financier / lessor assessing ongoing asset condition /
value or as the first stage in assessing an aircraft purchase (a complete description of the different
inspection levels are contained at the end of this report).
The physical inspection and records review were conducted by a Surveyor from the Risk and Asset
Management Department of McLarens Aviation. The valuations, market commentary and information
supplied from the Flight Fleets Analyzer and Flight Ascend Values Analyzer database were provided by
Flight Ascend Consultancy.

Aircraft status information contained herein is “as supplied” by the operator during the condition survey. Portions of
supplied data were verified, in order to gain confidence in the operator’s maintenance system, by means of sampling,
physical inspection and confirmation of hard copy records.

It is not the intent of this report to provide data for Airworthiness Agency transfer or to provide an aircraft acceptance
inspection.

"This report is intended for Badr East African Airways Limited only, and is valid for the date of issue only. This report has
been prepared solely for the purposes of Badr East African Airways Limited based on the information, circumstances and
purposes expressly imparted by Badr East African Airways Limited to McLarens Aviation. The use of such report after
delivery is in Badr East African Airways Limited’s knowledge only, and is their sole responsibility. McLarens aviation accepts
no duty or responsibility (including in negligence) to any party other than Badr East African Airways Limited and disclaims all
liability of any nature whatsoever to any such party in respect of this report."

Ian Cobb
Surveyor
McLarens Aviation
WBC 1, Newall Road, Middlesex, TW6 2AS, UK
Tel: + 44 (0)20 8897 1066
E-mail: ian.cobb@mclarens.com
This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 1 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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2.0 Executive summary

Aircraft Data Summary as at 20th July 2018
Type and Model: Bombardier DHC-8-202
Engine Type and Model: PWC PW 123D
Manufacturer’s Serial Number: 432
Year of Build: 1996
Current Registration: 70-BBC
Operator: Blue Bird Aviation
Configuration / Seats: 37 economy seats
Airframe Hours / Cycles: 31,660 / 39,424
Engine 1 - Hours / Cycles: 26,474 / 32,970
Engine 2 - Hours / Cycles: 28,543 / 35,482

2.1 Aircraft physical condition key findings

The physical inspection of the subject aircraft was carried out at Bole International Airport, Addis Ababa,
Ethiopia, on 18th July 2018. During the time of our inspection the airfield was subjected to heavy rain. The
key findings were:
o At the time of our inspection the aircraft was in storage.
o The aircraft was painted white to the fuselage, wings and tail. The lower fuselage was grey and the
operators logo was applied in blue to each side of the vertical stabiliser and the aft section of each
side of the fuselage. The paint finish was in average condition, displaying a dull finish. The following
observations were noted:
o Numerous exterior labels had faded and were illegible.
o The fuselage was wet with rain and was noted to be grimy.
o Minor paint damage was noted to the upper surface of the radome.
o The aircraft structure, where visible, was inspected for signs of damage and repairs. The following
observations were noted:
o As part of the storage programme blanking of probes and apertures had taken place,
however it was noted that much of this blanking was peeling from the aircraft.
o 2 repairs to the rear left fuselage were noted. They did appear to be recorded on the Dent
and Buckle file.
o The tail strike bumper was heavily damaged.
o The aircraft was noted to be parked over the designated perimeter road.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 2 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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o The landing gears and bays were inspected for damage, corrosion, leaks and wear. The following
observations were noted:
o The nose landing gear was encapsulated in storage protection and unavailable for
inspection.
o The landing gear was noted to be wet from the rainfall, however it appeared to be leak
free.
o The wheels and brakes of the main landing gear were encapsulated in storage protection
and unavailable for inspection.
o The engines were inspected externally for condition, security of components, leaks and signs of heat
distress. The following observations were noted:
o Due to the weather at the time of the inspection the engine cowlings were not opened.
o Both propellers were noted to be tethered.
o As part of the storage programme blanking of apertures had taken place.
o The wings and associated flight control surfaces were inspected from ground level, and were
considered to be in average condition. The following observations were noted:
o Due to the weather at the time of the inspection the wings were dripping with water. There
did not appear to be any fuel or oil leaks at the time of our inspection.
o There was bubbling and lifting noted to the left wing inner leading-edge de-icing boot.
o There was bubbling and lifting noted to the left wing outer leading-edge de-icing boot.
o As part of the storage programme blanking of apertures had taken place with rag.
o There was bubbling and lifting noted to the right wing outer leading-edge de-icing boot.
o The vertical and horizontal stabilisers and associated flight control surfaces were inspected from
ground level and were considered to be in average condition.
o The luggage compartment was inspected for defects and the following observation was noted:
o The luggage bay was being used for the storage of tooling and other equipment associated
with the aircraft storage activity.
o The flight deck trim, controls and instrument panels were inspected for condition, cleanliness and
security. The following observations were noted:
o The cover for the 3rd crew seat appeared to be non-standard material.
o There were the usual levels of wear in the flight deck.
o The co-pilots seat backrest and base covers were worn to their inner edge.
o The pilots seat backrest and base covers were worn to their inner edge.
o The pilots seat base cover was worn through on the right thigh support section.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 3 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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o The passenger cabin seating was configured for 37 passengers in a 4 abreast arrangement. The
following observations were noted:
o The in-arm meal table stowage’s were noted to be damaged.
o The seat back meal trays were noted to be dirty.
o Seat back meal tray tables were noted to be damaged and have peeling signage.
o The passenger cabin was in average condition. The following observations were noted:
o Overhead lockers exhibited usual levels of in-service damage.
o Mould was noted to cabin window seals.
o The roof trim panels above the cabin entrance were noted to be punctured.
o The safety equipment in the passenger cabin and flight deck appeared to conform to the approved
layout drawing and when sample checked, none was found to be within expiry dates.
o The galley and vestibule were inspected and were considered to be in average condition. The
following observations were noted:
o The galley was clean end appeared to be corrosion free.
o The forward wardrobe had minor levels of in-service wear.
o The cabin attendant seat base did not automatically retract when released from operation.
o The toilet was inspected and was considered to be in average condition. The following observation
was noted:
o The toilet compartment was clean and free of foul odours.
o The technical and cabin log books were not available for review. The operator explained that the
aircraft had been flown to Addis Ababa from Yemen ant the start of the war in March 2015. When
documentation had come to the end of its life it had been sent back to Yemen. The offices in Yemen
were unable to supply replacement documentation due to the difficulties in the war situation.
This 22-year-old aircraft was considered by McLarens Aviation to be in average physical condition, taking
into account its age and specification.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 4 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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2.2 Aircraft technical records and documentation review key findings

The key findings of the review were:
o The aircraft was not issued with a valid Certificate of Airworthiness; this expired on 10th February
2016. The aircraft was issued with a valid Certificate of Registration, being on the Yemeni register,
under the control of the Republic of Yemen Civil Aviation and Met. Authority.
o The technical records, as sampled by McLarens Aviation, were found to be written in English.
o We were advised by the operator that the main body of aircraft records were stored by the operator
at its Sanaa Airport head office in Yemen. Records in Addis Ababa were limited to the aircraft
certificates, some of the storage documentation and the engines and propellers log books. The data
in the log books was noted to be behind the utilisation provided in the operator’s status report. The
operator explained that the log books had not been updated with the most recent flying in 2015, and
that this was caused by the war. We requested data from the operator to validate that in the status
report, however this was not forthcoming, despite multiple requests.
o The log books relating to the engines, propellers and APU had been regularly updated with entries
until the cessation of flight operations. There were no entries made in the log books covering the
period of storage. As mentioned above, the data in the log books was noted to be behind the
utilisation provided in the operator’s status report. The operator explained that the log books had
not been updated with most recent flying in 2015, and that this was caused by the war.
o We were unable to view any computerised system for the management of aircraft technical records
management.
o The operator stored all archived records at its Sanaa Airport head office in Yemen. We did not review
these as art of this process.
o We were unable to determine any bespoke system used by the operator for the purpose of records
back up.
o In terms of Airworthiness Directives (ADs) and mandatory requirements, the operator did not
provide an AD status report. Consequently, we were unable to determine the AD compliance status.
o The operator did supply a copy of its Approved Maintenance Programme (AMP). The AMP was based
on Revision 6 of the MPD, dated June 2015. The operator did confirm that its subscription with
Bombardier for Technical Manuals had expired mid last year and had not been renewed, therefore,
there was no certainty that the AMP reflected the manufacturers recommendations or that the AMP
reflected the latest issue of the MPD. According to the AMP and the operator’s status report the
programme consisted of ‘A’ checks performed at 500 hour / 6 month intervals, ‘C’ checks performed
at 5,000 hour / 60 month intervals and heavy maintenance structural inspections performed at
40,000 cycle intervals. The AMP appeared to have no specific aircraft maintenance requirement for
periods of storage other than the following sentence in Chapter 1.4 “ The program is based on an
average annual airplane utilization rate of 2500 flight hours. Additional procedure maybe required
for period of non-operation of the aircraft, e.g. parking/storage/etc.”.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 5 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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o The next major structural inspection check is due in 38,543 cycles. The next ‘C’ check is on 10th
November 2016, so is 20 months overdue.
o The installed engines were operated at a thrust rating of 1,454 kW shaft power. The operator had no
maintenance support programme for the engines.
o Engine serial number 123335 was installed in the number 1 position. At the time of our review it was
noted that the first life limited parts (LLP) due for replacement were the HP turbine front cover, HP
turbine disc, interstage seal and the LP turbine disk which were due within 8,938 cycles. The
operator did not supply trend data for this engine for this engine, nor could the exhaust gas
temperature (EGT) margin be confirmed.
o Engine serial number 123315 was installed in the number2 position. At the time of our review it was
noted that the first life limited parts (LLP) due for replacement were the HP turbine front cover, HP
turbine rear cover, HP turbine disc, interstage seal and the LP turbine disk which were due within
5,003 cycles. The operator did not supply trend data for this engine for this engine, nor could the
exhaust gas temperature (EGT) margin be confirmed.
o There was no APU installed in the aircraft. We could find no evidence of the removal in the available
records, nor evidence of any approved modification action to authorise the removal. The operator
confirmed that the aircraft would be sold in this “No APU installed” condition.
o The nose landing gear had an overhaul interval of 30,000 cycles or 144 months. At the time of our
inspection, the nose landing gear on this aircraft was due for overhaul in May 2016, so was 26
months overdue.
o The main landing gears had overhaul intervals of 30,000 cycles or 180 months. At the time of our
inspection, the majority of components on the left main landing gear on this aircraft were due for
overhaul in 20,855 cycles or 8th May 2020 and the majority of components on the right main landing
gear were due for overhaul in 28,543 cycles or 22nd February 2024.
o The operator maintains a Dent and Buckle Chart, which was reviewed and showed usual levels of in
service damage and repairs. Due to the inclement weather a comparison of the Dent and Buckle
Chart and the aircraft was not performed. A review of the Dirty Finger Print (DFP) documentation
was not conducted during this review.
o In summary, during our review, the above discrepancies were noted and the information provided by
the operator was not able to be validated.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 6 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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3.0 Inspection levels

McLarens Aviation in association with Flight Ascend Consultancy offers six main levels of condition survey,
records review and valuation, although these can be tailored to individual customer needs such as
combining one of the packages with a review of the maintenance capability of the operator, future value
forecasts etc.
This report is a Level III report, an explanation of the different levels of inspection is attached as an
appendix to this report.

4.0 Technical grading criteria

The area of aircraft appraisal can have a number of potential problems not least of which is the subjective
nature of describing and classifying the current condition of a given aircraft.
Further ambiguities arise when, understandably, the recipient of a report now interprets terms according
to their own perspective and experience, often away from the technical context in which they were made.
To assist the client in gaining an accurate understanding of the aircraft condition, the following simple
grading system will be used where appropriate throughout the physical inspection. All assessments are
made against a hypothetical " typical " aircraft that perhaps operates in Europe or America as part of a
“Quality” Airline or Charter operation.
A " typical " aircraft is one that has the average number of hours and cycles, taken as a snap shot of the
world wide fleet at the exact time of the survey. To this is added the overall physical condition that would
be expected of this " typical " aircraft based on the thirty years’ experience of McLarens Aviation Survey
and valuation Team.
The summary and conclusions of the report will draw from the individual areas and condense them into a
final grade. The grades are as follows:

Term Criteria
Unacceptable Raises concerns in respect of airworthiness or passenger standards
In a condition below that expected of a " typical “ aircraft of the same type, age
Poor
and specification
The condition expected of a " typical “ aircraft of the same type, age and
Average
specification
In a condition above that expected of a " typical “ aircraft of the same type age
Good
and specification
Excellent In a renewed, refurbished, replaced or outstanding condition

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 7 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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5.0 Aircraft history

Review of the Flight Fleets Analyzer database shows the history of the subject aircraft to be:
Date Event Registration
th
15 June 1996 Order placed N992HA
th
4 June 1996 Delivered to Piedmont Airlines N992HA
th
15 March 2004 Parked N992HA
th
10 March 2006 Sub-Leased to Icaro Air HC-CFK
th
15 March 2009 Returned off lease HC-CFK
15th May 2009 Returned to operation with Latam Airlines, Columbia HK-4618
th
9 July 2013 Returned off lease and parked N992HA
th
27 August 2013 Leased to R1 Airlines C-GXIC
th
29 August 2013 Upgrade of minor variant C-GXIC
th
15 October 2013 Purchased off lease C-GXIC
th
15 November 2013 Purchased 70-BBC
31st March 2015* Parked 70-BBC
Note: *This date taken from the technical log page when the aircraft arrived in Addis Ababa

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 8 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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6.0 Technical records review

The following is assumed to be the specification of the above aircraft as at 20th July 2018, unless otherwise
stated.

6.1 Aircraft specification

Aircraft Specification
Manufacturer: Bombardier
Type and Model: DHC-8-202
Serial Number: 432
Date of Manufacture: June 1996
Current Registration: 70-BBC
Country of Registration: Republic of Yemen
Current Operator: Blue Bird Aviation
All Weather Operations: CAT 1

6.2 Aircraft certification

Certificate of Airworthiness
Issuing Authority: Republic of Yemen, Civil Aviation and Met Authority
Number: A-55
Last Validated: 11th February 2015
Expiry Date: 10th February 2016
Category: Transport (Passenger)

Airworthiness Review Certificate

Issuing Authority:
Number:
Not applicable to Yemeni registered aircraft
Last Validated:
Expiry Date:

Certificate of Registration
Issuing Authority: Republic of Yemen, Civil Aviation and Met Authority
Number: R-55
Date of Issue: 27th January 2014
Registered Owner: Blue Bird Aviation

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 9 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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Radio Licence
Republic of Yemen, Ministry of telecommunications and
Issuing Authority:
Information Technology
Number: R-13961
Date of Expiry 31st December 2015

Noise Certificate
Issuing Authority:
Number:
No noise certificate was available for review
Issue Date:
Compliance:

6.3 Airframe status

Airframe Status
Total Airframe Hours: 31,660
Total Cycles: 39,424
Current Average Daily Utilisation: -
Current Major Overhaul Facility: -

6.4 Aircraft maintenance programme

Aircraft Maintenance Programme
Airworthiness Authority Approval: AMP/CAMA/APPROVAL NO.03.2017
Check type Never exceed period Time at last check Next scheduled check due
Hours Hours Hours
Cycles Cycles Cycles
Calendar Calendar Calendar
500 hours * hours * hours
‘A’ Check
6 months 10th November 2014 10th May 2015
5,000 hours 28,702 hours 33,702 hours
‘C’ Check
60 months 10th November 2011 10th November 2016
‘Structural’ Check 40,000 cycles
MPD Structural Sampling The operator performs 100% sampling
Maintenance Provider -
* Note: The operator’s status report did not record the hours at the time of the last A check

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 10 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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6.5 Additional structural inspections

Additional Structural Inspections
Programme Type
Ageing Aircraft Programme:
Corrosion Prevention and Control Incorporated within the operator’s approved maintenance
Programme: programme.
Supplemental Structural Inspections:

6.6 Airworthiness directive compliance

Compliance with Airworthiness Directives (ADs)
Number
Open ADs:
Recurring ADs:
The operator’s status report stated that there were no open
ADs to be Terminated within 12 AD’s. We were unable to validate this statement.
Months:
Notes / Comments:

6.7 Significant accidents, incidents and repairs

Accidents / Incidents / Repairs
The Operator verbally stated that no accidents and or incidents
Number of Significant Accidents /
were noted on the aircraft. This was confirmed when reviewing
Incidents and Repairs:
the Ascend Fleets Analyzer database

6.8 Notable modifications

Notable Modifications
Installation of reinforced flight deck door
Notable Major or Value Significant Installation of Allied Signal KHF 950 HF communication system
Modifications: Installation of FDR expanded parameters
Installation of EGPWS

6.9 Storage details

Storage Details
March 2004 to December 2004
Period of Aircraft / Engines Storage: April 2009 to May 2009
31st March 2015 to current

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 11 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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6.10 Principal operating weights

Principal Operating Weights
Maximum taxi weight: 16,556 kg / 36,500 lb
Maximum take-off weight: 16,466 kg / 36,300 lb
Maximum landing weight: 15,650 kg / 34,500 lb
Maximum zero fuel weight: 14,515 kg / 32,000 lb
Basic weight:
There was no weigh report with the aircraft records
Last weighing:

6.11 Fuel data

Fuel Data
Fuel capacity: 2,574 kg / 5,678 lb
Auxiliary fuel: -

6.12 ETOPS capability

ETOPS Capability
ETOPS certificated:
The aircraft is not ETOPS capable
Number of minutes:

6.13 Airstairs
Airstairs
Airstairs Installed: Integral in entry door

6.14 Reduced vertical separation minima

RVSM Compliance
RVSM Compliance: No

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 12 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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7.0 Engine status

7.1 Main engines – lease assigned engine number one
Number One Engine (Lease Assigned Engine) as at 20th July 2018
Engine Manufacturer: Pratt and Whitney Canada
Engine Type and Model: PW 123D
Engine Serial Number: 123335
Engine Maintenance Programme: Condition Monitored
EGT Margin: The operator was unable to confirm
Location of Engine: 70-BBC, number 1 position
Engine Hours Since New: 26,474
Engine Cycles Since New: 32,970
Hours Since Last Shop Visit: 4,117
Cycles Since Last Shop Visit: 6,062
Last Shop Visit Date: The operator was unable to confirm
Last Shop Visit Workscope: The operator was unable to confirm
Cycles To Engine Limiter: 8,938
HP Turbine Front Cover, HP Turbine Disk, Interstage Seal,
Engine Cycles Limiter:
LP Turbine Disk
Engine Overhaul Facility: The operator was unable to confirm
Life limited parts Limit (cycles) Used cycles Remaining cycles
LP Impeller: 15,000 5,660 9,340
HP Impeller: 15,000 3,990 11,010
HP Turbine Front Cover: 15,000 6,062 8,938
HP Turbine Rear Cover: 15,000 4,744 10,256
HP Turbine Disk: 15,000 6,062 8,938
HP Turbine Blades: 15,000 306 14,694
Interstage Seal: 15,000 6,062 8,938
LP Turbine Disk: 15,000 6,062 8,938
Power Turbine Disk Stage 1: 30,000 6,062 23,938
Power Turbine Disk Stage 2: 30,000 6,062 23,938
Items highlighted are the lowest limiters next due for replacement.
Note: Data extracted from operator’s status report.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
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7.2 Main engines – lease assigned engine number two

Number Two Engine (Lease Assigned Engine) as at 20th July 2018
Engine Manufacturer: Pratt and Whitney Canada
Engine Type and Model: PW 123D
Engine Serial Number: 123315
Engine Maintenance Programme: Condition Monitored
EGT Margin: The operator was unable to confirm
Location of Engine: 70-BBC, number 2 position
Engine Hours Since New: 28,544
Engine Cycles Since New: 35,482
Hours Since Last Shop Visit: 3,827
Cycles Since Last Shop Visit: 5,525
Last Shop Visit Date: The operator was unable to confirm
Last Shop Visit Workscope: The operator was unable to confirm
Cycles to Engine Limiter: 5,003
HPT Cover, HPT Rear Cover, HPT Disk, Interstage Seal and
Engine Cycles Limiter:
LPT Disk
Engine Overhaul Facility: The operator was unable to confirm
Life limited parts Limit (cycles) Used cycles Remaining cycles
LP Impeller: 15,000 5,139 9,816
HP Impeller: 15,000 4,586 10,414
HP Turbine Front Cover: 15,000 9,997 5,003
HP Turbine Rear Cover: 15,000 9,997 5,003
HP Turbine Disk: 15,000 9,997 5,003
HP Turbine Blades: 15,000 0* 15,000*
Interstage Seal: 15,000 9,997 5,003
LP Turbine Disk: 15,000 9,997 5,003
Power Turbine Disk Stage 1: 30,000 5,525 24,475
Power Turbine Disk Stage 2: 30,000 5,525 24,475
Items highlighted are the lowest limiters next due for replacement
Note: Data extracted from operator’s status report.
Note: * We believe the operators status report to be incorrect and we believe that this should be 9,997
cycles used and 5,003 cycles remaining, similar to the HPT disk.

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7.3 Auxiliary Power Unit (APU)

Installed Auxiliary Power Unit (APU)
Manufacturer:
Type and Model:
Serial Number:
Total Hours Since New: No APU installed in the aircraft
Total Cycles Since New:
Maintenance Philosophy:
APU Overhaul Facility:

7.4 Propellers
Propellers
Manufacturer: Hamilton Sundstrand
Type and Model: 14SF-23
Current Overhaul Facility: -
Position Number One Number Two
Serial No: 533-23 107
Total Time Since New (Hours): - -
Time Between Overhauls 10,500 hours 10,500 hours
Hub – Time to Overhaul: 3,220 hours 3,220 hours
Blade 1 – Time to Overhaul: 9,669 hours 3,384 hours
Blade 2 – Time to Overhaul: 8,188 hours 9,184 hours
Blade 3 – Time to Overhaul: 6,411 hours 10,500 hours
Blade 4 – Time to Overhaul: 7,553 hours 6,754 hours
Actuator – Time to Overhaul: 961 hours 5,026 hours
Transfer Tube – Time to Overhaul: 3,220 hours 1,359 hours

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8.0 Landing gears

Landing Gears
Nose landing gear
Part number:
Serial number: The operator’s status report did not track the assembly details
Date installed:
The majority of the landing gear components were 34,472cycles
Time since new:
since new
Overhaul interval: 30,000 cycles / 144 months
The majority of the landing gear components were 26 months
Time remaining to overhaul:
overdue their overhaul
Life (scrap) limit: 60,000 cycles
Multiple lives were shown: The lowest LLP had 14,928 cycles
Time remaining to life (scrap) limit:
remaining; the highest had 50,677 cycles remaining
Main landing gear Left Right
Part number:
The operator’s status report did The operator’s status report did
Serial number:
not track the assembly details not track the assembly details
Date installed:
Multiple lives were shown: The Multiple lives were shown: The
lowest LLP had 1,482 cycles lowest LLP had 1,457 cycles
Time since new:
used since new; the highest had used since new; the highest had
38,293 cycles used since new 47,040 cycles used since new
Overhaul interval: 30,000 cycles / 180 months 30,000 cycles / 180 months
The majority of LLPs were The majority of LLPs were
shown due for overhaul on 8th shown due for overhaul on 22nd
Time remaining to overhaul: May 2020. The majority of February 2024. The majority of
these LLPs had 28,518 cycles these LLPs had 28,543 cycles
remaining to overhaul remaining to overhaul
Life (scrap) limit: 60,000 cycles 60,000 cycles
Multiple lives were shown: Multiple lives were shown:
These LLPs had multiple lives These LLPs had multiple lives
remaining; the lowest LLP had remaining; the lowest LLP had
Time remaining to life (scrap) limit:
21,707 cycles remaining; the 12,960 cycles remaining; the
highest had 58,518 cycles highest had 58,543 cycles
remaining remaining

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9.0 Aircraft interior specification

9.1 Interior configuration / information
Interior Configuration / Information
Passenger Seating
Total Seats Certificated: 40
Current Passenger Seating: 37
Present Configuration: F - J - Y 37
Seat
Model Colour
Manufacturer
First Class: - - -
Business Class: - - -
Tourist Class: BE Aerospace 910 Grey
Fire Blocking Standard: FAR 25.853(c)
Floor Proximity Lighting System: Electrical
Overhead Luggage Bins: Standard
Flight Deck
Total Seating Capacity: 3
Seating Provision: 3rd crew seal located behind captains and first officer’s seats
Cabin Attendants’ Seating
Quantity: 1
Type: Single
Location: Forward vestibule
Lavatories
Quantity: 1
Location: Forward
Smoke Detector Installed: No
Waste Bin Fire Extinguishers: Yes
Passenger Entertainment
First Business Economy
Cabin Boarding Music:
Video Entertainment System: No passenger entertainment system installed
Entertainment System Vendor:
Note: Data extracted from operator’s status report and the physical inspection.

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9.2 Galleys
Galley Provisions
Galley identification L1
Manufacturer: C & D Interiors
Cabin location: Forward
Equipment
Single oven: -
Double oven: -
Trolley stowage: 1 half cart
Catering box stowage: 3
Chiller cabinets: -
Beverage maker: -
Water boiler: 2
Hot cup: 1

9.3 Cargo compartments

Lower Compartments
Forward Aft Bulk
Door Size - Standard -
Handling - None -
Classification - Unable to determine -

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10.0 Principal radio and avionics equipment

10.1 ATA chapter 22 - auto flight
ATA Chapter 22-Auto Flight
Equipment Quantity Manufacturer Model or Part No.
Flight management guidance computer: 1 Honeywell DFZ800

10.2 ATA chapter 23 - communications

ATA Chapter 23-Communications
Equipment Quantity Manufacturer Model or Part No.
Emergency locator transmitter : 1 Centrum 4000
Cockpit voice recorder: 1 Honeywell 980-6020-001
VHF transceiver: 3 Collins VHF-22
HF transceiver: 1 Honeywell KHF 950

10.3 ATA chapter 31 - indicating and recording

ATA Chapter 31-Indicating And Recording
Equipment Quantity Manufacturer Model or Part No.
Flight data recorder: 1 Honeywell 980-4700

10.4 ATA chapter 34 - navigation

ATA Chapter 34-Navigation
Equipment Quantity Manufacturer Model or Part No.
ADF Receiver: 1 Collins ADF 60
ATC Transponder: 2 Collins TDR-94D
DME Interrogator: 2 Collins DME 42
EGPWS computer: 1 Honeywell Mk VII
Radio Altimeter: 1 Sperry AA 300
TCAS / T²CAS Computer: 1 Collins TTR-920
Weather Radar Transceiver: 1 Honeywell 800
Note: Data extracted from operator’s status and component reports

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11.0 Maintenance policies, practices and procedures

Programme Description Y/N Remarks
Every 4,000 hours, repeated every 1,500
Engine Borescope Inspection: Y
hours
Engine / Compressor on-Wing Wash: N -
Engine Oil Sampling: N -
Engine Pool Agreement: N -
Engine Maintenance Support Agreement: N -
APU Maintenance Support Agreement: N -
Fuel Tank Corrosion Programme: N -
Fuel Additives Used: N -
Policy On PMA Parts / DER Repairs: N -
Aircraft Winterisation Policy: N -
Aircraft Appearance Wash: N -
Reliability / Condition Analysis: Y Section 5 of the AMP refers
Maintenance Programme Review: Y Refer to AMP Approval Sheet
We were unable to confirm the extent of any
Computerised Technical Records: N computerisation of the aircraft technical
records

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12.0 Photographs - general

FORWARD LEFT QUARTER VIEW OF AIRCRAFT

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REAR LEFT QUARTER VIEW OF AIRCRAFT

FORWARD RIGHT QUARTER VIEW OF AIRCRAFT

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REAR RIGHT QUARTER VIEW OF AIRCRAFT

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VIEW OF FUSELAGE UNDERSIDE LOOKING FORWARD

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VIEW OF LEFT VERTICAL AND HORIZONTAL STABILISER

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VIEW OF RIGHT VERTICAL AND HORIZONTAL STABILISER

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GENERAL VIEW OF UNDERSIDE OF LEFT WING

VIEW OF LEFT WING LEADING EDGE

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VIEW OF LEFT WING TRAILING EDGE

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GENERAL VIEW OF UNDERSIDE OF RIGHT WING

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VIEW OF RIGHT WING LEADING EDGE

VIEW OF RIGHT WING TRAILING EDGE

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VIEW OF NOSE LANDING GEAR LOOKING AFT

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VIEW OF LEFT MAIN LANDING GEAR LOOKING AFT

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VIEW OF RIGHT MAIN LANDING GEAR LOOKING FORWARD

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GENERAL VIEW OF NUMBER ONE ENGINE

GENERAL VIEW OF NUMBER ONE ENGINE PROPELLER

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GENERAL VIEW OF NUMBER TWO ENGINE

GENERAL VIEW OF NUMBER TWO ENGINE INTAKE

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VIEW OF LUGGAGE COMPARTMENT LOOKING AFT

GENERAL VIEW OF FLIGHT DECK

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GENERAL VIEW OF CAPTAIN’S INSTRUMENTATION

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GENERAL VIEW OF CAPTAIN’S SEAT

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GENERAL VIEW OF FIRST OFFICER’S SEAT INSTRUMENTATION

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GENERAL VIEW OF FIRST OFFICER’S SEAT

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GENERAL VIEW FLIGHT DECK OVERHEAD PANEL

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GENERAL VIEW OF FLIGHT DECK PEDESTAL

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GENERAL VIEW OF CABIN LOOKING FORWARD

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GENERAL VIEW OF CABIN LOOKING AFT

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TYPICAL EXAMPLE OF ECONOMY SEATING

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VIEW OF CABIN ATTENDANTS’ SEATS

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GENERAL VIEW OF GALLEY

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GENERAL VIEW OF TOILET COMPARTMENT

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13.0 Photographs - observations, damage and repairs

noted during the course of this inspection

NUMEROUS EXTERIOR LABELS HAD FADED AND WERE ILLEGIBLE

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MINOR PAINT DAMAGE WAS NOTED TO THE UPPER SURFACE OF THE RADOME

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BLANKING OF PROBES AND APERTURES HAD TAKEN PLACE. HOWEVER IT WAS NOTED THAT MUCH OF THIS BLANKING WAS PEELING FROM THE
AIRCRAFT

BLANKING OF PROBES AND APERTURES HAD TAKEN PLACE. HOWEVER IT WAS NOTED THAT MUCH OF THIS BLANKING WAS PEELING FROM THE
AIRCRAFT
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BLANKING OF PROBES AND APERTURES HAD TAKEN PLACE, HOWEVER IT WAS NOTED
THAT MUCH OF THIS BLANKING WAS PEELING FROM THE

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BLANKING OF PROBES AND APERTURES HAD TAKEN PLACE,

HOWEVER IT WAS NOTED THAT MUCH OF THIS BLANKING WAS PEELING FROM THE AIRCRAFT

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2 REPAIRS TO THE REAR LEFT FUSELAGE WAS NOTED. THEY DID APPEAR TO BE RECORDED ON THE DENT AND BUCKLE FILE

THE TAIL STRIKE BUMPER WAS HEAVILY DAMAGED

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THE AIRCRAFT WAS NOTED TO BE PARKED OVER THE DESIGNATED PERIMETER ROAD

THE NOSE LANDING GEAR WAS ENCAPSULATED IN STORAGE PROTECTION AND UNAVAILABLE FOR INSPECTION

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THE WHEELS AND BRAKES OF THE MAIN LANDING GEAR WERE ENCAPSULATED
IN STORAGE PROTECTION AND UNAVAILABLE FOR INSPECTION

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AS PART OF THE STORAGE PROGRAMME BLANKING OF APERTURES HAD TAKEN PLACE

THERE WAS BUBBLING AND LIFTING NOTED TO THE LEFT WING INNER LEADING-EDGE DE-ICING BOOT

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THERE WAS BUBBLING AND LIFTING NOTED TO THE LEFT WING OUTER LEADING-EDGE DE-ICING BOOT

AS PART OF THE STORAGE PROGRAMME BLANKING OF APERTURES HAD TAKEN PLACE WITH RAG

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THERE WAS BUBBLING AND LIFTING NOTED TO THE RIGHT WING OUTER LEADING-EDGE DE-ICING BOOT

THE LUGGAGE BAY WAS BEING USED FOR THE STORAGE OF TOOLING AND OTHER EQUIPMENT ASSOCIATED
WITH THE AIRCRAFT STORAGE ACTIVITY

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THE COVER FOR THE 3RD CREW SEAT APPEARED TO BE NON-STANDARD MATERIAL

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THE PILOTS SEAT BACKREST AND BASE COVERS WERE WORN TO THEIR INNER EDGE

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THE CO-PILOTS SEAT BACKREST AND BASE COVERS WERE WORN TO THEIR INNER EDGE

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THE PILOTS SEAT BASE COVER WAS WORN THROUGH ON THE RIGHT THIGH SUPPORT SECTION

THE IN-ARM MEAL TABLE STOWAGE’S WERE NOTED TO BE DAMAGED

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THE SEAT BACK MEAL TRAYS WERE NOTED TO BE DIRTY

SEAT BACK MEAL TRAY TABLES WERE NOTED TO BE DAMAGED AND HAVE PEELING SIGNAGE

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OVERHEAD LOCKERS EXHIBITED USUAL LEVELS OF IN-SERVICE DAMAGE

MOULD WAS NOTED TO CABIN WINDOW SEALS

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THE ROOF TRIM PANELS ABOVE THE CABIN ENTRANCE WERE NOTED TO BE PUNCTURED

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THE FORWARD WARDROBE HAD MINOR LEVELS OF IN-SERVICE WEAR

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THE CABIN ATTENDANT SEAT BASE DID NOT AUTOMATICALLY RETRACT WHEN RELEASED FROM OPERATION

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14.0 Glossary of terms

The Airframe and Engine Log Books detail aircraft certification together with
details of the maintenance checks and inspections carried out on the aircraft.
Should an aircraft be sold to another operator then the technical records must
Aircraft Log Books:
be transferred with the aircraft. It is a generally recognised requirement that
all technical records must be retained for two years after the aircraft, engine
or propeller has been destroyed or permanently withdrawn from service
The aircraft flies with a Technical Log Book, where the captain can record the
time, date and place of take off and landing and any defects the aircraft may
have. He will also record details of the fuel and oil uplift. A copy of this
information is removed from the technical log on a daily basis and the
Aircraft Technical Log:
relevant information is copied into the logbooks. The information contained in
the Technical Log is essential to the operation of the Condition Monitored
Maintenance Programme as it gives an up to date account of the condition of
the aircraft
A mandatory regulatory notice issued by the airworthiness authorities
Airworthiness Directive
detailing a maintenance procedure affecting the aircraft’s continued
(AD):
airworthiness and safety
Auxiliary Power Unit. Usually providing air and electrical services for ground
APU:
use often positioned in the tail section of the aircraft
A Borescope is an instrument used for the visual inspection of an engine to
Borescope Inspection: determine the condition of the internal parts without having to dismantle
the engine or remove the engine from the airframe
The large cowlings surrounding the core of the engine of which the Thrust
‘C’ Ducts: Reverser is usually an integral part. The “C” is derived from the shape of the
two sections that enclose the engine
Hard Time
This is given to a component with a known wear out period and will be
expressed in the maintenance schedule in terms of calendar time, landings or
flying hours

On Condition
Component Life
This is a term given to a component that is inspected to determine the extent
Designations:
of deterioration, such as a tyre or brake

Condition Monitored
This is a system whereby the performance of the component is monitored and
experience is gained, analysed and interpreted to implement correction
procedures. Thereby increasing the time between removals

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This program is intended to inspect all primary structure as well as all items
Corrosion Prevention and that are susceptible to corrosion. In addition to which the CPCP will detail
Control Programme (CPCP): areas where an application of corrosion prevention / water displacement
compound is to be applied to the aircraft structure
The process by which a metal material or component breaks down and
Corrosion:
tends to revert to its natural element
Cycle / Landing / Flight: A completed take-off and landing sequence
A transfer or sign secured to an area of aircraft structure for the purpose of
Decal:
conveying information to the maintainer or operator of that aircraft
Any confirmed abnormal condition of an item whether or not this could
Defect:
eventually result in a failure
Detailed / Thorough
An intensive visual check of a specified detail, assembly or installation
Inspection:
The difference between the engines maximum allowed gas temperature
and the engines actual gas temperature. The ‘engine exhaust gas
EGT Margin: temperature’ (EGT) is the best indication of overall engine health. EGT
margin is the difference between actual EGT and maximum EGT. Maximum
EGT margin would be available on a freshly overhauled engine
Engine maintenance is planned to last from one shop visit to the next. An
airline will assess the life remaining on life limited parts when an engine
goes into the workshop and will manage time limited components to
coincide with shop visits. If an airline knows by experience that an engine
Engine Build Standard:
will last 10,000 hours between shop visits then it will make sure that the life
limited parts have at least 10,000 hours remaining after each shop visit.
The 10,000 hours would then be called ‘the build standard’. Different
airlines will have different build standards
An aircraft jet engine contains a number of life limited parts that must be
replaced or overhauled after a defined number of hours or cycles
regardless of whether the part has failed or shows signs of stress. Life
limited parts are sometimes called ‘hard time’ components. Their
replacement is costly. Therefore, as life limited parts they have a precise
value measured by their life remaining, they can get juggled around during
Engine Limiter:
shop visits.

Engines also contain on-condition components, which need to be replaced

only when they fail or when the overall engine performance falls below the
standard set by trend monitoring data. An engine ‘limiter’ is the single life
limited part with the least life remaining

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(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 70 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

In order to monitor the performance of an engine regular detailed

measurements are taken of the engine’s operating speed, temperature,
pressure, fuel flow and vibration levels. These measurements are then
Engine Trend Monitoring plotted on to a chart in order to identify deteriorating trends. By closely
Data: monitoring these trends it is possible to identify a potential problem with
the engine and rectify the problem before it becomes serious. From
monitoring the trend data it is also possible to accurately predict when an
engine should be removed for overhaul or HSI
Exhaust Gas Temperature The temperature of the engine exhaust gas temperature measured as the
(EGT): hot gases leave the turbine section of the engine
Fire Blocking: A furnishing fabric meeting specific requirements as a barrier to fire
Sampling inspections shall be accomplished on different aircraft in the fleet.
Fleet Sampling Inspection For example it may be the case that only 20% of the fleet may have a
Program (SIP): particular inspection performed. The results of these sample inspections
will determine whether the rest of the fleet requires further inspection
The movement of two surfaces or components relative to each other
Fretting: resulting in wear and damage, often evidenced by a black oil like substance
being the by-product of the surfaces breaking down
A visual check performed externally or internally from a distance
General / Surveillance
considered necessary to detect obvious unsatisfactory
Inspection:
conditions/discrepancies
The portion of the engine to the rear of the compressor where combustion
Hot Section Inspection
takes place and the engine turbines are located. The HSI is an inspection of
(HSI):
the turbine section of the engine. The turbine is a critical part of the engine
The area of fuselage into which the main and nose landing gear retract
during flight. Usually located in the lower fuselage section below the wings
Landing Gear Bay:
and under the flight deck, although can be an integral part of the engine
bay on some aircraft
Maintenance check descriptions will vary between operators and aircraft
Maintenance Checks: types. In general most or some of the following checks will be contained in
the operators AMS:
Transit Check
The Transit Check requires minor maintenance/servicing, and is intended to
assure continuous serviceability of a transiting aircraft. This check is
planned for use at an en-route stop and is basically a ‘walk-around’
inspection which requires a check of the aircraft interior and exterior for
obvious damage, leaks, proper operating equipment, security of
attachment, required servicing etc.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 71 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
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Daily Check
The Daily Check, more comprehensive than the Transit Check, is intended
for use at a route terminus. A Daily Check should be performed before the
first flight of the day. The Daily Check also requires the accomplishment of
all items contained in the Transit Check
‘A’-Check and Multiple ‘A’-Checks
The ‘A’-check is considered a primary inspection and is intended to disclose
the general condition of the aircraft
‘B’-Check and Multiple ‘B’-Checks
The ‘B’-check is considered an intermediate check which requires a more
extensive examination of the aircraft and usually requires the aircraft to be
placed in a hangar, which is equipped with adequate heating, lighting and
access equipment to allow a more thorough inspection of the aircraft to be
performed. The ‘B’-check will include selected operational checks, filter
servicing, lubrication and will require the opening of specific access doors
and panels. The ‘B’-check will usually contain the work required of the
lesser ‘A’-check
‘C’-Check and Multiple ‘C’-Checks
The ‘C’-check, like the ‘B’-check, is also a hangar check but requires a
greater depth of inspection throughout the aircraft. This task involves
selected system operation function checks and requires the removal of
access doors and panels etc, to facilitate the inspection. Performance of the
‘C’-check also requires the performance of the lesser checks.

‘D’-Check
The ‘D’-check would be considered a comprehensive overhaul of the
aircraft and will combine the aircraft structural inspection requirements
together with the environmental inspection tasks (corrosion prevention).
Performance of the ‘D’-check also requires the performance of the lesser
checks
Maintenance Programme The schedule defining the frequency and work to which an aircraft is
or Maintenance Schedule maintained. Generally tailored to each operator’s specific operation and
(AMS): approved by the operator’s local airworthiness authority
Maintenance Planning Defines the manufacturer’s recommended maintenance task requirements
Document (MPD): and frequencies. The MPD is tailored to each aircraft type

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 72 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

All aircraft are designed and built with a certain amount of ‘built in’
redundancy. A way in which an operator can avoid delays due to equipment
unserviceability is to operate an effective Minimum Equipment List (MEL).
Under the requirements of the Airworthiness Authority it is possible for an
airline to operate an aircraft with some degree of unserviceability. The
components the aircraft is not allowed to operate with in an unserviceable
Minimum Equipment List
condition are detailed in the Minimum Equipment List, this list will differ
(MEL):
between operators and is approved by the local Airworthiness Authority. The
repair or replacement of certain unserviceable components can therefore be
deferred to a time in the operation when parts or time are available. Only
components that are essential to the safe operation of the aircraft will appear
in the MEL. Most aircraft will operate with some unrepaired defects, these
defects are detailed as ‘hold open’ items or ‘deferred defects’
The period of elapsed time between which maintenance tasks and checks
Never Exceed Period (NEP):
must be performed. Detailed in the AMS and MPD
Original Equipment The manufacturer of components and parts used in the assembly of an
Manufacturer (OEM): aircraft, for example the engines and many of the avionic components
It is a failure preventive control programme, which requires items to be
removed from the aircraft, disassembled, inspected and tested before
Overhaul:
being installed back on an aircraft. The overhaul will restore a component
to ‘zero time’
Used synonymously with the word “decal”
Placard:

Aircraft are maintained in a continuous state of airworthiness by means of

scheduled and unscheduled maintenance. The scheduled maintenance
consists of services at designated time intervals and of varying work
content, component changes, scheduled inspections and modifications. The
unscheduled work consists of the corrective maintenance brought about as
a result of flight crew reported irregularities and maintenance inspection
Reliability and Control
findings.
Programme:
The Reliability and Control Programme is achieved by monitoring the
performance of the aircraft, its engines and systems. This in turn is achieved
by monitoring entries made by the flight crew into the aircraft Technical
Log, unscheduled maintenance, unscheduled component removals, and
aircraft technical delays
A leak where by the leak is sufficient to wet the surrounding area but not
Seepage:
severe enough to allow the liquid to form into a running path of fluid
Information issued by the manufacturer of an aircraft, engine or
Service Bulletin (SB): component that details maintenance procedures that will enhance the
safety or improve performance of the product

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 73 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

Small conductive rods approximately six inches in length that protrude from
the extremities of aircraft structure such as the wing tips, horizontal and
Static Discharge Wicks:
vertical stabilisers. The aim of which is to dissipate static electricity to the
surrounding atmosphere in the safest possible way
These are local areas of primary structure, which are judged by the
Structurally Significant
manufacturer to be of importance from a fatigue or corrosion vulnerability
Item (SSI):
standpoint
Supplemental Structural
These are additional structural inspections specified by the manufacturer
Inspection Programme
on particular candidate aircraft
(SSID):
Time on Wing: The time an engine remains in service installed on the aircraft
A visual check of the aircraft conducted from ground level to detect obvious
Walkaround Inspection:
discrepancies

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 74 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

15.0 List of terms and abbreviations

15.1 Official bodies
ATA Air Transport Association of America
CAA Civil Aviation Authority (UK)
EASA European Aviation Safety Agency
FAA Federal Aviation Administration
IATA International Air Transport Association
ICAO International Civil Aviation Organisation
ISO International Standards Organisation
JAA Joint Aviation Authorities
JAR Joint Airworthiness Requirements

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 75 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

16.0 McLarens Aviation inspection / valuation package

options
Level I - A Level I condition survey, records review and valuation, is the most detailed package of services
offered by McLarens Aviation and is typically carried out for the purposes of a high value / high risk aircraft
purchase or lease return. These assignments are very much performed and quoted for on a case-by-case
basis due to the multitude of factors that can influence the work required. For example: the age and
physical location of the aircraft, whether it is undergoing maintenance, whether engine boroscope
inspections or a test flight are required etc. The condition survey is best carried out whilst the aircraft is
undergoing heavy maintenance so maximising the access available. This would involve a visual inspection of
the whole aircraft including mapping skin damage, cross referencing repairs with the associated records
etc. The aircraft records review involves a total audit and physical verification of the records and associated
documentation, no sampling methods are used. The valuation is the most representative possible as it
incorporates detailed adjustments for physical condition in addition to specification, maintenance status
and market considerations.
Level II - The level II package provides a less detailed assessment of the aircraft and records, compared to a
Level I and so would typically be performed to gain a good understanding of the physical condition of the
aircraft and status of the technical records for ongoing assessment of a more high risk lessee or the basis
for deal negotiation. It is not designed to be an aircraft acceptance, or pre-purchase inspection in any
way. A good external and internal inspection is completed but without gaining access to areas such as
under floor structure. Access is limited to the opening of engine cowls, inspecting from the ground and
access steps where necessary. The records review does not cover the entire records but involves sampling a
number of different items within five key areas including Airworthiness Directive original certification and
structural repair documentation. A full ‘vertical’ audit is carried out of the samples to gain a better
understanding of the completeness and accuracy of the records. This Level II process still produces a highly
accurate valuation figure, adjusted for the various aspects highlighted in the survey.
Level III - The Level III package would typically be used to gain an accurate valuation figure and general
understanding of the aircraft’s condition and status of the records; typically for a Financier / Lessor
assessing ongoing asset condition / value or as the initial stage in an aircraft acquisition. The condition
survey is based on a walk around inspection of the aircraft to establish the general physical condition and is
often performed on the ramp between flights or during the night to minimise the impact on the operator.
The purpose of the technical records review is to establish their existence, validate the data being used for
the valuation calculations and gain an understanding of the how the records are currently being managed.
The records aspect is carried out on a sampling basis only and requires an aircraft data sheet to be
completed and returned prior to the visit.
Level IV – A Level IV produces a detailed valuation but is completed on a desk-top basis only and relies on
unverified data provided by the operator / owner as the basis of the calculations. This is the most
representative and accurate form of valuation where a physical inspection and records validation would not
be appropriate for any reason.
Level V - A level V service provides a guide to the value of an aircraft based on data drawn from the Flight
Fleets Analyzer and Flight Ascend Values Analyzer database, incorporating adjustments for specification
data where known (e.g. age, hours/cycles, MTOW, configuration).
This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 76 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

Level VI - A level VI service provides a guide only to the valuation based on generic data drawn from the
Flight Fleets Analyzer and Flight Ascend Values Analyzer database only. This would typically be used for
planning and assessing potential deals / purchases and may be the starting point for more in depth work.

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 77 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
mclarensaviation.com

17.0 Valuation

This report is for the private and confidential use of Badr East African Airways Limited, for whom the report is undertaken and should not be reproduced in whole or in
part or relied on by third parties for any use whatsoever without the express authority of McLarens Aviation. McLarens Aviation accepts no duty or responsibility
(including in negligence) to any party other than Client Name, (even where express authority has been given by McLarens Aviation enabling a third party to access and
use the report for purposes in their contemplation only) and disclaims all liability of any nature whatsoever to any such party in respect of this report
Badr East African Airways Limited/ARA.161131/IC/lw Page 78 Bombardier DHC8-202
20th July 2018 L3832 Regn: 70-BBC, MSN: 432
 ADJUSTED VALUATION
OF ONE BOMBARDIER DASH 8-200 AIRCRAFT, MSN 432

Flight Ascend Consultancy is pleased to provide its Current and Future Values as well as Lease
Rate opinions for the above captioned Bombardier DHC-8-202 (Dash 8-200) aircraft, currently
parked with operator Blue Bird Aviation.

Flight Ascend Consultancy‘s valuation of the aircraft takes into account the data supplied by
the McLarens Aviation Level III condition survey and records review report, Ref: “Badr East
African Airways Limited/ARA.161131/IC/lw”, dated 20th July 2018 regarding its identity,
specifications and maintenance status as well as data held in the Flight Ascend Aviation
Databases.

As per the McLarens Aviation report, the technical and cabin logbooks were not available for
review. The operator explained that the aircraft had been flown to Addis Ababa from Yemen
ant the start of the war in March 2015. When documentation had come to the end of its life, it
had been sent back to Yemen. The offices in Yemen were unable to supply replacement
documentation due to the difficulties in the war situation. Records in Addis Ababa were limited
to the aircraft certificates, some of the storage documentation and the engines and propellers
logbooks. The data in the logbooks was noted to be behind the utilisation provided in the
operator’s status report. The operator explained that the logbooks had not been updated with
the most recent flying in 2015, and that this was caused by the war.

Additionally, the aircraft was not issued with a valid Certificate of Airworthiness; this expired
on 10th February 2016. The aircraft was issued with a valid Certificate of Registration, being on
the Yemeni register, under the control of the Republic of Yemen Civil Aviation and Met.
Authority.

We have been advised by the client to assume that the aircraft is a typical example of its
type, model and age, is generally in good condition, with no damage history, and in
compliance with all Airworthiness Directives (ADs) and significant Service Bulletins (SBs). We
also assume it has a full and complete set of technical records and documentation available
in English.

Flight Ascend Consultancy has not undertaken a physical inspection of the subject aircraft in
relation to this assignment and no attempt has been made to verify the information provided,
which is therefore assumed correct.

Subject Aircraft – Identification

Type and Model: Bombardier DHC-8-202
Serial Number: 432
Registration: 7O-BBC
Current Operator: Blue Bird Aviation (currently in storage)
Aircraft Status: Parked at Addis-Ababa since March 2015
Year of Manufacture (First Flight): 1996
th
Date of Delivery (to Piedmont Airlines): 4 June 1996
Hours/Cycles as at 20th July 2018: 31,660 / 39,424

Flight Ascend Consultancy/217C309AE/DH/kw McLarens Aviation

10th August 2018 Page 4

Reliance restricted. This report is prepared for the benefit of the named client to whom it is addressed. Flight Ascend Consultancy
accepts no responsibility or liability to any other person in respect of this report and accordingly if such other persons choose to rely
upon any of its contents they do so at their own risk.
 Basic Specification – Weights and Engines
Maximum Take-Off Weight: 36,300lb
Fuel Capacity: 2,574 kg / 5,678lb
Engines: 2 x Pratt & Whitney Canada PW 123D
Auxiliary Power Unit: None
Interior Configuration: 37 Y
Exit Door Limit: 40 Y
Galleys: Forward
Lavatories: Forward (1)
Other Equipment: CVR, FMS, HF

DAMAGE HISTORY

As per the physical inspection report, it was noted that the trail strike bumper was heavily
damaged, however, no dent & buckle chart was available for viewing. This could suggest the
possibility of an incident on take-off or landing (tail strike / hard landing), which may have
caused further (unknown) structural damage.

Flight Ascend Consultancy was not provided any information regarding sustained damage and
associated repairs in relation to this assignment. On the assumption that the aircraft has been
repaired and returned to commercial service, no adjustment has been made to the values to
reflect the effect of this damage.

However, further investigation is recommended to fully understand if there is any damage - we

would therefore recommend further research and a full diminution of value report be carried
out to identify if any potential loss of value may have occurred to the aforementioned aircraft.

MAINTENANCE STATUS & PHYSICAL CONDITION

The client provided us with details of the subject aircraft’s maintenance status and this
information has been kept on file. Due to lack of records, partial data was supplied with
regard to the maintenance status of the following major components: airframe, landing gear,
engines, and propeller overhauls as well as engine life cycle fatigue parts (LCFPs).

Due to lack of aircraft records, the operator did supply a copy of its Approved Maintenance
Programme (AMP). The AMP was based on Revision 6 of the MPD, dated June 2015. The
operator did confirm that its subscription with Bombardier for Technical Manuals had expired
mid last year and had not been renewed, therefore, there was no certainty that the AMP
reflected the manufacturers recommendations or that the AMP reflected the latest issue of
the MPD.

We have therefore conducted maintenance adjustments as applicable for a particular aircraft

MPD of this type.

Flight Ascend Consultancy/217C309AE/DH/kw McLarens Aviation

10th August 2018 Page 5

Reliance restricted. This report is prepared for the benefit of the named client to whom it is addressed. Flight Ascend Consultancy
accepts no responsibility or liability to any other person in respect of this report and accordingly if such other persons choose to rely
upon any of its contents they do so at their own risk.
The aircraft has been in storage since March 2015. We would therefore recommend and
support a full C-check to bring the aircraft out of storage. This was also recommended within
the McLarens report and is something for which we have adjusted.

Furthermore, we have made a physical condition adjustment based on findings within the
inspection report – notably there are numerous examples of damage and repairs, with
incomplete dent & buckle report records.

MARKET COMMENTARY – BOMBARDIER DHC-8-100/200/300

Bombardier DHC-8-100/200/300 Market Outlook

Short-Term Market Outlook

• After a quiet end of year in 2017, the transactional market remains quiet with only one
sale in Q2 2018.
• The global reduction of mining and oil field activity in previous years contributed to the
weak demand for this type whose niche is poorly-paved airfields. However, demand may
recover if the oil price keeps climbing.
• The number of aircraft parked accelerated in 2017 and temporarily reached a total of
129 in Q2 2018 (up from 126 in Q1 2018). Currently, a total of 168 stored aircraft have
been reported to-date in Q3 2018. This number is expected to increase at a much lower
rate for the rest of 2018 when compared to the last 12 months.
• American Airlines has now retired all its Dash 8 aircraft following United and Delta that
have already phased all turboprops.
• High degree of family commonality and wide customer base – 365 aircraft in service
with 74 commercial operators distributed across many developing jurisdictions.
• It is an ideal hopper for missions in rugged terrain, steep approach airports, inter-island
flights and cold environments. The Q100 and Q200 high wings and tough landing gear
configuration deliver excellent airfield performance compared with other 30- to 40-seat
types, which is attractive in many fast-growing developing markets. The -300 retains
good field lengths but trades some performance for higher capacity.
• The flexibility of the Q Series has also resulted in it being adapted for a wide variety of
non-airline roles such as cargo service, medical evacuation, corporate transport, airlines
and navigation aid calibration, navigator training and maritime patrol.
• Part-out and retirement rates have increased but remain at low levels. There were only
four retirements in 2017 and eight are expected this year, by Q3 2018. Of the originally
670+ delivered Dash 8-100/200/300 aircraft, some 69% are still in various modes of
active service. Bombardier’s Extended Service Program (ESP) is proof of this trend.
• In 2016, Bombardier extended the ABACUS FLY programme agreement with Fokker
Technology. This programme improves the availability of Q100/200/300 components,
thus reducing operators’ repair and overhaul costs.

Flight Ascend Consultancy/217C309AE/DH/kw McLarens Aviation

10th August 2018 Page 6

Reliance restricted. This report is prepared for the benefit of the named client to whom it is addressed. Flight Ascend Consultancy
accepts no responsibility or liability to any other person in respect of this report and accordingly if such other persons choose to rely
upon any of its contents they do so at their own risk.
 • Voyageur Aviation, a division of Chorus, has designed a Freighter Conversion for the
Q100 aircraft and the first two aircraft are being leased by Wasaya Airways.
Medium and Long-Term Market Outlook

• Committed OEM support from Bombardier with ESP scheme available to extend aircraft
life to 120,000 cycles.
• There is interest in the market for the conversion of Q200s (with a smaller door than the
Q300s), once feedstock of the Q300 is reduced.
• With no new replacements on the horizon and no direct competitors currently in
production for the smaller types, the aircraft could have an operational life in excess of
30 years in several key markets. TRJet plans to restart Dornier 328 turboprop production
for delivery from 2019, marketed as the TRP328, although this programme has gone a
little quiet.
• The -300 is very competitive in the 50-seater market. The in-production ATR 42 and used
Fokker 50 are the nearest rivals, with the MA60 in production in China serving the
domestic market. Among its competitors, the Dash 8 is likely to be one of the types with
the longest longevity.
• Dash 8 has a rugged airframe and life extension programme that is market-leading in the
class for operations in underdeveloped regions. With above-average long-term growth
forecast in the South American, West African and Asian regional markets, the -
100/200/300 types are expected to have demand outstrip supply for years to come.
• Fokker Services’ new FLY for Dash 8 rate-per-flight-hour support programme further
enhances operational lifespan by offering life-cycle cost Mgmt.
• The type has experienced high exposure to the North American market. Recent trends,
however, see its market share growing in Asia, Africa and Europe.
Bombardier DHC-8-100/200/300 Market Activity

A summary of market activity in Q2 2018 shows:

Variant Net Orders Deliveries Sales Leases Lease Returns Cargo Conversions Retirements

100 N/A N/A 1 0 0 0 1

100F N/A N/A 0 0 0 N/A 0
200 N/A N/A 0 0 23 0 1
300 N/A N/A 0 2 1 0 0
300F N/A N/A 0 0 0 N/A 0
Total N/A N/A 1 2 24 0 2

Sales

During Q2 2018, we registered one sale:

Variant Vendor Buyer New Operator Transaction Qty.

100 Transportes Aereos Terrestres K Dawson and Associates K Dawson and Associates Purchased 1

Flight Ascend Consultancy/217C309AE/DH/kw McLarens Aviation

10th August 2018 Page 7

Reliance restricted. This report is prepared for the benefit of the named client to whom it is addressed. Flight Ascend Consultancy
accepts no responsibility or liability to any other person in respect of this report and accordingly if such other persons choose to rely
upon any of its contents they do so at their own risk.
 Leases

During Q2 2018, we registered two Bombardier DHC-8-300 dry-leases (sub-leases not

included):

Variant Lessee Lessor Transaction Qty.

300 Air Niugini Avmax Aircraft Leasing Leased in 1
300 Unconfirmed South African Airline Avmax Aircraft Leasing Leased in 1

Lease Returns

We observed the following lease returns for the Bombardier DHC-8-200/300 during Q2 2018:

Variant Lessee Manager Transaction Qty.

200 CommutAir Elix Aviation Capital Returned 11
200 Horizon Air Elix Aviation Capital Returned 11
200 LC Peru Avmax Aircraft Leasing Returned 1
300 Piedmont Airlines Elix Aviation Capital Returned 1

Known Scheduled Lease Expiries

We are aware of the following lease expiries for the Bombardier DHC-8-200/300 in the coming
six months (NB this data is based on original lease terms and some leases may already have
been extended):

Variant Lessee Manager Qty.

200 CommutAir Elix Aviation Capital 5
200 Horizon Air Elix Aviation Capital 5
300 LIAT JetFleet Mgmt. 1
300 PAL Airlines GECAS 1
300 Piedmont Airlines Elix Aviation Capital 10

Conversions

No freighter conversions were recorded for the Bombardier DHC-8-100/200/300 during Q2

2018.

Retirements

We observed the following retirements for the Bombardier DHC-8-100/200 during Q2 2018:

Variant Operator Manager Vintage Qty.

100 AAR Airlift AAR Airlift Group 1987 1
200 Link PNG Air Niugini 1997 1

Flight Ascend Consultancy/217C309AE/DH/kw McLarens Aviation

10th August 2018 Page 8

Reliance restricted. This report is prepared for the benefit of the named client to whom it is addressed. Flight Ascend Consultancy
accepts no responsibility or liability to any other person in respect of this report and accordingly if such other persons choose to rely
upon any of its contents they do so at their own risk.
 Future Activity

• Eight DHC-8-100s and one -300s are scheduled to be withdrawn from use in the next six
months.
• At least 20 Dash 8s are scheduled to return to service in the next six months.
• One DHC-8-300 scheduled to be purchased by JetFleet Management Corp.
Bombardier DHC-8-100/200/300 Storage

The number of stored aircraft is around 27% of the total fleet.

Bombardier DHC-8-100/200/300 Stored Fleet Development

140 30.0%
120 25.0%
100
20.0%
No Aircraft

80
15.0%
60
10.0%
40
20 5.0%
0 0.0%
2002 2004 2006 2008 2010 2012 2014 2016 Current
Stored Stored Fleet Share

Currently there are 132 aircraft in storage, including 58 DHC-8-100, 43 DHC-8-300, 27 DHC-8-
200, three DHC-8-100F and one DHC-8-300F. Of these, 19 are scheduled to return to service,
nine are scheduled to be retired, two are to be placed with new lessee(s) and one will be sold:

Variant Operator Manager Event Qty.

100 748 Air Services 748 Air Services To return/enter service 1
100 Avmax Aircraft Leasing Avmax Aircraft Leasing - 30
100 Avmax Aircraft Leasing Avmax Aircraft Leasing To be leased in 1
100 Avmax Aircraft Leasing Avmax Aircraft Leasing Sched. retirement 3
100 Blue Bird Aviation Blue Bird Aviation - 3
100 orate American Operator orate American Operator - 1
100 Dynamic Aviation Group Dynamic Aviation Group - 2
100 Dynamic Aviation Group Dynamic Aviation Group Sched. retirement 2
100 Dynamic Aviation Group Dynamic Aviation Group To return/enter service 2
100 Dynamic Aviation Group Dynamic Aviation Group To return/enter service 1
100 Elix Aviation Capital Elix Aviation Capital To be leased in 1
100 Jazz Air Canada - 6
100 Jazz Air Canada Sched. retirement 1
100 Jazz Air Canada To return/enter service 3
100 K Dawson and Associates K Dawson and Associates To return/enter service 1

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Variant Operator Manager Event Qty.
100F Avmax Aircraft Leasing Avmax Aircraft Leasing - 1
100F Wasaya Airways Voyageur Airways To return/enter service 2
200 Avmax Aircraft Leasing Avmax Aircraft Leasing - 1
200 Blue Bird Aviation Blue Bird Aviation - 1
200 Unconfirmed Kenyan Airline Avmax Aircraft Leasing To return/enter service 1
200 Avmax Aircraft Leasing Avmax Aircraft Leasing - 5
Govt. of Cross River State of
200 Govt. of Cross River State of Nigeria - 1
Nigeria
200 Avmax Aircraft Leasing Avmax Aircraft Leasing - 1
200 CommutAir Elix Aviation Capital - 5
200 Elix Aviation Capital Elix Aviation Capital - 11
200 Trans Nation Airways Trans Nation Airways To return/enter service 1
300 Avmax Aircraft Leasing Avmax Aircraft Leasing - 2
300 Bahamasair Aviaco Traders Int’l Sched. retirement 1
300 Bahamasair Bahamasair - 3
300 Bahamasair Bombardier Services Sched. retirement 1
300 Bombardier Capital Bombardier Capital - 1
300 Dash 8 OE-LIA Vermietungs Dash 8 OE-LIA Vermietungs - 1
300 Dynamic Aviation Group Dynamic Aviation Group To return/enter service 3
300 Dynamic AvLease Dynamic AvLease - 1
300 Elix Aviation Capital Elix Aviation Capital - 1
300 Inter Aero Castlelake To return/enter service 1
300 Jazz Compass Capital To return/enter service 1
300 JetFleet Mgmt. JetFleet Mgmt. Sched. purchase 1
300 LIAT JetFleet Mgmt. - 1
300 Petro Air Petro Air - 1
300 Piedmont Airlines Elix Aviation Capital - 10
300 Unconfirmed South African Airline Avmax Aircraft Leasing To return/enter service 1
300 Wings Air Wings Air - 1
300 Yakutia Airlines Castlelake To return/enter service 1
300F Air Inuit Air Inuit - 1
300 CommutAir CommutAir - 4
300 Global Principal Finance Company Global Principal Finance Company - 1
300 Sierra Nevada Sierra Nevada - 1
300 Avmax Aircraft Leasing Avmax Aircraft Leasing - 1
300 RAC - Ryukyu Air Commuter RAC - Ryukyu Air Commuter - 1
300 Regent Airways Regent Airways Sched. retirement 1
300 TopBrass Aviation TopBrass Aviation - 1
300 Unannounced Unannounced - 1

Bombardier DHC-8-100/200/300 Availability

We are aware of at least 50 DHC-8-100/200/300 aircraft being publicly marketed as available

for sale or lease, including 14 for sale and 36 for sale/lease.

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Bombardier DHC-8-100/200/300 Fleet Overview

There are 357 Dash 8 aircraft in service with 73 airline and non-airline operators, comprising
144 Q100s (including two combis and one freighter), 49 Q200s (including 46 passenger aircraft,
two quick-change freighters and one combi) and 160 Q300 aircraft (two. Of which, are
freighters).

Bombardier DHC-8-100/200/300 Fleet Development

600

500

400

300

200

100

0
1980 1983 1986 1989 1992 1995 1998 2001 2004 2007 2010 2013 2016

In Service On Order

Regional Distribution

Currently there are 334 Bombardier DHC-8-100/200/300 aircraft in service with airline
operators, including 123 aircraft with 14 carriers in North America, 98 aircraft with 15 carriers
in Asia-Pacific, 53 aircraft with seven carriers in Europe, 53 aircraft with 19 carriers in Africa,
four aircraft with two carriers in the Middle East and three aircraft with two carriers in Latin
America and the Caribbean.

Bombardier DHC-8-100/200/300 Fleet Distribution

(In Service)
Lat. Am &
Middle East Carib
1% 1%
Africa
16%
N. America
37%

Europe
16%

Asia-Pacific
29%

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Top Carrier and Operating Lessor Distribution

The main Bombardier DHC-8-100/200/300 carriers and operating lessors are presented in the
following tables:

Top 5 Bombardier DHC-8-100/200/300

Airline Operators Qty.
(In Service)
Jazz 41
Wideroe 31
Air Nelson 23
Eastern Australia Airlines 19
Air Creebec 16
TOTAL 130

Top 5 Bombardier DHC-8-100/200/300

Operating Lessors Qty.
(In Service)
Avmax Aircraft Leasing 34
Castlelake 12
MDT (UK) 5
SkyWorks Leasing 4
JetFleet Mgmt. 3
TOTAL 58

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VALUATIONS

As requested, we have provided our value opinions under the scenarios of Current Market
Value, Current Base Value and Future Values as well as Current Market Lease Rates and
Future Nominal Lease Rates. It is important that value definitions are understood by all
parties and that those values are always considered in conjunction with their definitions.

CURRENT MARKET VALUE

Flight Ascend Consultancy’s Current Market Value represents what the aircraft can best
achieve under today’s open market conditions. As part of our market valuation procedure, we
conducted a thorough review of recent market activity and known transaction data involving
the subject aircraft type. In addition, we took into account the perceived current demand for
the type, its availability on the market and the views of informed industry sources.

The value reflects what might be expected from the result of an “arm’s-length, single sale”
transaction, for cash or equivalent consideration, conducted in an orderly manner (within a
reasonable period of up to 12 months) between a willing buyer and willing seller, with the
aircraft free of any lease or charge. We also assume that the aircraft is free of any onerous
restrictions with respect to its ownership and title documentation.

In addition, Flight Ascend Consultancy took into account the age, specification, and accrued
hours and cycles of the subject aircraft for the Current Market “Half-Life” Value. The term
“Half-Life” refers to the airframe, engines, propellers, landing gear, APU and all major
components being half-way between major overhauls, inspections or performance
restorations as appropriate; with engine life cycle fatigue parts (LLPs) having 50% of their
certified lives remaining.

We were further instructed to provide our Market Value opinions under the “Full-Life”
scenario. The term “Full-Life” assumes that the airframe, engines, propellers, landing gear,
and all major components are either new or have just undergone a major overhaul, inspection
or performance restoration as appropriate; with engine LCFPs having 100% of their certified
lives remaining.

Furthermore, we also took into account the maintenance status of the subject aircraft, as
advised to us, and adjusted our “Half-Life” value accordingly to produce an Adjusted Current
Market Value.

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It is our opinion, therefore, based on these definitions and the information provided by the
client, that the subject aircraft has Current Market “Half-Life”, “Full-Life” and Adjusted Values,
“sight unseen”, in the order of:

Aircraft Type Bombardier DHC-8-202 (Dash 8-200)

MSN 432
Registration 7O-BBC
“Half-Life” US$4.18m
Current Market Value Adjusted US$3.73m
“Full-Life” US$6.10m

While each of the above values is provided as a single figure, do consider that the
determination of such values involves multiple variables and that some variation in the
perceived value must be expected.

BASE VALUE

The International Society of Transport Aircraft Trading (ISTAT) defines “Base Value” as follows:

Base Value is the appraiser’s opinion of the underlying economic value of an aircraft in an
open, unrestricted, stable market environment with a reasonable balance of supply and
demand, and assumes full consideration of its “highest and best use”. An aircraft’s Base Value
is founded on the historical trend of values and in the projection of value trends and presumes
an arm’s-length, cash transaction between willing, able and knowledgeable parties, acting
prudently, with an absence of duress, and with a reasonable period of time available for
marketing.

The “Base Value” most closely reflects the theory that the current value of an aircraft is a
function of its future earning potential. At Flight Ascend Consultancy, we believe that
historical market values reflect the expectations of an aircraft’s earning potential and
therefore need to be incorporated into any analysis of its future value. However, history
should always be used as a guide and not as a definitive rule; historical trends need to be
combined with the appraiser's perception of the current market as well as expected future
earning power and market developments.

In our opinion, therefore, the Current “Half-Life”, “Full-Life” and Adjusted Base Values of the
subject aircraft are:

Aircraft Type Bombardier DHC-8-202 (Dash 8-200)

MSN 432
Registration 7O-BBC
“Half-Life” US$3.54m
Current Base Value Adjusted US$3.09m
“Full-Life” US$6.10m

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FUTURE VALUES

In the following table, we have provided our opinion of the Future Values that may be
commanded by the subject aircraft on the dates listed and reflect the ISTAT Base Value, as
defined earlier, and the “Soft” Market Value, as defined below.

The “Soft” Market scenario is where the world's principal traffic generating regions are in the
middle of a recession or a period of economic stagnation, which historically have a negative
impact on aircraft values. This is when airlines experience low growth or even traffic
reductions, make losses, cut their fleets and staff or reduce fleet growth plans. The market
becomes imbalanced, with supply outstripping demand, resulting in more parked aircraft and
lower utilisation rates, which in turn, increase aircraft availability.

As part of our forecasting process, we reviewed historical market activity involving the subject
aircraft type. In particular, we statistically analysed transaction values in relation to the age of
the aircraft and the prevailing economic conditions – the key factor influencing demand for air
transportation.

Flight Ascend Consultancy critically reviews the results derived from statistical models. In
particular, we focus on expected developments in the industry which may further influence
aircraft values, such as fleet rollovers, new aircraft pricing policy (which is very aggressive and
impacts the values of aircraft already in the market), shifts in demand, airline strategies, and
new noise and environmental regulations.

Our Future Value forecast for the subject aircraft is as follows:

Bombardier DHC-8-202, MSN 432

Future “Half-Life” Values
YEAR ISTAT Base Value Soft Market Value
0% 2% 0% 2%
Current (2018) $3.54m - - -
2019 $3.31m $3.37m $2.48m $2.53m
2020 $3.09m $3.20m $2.32m $2.40m
2021 $2.89m $3.05m $2.17m $2.29m
2022 $2.69m $2.90m $2.02m $2.17m
2023 $2.51m $2.75m $1.88m $2.06m
2024 $2.35m $2.63m $1.76m $1.97m
2025 $2.19m $2.49m $1.64m $1.87m
2026 $2.04m $2.37m $1.53m $1.78m
2027 $1.90m $2.25m $1.43m $1.69m
2028 $1.79m $2.15m $1.34m $1.61m
2029 $1.66m $2.03m $1.24m $1.52m
2030 $1.55m $1.93m $1.16m $1.45m
2031 $1.44m $1.83m $1.08m $1.37m
2032 $1.34m $1.74m $1.00m $1.30m
2033 $1.25m $1.65m $0.94m $1.24m

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 Bombardier DHC-8-202, MSN 432
Future “Full-Life” Values
YEAR ISTAT Base Value Soft Market Value
0% 2% 0% 2%
Current (2018) $5.46m - - -
2019 $5.25m $5.35m $3.94m $4.01m
2020 $5.05m $5.25m $3.79m $3.93m
2021 $4.87m $5.16m $3.65m $3.87m
2022 $4.69m $5.06m $3.52m $3.80m
2023 $4.53m $4.98m $3.40m $3.74m
2024 $4.40m $4.93m $3.30m $3.69m
2025 $4.26m $4.86m $3.19m $3.65m
2026 $4.13m $4.81m $3.10m $3.60m
2027 $4.01m $4.76m $3.01m $3.57m
2028 $3.91m $4.73m $2.93m $3.55m
2029 $3.80m $4.69m $2.85m $3.52m
2030 $3.72m $4.68m $2.79m $3.51m
2031 $3.63m $4.66m $2.72m $3.49m
2032 $3.55m $4.65m $2.66m $3.49m
2033 $3.49m $4.65m $2.61m $3.49m

CURRENT MARKET LEASE RATES

When Flight Ascend Consultancy refers to operating lease rates, this is specifically a “net dry
operating lease” rate. One useful definition of an operating lease is as follows:

"The lease of an aircraft whereby the lessor takes all of the risks and rewards of ownership,
and the lessee takes all of the risks and rewards of operation."

By a “dry” lease, we mean that the lessor provides only the aircraft to the lessee, thereby
excluding the crew, maintenance and insurance provisioning, which would typically constitute
a wet lease. In return, the lessee pays the lessor a contracted sum (the lease rate) at specified
intervals over a given period (the lease term). In lease discussions, the payment interval is
usually per month or quarter, with lease terms of up to 12 years.

A “net” lease means that irrespective of other costs incurred – for example, the aircraft being
grounded, withholding tax etc. – the lessee pays the contracted amount to the lessor.

Therefore, a “net dry lease” is the provision of only the aircraft, with the lease rate payable
regardless of other costs incurred.

Fundamentally, the Lease Rate is a payment whereby a present value is amortised to a residual
value, at a certain discounted rate, over a certain term. The discounted rate should reflect the
risks faced by the lessor, principally: the credit-worthiness of the lessee, the interest rate
environment and the desired return of the lessor. However, the supply of and demand for the
asset at that point in time will also significantly affect the rate.

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Unless otherwise stated, the given Current Market Lease Rates reflect a fixed-rate 60-month
term.

The given Lease Rates do not include any provision for maintenance reserves.

Like Market Values, Market Lease Rates assume that both parties in the transaction are willing,
knowledgeable and acting at “arm’s length”.

It is Flight Ascend Consultancy’s opinion that the subject aircraft, given the assumptions,
currently command monthly Lease Rates in the order of:

Current Market Lease Rate

Type MSN Registration
Per Month
Bombardier DHC-8-202 432 7O-BBC US $55,000

FUTURE LEASE RATES

While we can observe and evaluate past and present transactions as well as market conditions
to provide an estimate of historical and Current Market Lease Rates, we use a different
methodology – the Lease Rate Factor (LRF) curve – to forecast lease rates.

The LRF curve methodology is derived from historical transactions that occurred in all previous
market conditions and is unlike “what-if” type analysis. However, do note that the LRF
methodology forecasts “average” Lease Rates for the “average” aircraft.

Lease Rate Factor Curve Methodology

Flight Ascend Consultancy has developed a series of Lease Rate Factor curves, which relate the
ratio of Market Lease Rate to Market Value with the age of the aircraft. These curves are
developed from historical transaction data and group together aircraft with similar “missions”.

When appropriate, we compare the specific aircraft type / variant or occasionally, individual
aircraft, with its Group curve and build in appropriate modifiers, which may include specific
fleets, specifications and other factors.

This resulting Lease Rate Factor Curve is used, in conjunction with our forecast Base Values, to
derive forecast lease rates.

Lease Rate Factor Assumptions

The term of the lease is 60 months, with fixed payments in advance.

Creditworthiness is debatable, given the poor investment grade standing of airlines. The
lessors often mitigate the risk of this creditworthiness with substantial deposits or guarantees
from stronger partners. Nevertheless, our opinions endeavour to reflect rates appropriate to
an airline that is viewed as being a “notch or two” below investment grade.

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Flight Ascend Consultancy’s Lease Rate forecasts assume a Base scenario – a stable market
environment with a reasonable balance of supply and demand – as it is not possible to
accurately forecast the prevailing market conditions at a future point in time.

When the market is “soft”, Flight Ascend Consultancy believes that the tendency is to go for
shorter-term deals, stepped or floating rates, with the lessor trying to avoid locking in “below
market deals”. Alternatively, the lessor could pursue longer-term deals with better credits.

In a strong market, some of the other factors that are used in determining lease rates may
change or become more important – such as new aircraft pricing, interest rates and airline
credit ratings etc. We have considered that in a strong market, those with good
creditworthiness may find themselves paying the lease rates that those with reasonable credit
ratings were paying under Base market conditions.

The given Lease Rates do not include any provision for maintenance reserves.

Based on the stated assumptions, it is our opinion that the subject aircraft may command
Future Nominal Lease Rates, in a Base scenario, in the order of:

Bombardier DHC-8-202, MSN 432

Future Monthly Nominal Base Lease Rates
YEAR
2018 US$65,000
2019 US$63,000
2020 US$61,000
2021 US$59,000
2022 US$57,000
2023 US$54,000
2024 US$51,000
2025 US$49,000
2026 US$47,000
2027 US$44,000
2028 US$42,000
2029 US$40,000
2030 US$38,000
2031 US$36,000
2032 US$35,000
2033 US$33,000

The above rates assume a Base scenario – the actual Market Lease Rates will depend on
economic and supply / demand conditions at each juncture. Although the Lease Rate Factor
could be applied to the soft / strong (best) future values as well, other factors may make this a
less realistic scenario.

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ECONOMIC AND FUEL PRICE ASSUMPTIONS

Economic Outlook

The economic development of the air transport industry and its associated assets is closely
correlated with global and regional GDP growth. GDP growth creates travel demand (both
business and leisure), which increases passenger trips and seat-miles flown. This increased
demand in turn drives airlines to increase capacity (supply), which implies a growing global
fleet.

The changing balance of supply and demand in each regional market ensures that differences
arise in the impact on values across the many aircraft types / variants. However, global
economic trends remain more relevant than regional economic trends for all commercial
aircraft types.

The US dollar is the benchmark currency used across the commercial aviation industry and
remains the global bellwether, making the US economy important in our consideration.

For Flight Ascend Consultancy’s Base Value forecasts, we have referred to the Economist
Intelligence Unit (EIU) GDP forecast and we have assumed an average global GDP growth rate
of 2.4% over the next twenty years.

Oil Prices Outlook

Crude oil price and more specifically jet fuel price have a major influence on airline operating
costs. However, for value movements, analysis indicates real economic growth remains the
more significant driver of aircraft values. The sensitivity of aircraft values to oil prices tends to
be higher for the older technology types, as well as the largest widebody aircraft operating on
longer routes.

Our research indicates that aircraft values are influenced more by the rate of change of oil
prices than by the absolute oil price. Flight Ascend Consultancy has referred to the
International Monetary Fund (IMF) oil price forecast to inform our oil price growth rate
assumption which is that crude prices will increase by 1.5% per annum in real terms over the
next 20 years.

Forecast Methodology

The Flight Ascend Consultancy Future Base Value model for commercial aircraft is based on
econometric regression, with the age, real economic growth, real fuel prices and position in
the production cycle explaining a significant proportion of market value movements.

In statistical terms, this approach is “robust” and is well suited to longer-term projections.

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The quantitative approach is balanced by a qualitative element which uses experience of the
“Flight Ascend Consultancy Values Review Board” and could focus upon such items as
specifications, engine choice, and legislative issues – essentially factors which can impact
values over and above macro considerations.

For aircraft types with no used sales history, we adopt an assimilation technique with
predecessor type’s residual values performances offering the most reliable guide, at least until
such time as the new aircraft has developed a statistically usable trading history.

SPECIFIC ASSUMPTIONS

• The airframe manufacturer or type certificate holder will continue to support the
aircraft effectively.
• The engine manufacturer will continue to support the engines effectively.
• The aircraft’s design and construction is such that, given typical utilisation and
reasonable care and attention, it will not incur undue maintenance and overhaul costs in
comparison with other aircraft of similar class and age.
• No new national legislation or other legislation will come into force, which could
adversely affect the aircraft and therefore its value, based on the operating
characteristics, age or other criteria.
• The aircraft under consideration is a typical airline example maintained in good
condition and used in typical operations with an average utilisation and sector length, as
might be expected for the class of aircraft.
• It is also assumed that the aircraft will not suffer any accidents, the result of which could
adversely affect its future value.

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