AvBuyer Magazine April 2016 by AvBuyer Ltd.

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AVBUYER April 2016

™

B U S I N E S S

A V I A T I O N

I N T E L L I G E N C E

THIS MONTH 2016 BOMBARDIER GLOBAL 6000 Learn more about this and our other exceptional aircraft on pages 32 - 33 and the back cover.

Aircraft Comparative Analysis – Citation CJ2/CJ2+ New Series – Business Aviation Market Insight Plane Sense on Cabin Connectivity www.AVBUYER.com

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Editor’s

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com

Welcome

Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)208391 6777 Editorial@avbuyer.com

Avoiding Political Temptations

olitics is everywhere. The US is in the midst of volatile primary contests to select the Republican and the Democratic candidates to represent their respective parties in the nation’s presidential election this fall. Citizens of the UK will vote this June whether or not to remain in the European Union. Throughout the globe—almost everywhere AvBuyer has a presence—political opinions and emotions are swirling around at high speed. It is tempting for AvBuyer or its many contributors to be drawn into that vortex. AvBuyer should not and will not be influenced by such dynamics. There is no place for politics per se within the pages and digital content of this publication. Where we have strayed unintentionally in the past, we will do better. AvBuyer’s Vision is to be the primus source of need-to-know intelligence for Business Aviation professionals—the men and women who seek the benefits of transportation using business aircraft or are engaged in providing goods and services to owners of business aircraft. We are committed to realize that Vision in all our editorial content. Our Mission is to address the questions and concerns of corporate decision-makers and entrepreneurs who are engaged in or considering the use of Business Aviation, as well as to provide relevant operational and management information to Flight Department leaders and staff. Our editorial content is focused on Business Aviation issues that are the most important and meaningful to our readers, whether they are engaged in transactions involving pre-owned or new aircraft, or are simply relying on AvBuyer to stay informed. The Values or Governing Principles of AvBuyer are clear: we will only publish what we believe is true, relevant and useful to AvBuyer

readers. We are dedicated to earning and keeping the trust of the thousands of Business Aviation professionals who seek the information contained within the pages of this magazine and also sent digitally via Internet and email. The measures of AvBuyer’s success are the trust you extend us and the value you receive from spending time absorbing the material we publish. Our agenda is straight forward— serving your informational needs.

In This Issue…

Along with Rolland Vincent’s regular Market Indicators summary, beginning p16, be sure to read Richard Emery II’s (Mente Group) market observations in our new Business Aviation Market Insight feature (p50), both of which form part of the BizAv Intelligence section this month. Within the Boardroom section of this issue, Rani Singh interviews Cody Diekroeger at Premier Bone & Joint Centre about how the company uses its fleet of King Airs to serve the needs of its patients better (p52) while Jessica Pownell continues her series on taking advantage of a strong dollar and global economies to import an aircraft into the US (p60). Specifically for the Flight Department, Ken Elliott, Dave Higdon and Brian Wilson offer some Plane Sense on Connectivity (beginning p68), while Cessna’s Citation CJ2 and CJ2+ feature in our Comparative Analysis. How will they compare against the Beechcraft Premier I/IA? Find out on p104. We trust that these choice picks and far more besides will serve your information needs within the Business Aviation arena. Jack Olcott - Editorial Director & Publisher AvBuyer Your source for Business Aviation Intelligence

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet.

AVBUYER MAGAZINE – April 2016

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BUSINESS AVIATION INTELLIGENCE

Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8391 6779 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0) 208391 6774 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)208391 6776 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)208391 6770 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)208391 6771 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, 1 Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055

Aircraft Index see Page 153

Swiss Excellence in Business Aviation

The largest privately-owned facility in the world offering VIP, private and corporate aviation services. Three Core Services: — Maintenance — Completion and Refurbishment — Charter / Aircraft Brokering AMAC Aerospace Switzerland AG Telephone + 4 1 58 310 31 31 Henric Petri -Strasse 35 info@amacaerospace.com 4051 Basel, Switzerland www.amacaerospace.com

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Editorial Focus 42

Dealer Broker Market Update:

Differences exist between age, size and

markets in early 2016, surmises Dave Higdon from used aircraft Dealer Broker discussions

High Flyer’s Interview: Chief Pilot Cody Diekroeger tells Rani Singh

how BizAv helps Premier Bone & Joint beat a

fractured transportation system in Wyoming…

76 From Connectivity to Entertainment: Aircraft Connectivity is no longer a novelty in BizAv, notes Brian Wilson. So how can you maximize passenger satisfaction?

104

Comparative Analysis – Citation CJ2/CJ2+: How does Cessna’s Citation CJ2/CJ2+ square up against the Beechcraft Premier I/IA? Find out here…

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

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April2016 Volume 20, Issue 4

Contents ❚ BizAv Intelligence

❚ Flight Department

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent

Aircraft Connectivity (Part 4): Ken Elliott continues a five-part series, this month with a review of onboard connectivity

US Flight Activity Trends & Analysis: In their JETNET >>KNOW MORE analysis, Mike Chase and Marj Rose assess current flight operations trends…

In Flight Connectivity for All: To what extent is big jet connectivity spreading down to small jets and turboprops? Dave Higdon explores…

Buying a Jet – Key Planning Tips: Fresh from accepting a new jet, Vice President for Aviation, Johnsonville, Andre Fodor highlights essential areas for planning a purchase…

Assessing Safety Risks: A 2014 accident report revealed lack of risk planning as a basic issue. What happened, and how can you safeguard your flight department?

Retail Price Guide: Turboprop price guide from The Aircraft Bluebook

Specifications: Turboprop performance and specifications comparisons

Pre-Owned Aircraft Sales Trends: With forecaster assessments all over the board, where will the market land next? Vref’s Fletcher Aldredge offers a snapshot… Business Aviation Market Insights: Discover Richard Emery, COO, Mente Group’s perspectives and thoughts on the BizAv Market

❚ Boardroom 56

Business Aviation Help is at Hand: David Wyndham highlights how to find value in, and work effectively with an Aviation Consultant

Tips for Importing a Jet (2 of 3): Attorney Jessica Pownell continues her discussion of contractual issues involved when importing an aircraft to the US registry…

BizAv’s Little Known, Little Used Coverage: Stuart Hope highlights what you may not have heard about lay-up insurance

❚ Community 142 BizAv Review: OEM Bites, Association News, Arrivals & Events

Next Month ❚ ❚ ❚

Aircraft Comparative Analysis – Embraer Legacy 650 Aircraft Lease 101 European BizAv Fleet Review

BUSINESS AVIATION INTELLIGENCE

Advertising Enquiries see Page 4

www.AVBUYER.com

April 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Business Aviation Market Summary

For many professionals involved in the buying or selling of business aircraft, the ‘topic du jour’ (or perhaps of the entire year) is that of aircraft residual values, notes Market Indicators Editor, Rollie Vincent…

Rollie Vincent is President of Rolland Vincent Associates. His aviation market analysis is second to none, and he is the creator/director of the JETNET iQ program. With a solid background in market research, economics and statistics, he has more than 30 years of experience in business, regional and international aviation, including positions with Bombardier, Cessna, Learjet, Flexjet, and ICAO. Contact him via rvincent@rollandvincent.com

AVBUYER MAGAZINE – April 2016

imply said, the ‘residual value’ of a particular aircraft is nothing more than the price that the market will bear to move an aircraft (happily) from one owner to the next in an unstressed exchange… Today, across virtually all product lines and brands, the prices are consistently falling from month-to-month, and from year-to-year. For those experienced enough to have ‘seen this movie before’, we know where this is headed – in an over-supplied marketplace like we have today, prices and available inventory will decline to the point where supply and demand ‘forces’ even out and the number of willing buyers and sellers reaches some sort of equilibrium. That is an almost magical point in time when prices rather miraculously stabilize, where the winds of change calm, and when we can all get back to the task of developing long-range strategic plans for our businesses. In our view, there’s nothing ‘residual’ about the value of an aircraft – there is only value. It is easy to forget that values that may appear diminished today can in fact be sustained – or even increased – over time. Don’t believe it? Just look at the current business turboprop market, where prices for Pilatus PC-12s, Cessna Caravans and other aircraft are maintaining their values years and years after initial factory delivery. More recently, market-leading models such as the Challenger 300 and Gulfstream G650 www.AVBUYER.com

commanded price premiums at or even above initial delivered prices for several years after entry in service.

Supply & Demand

For the many amongst you who may remember suffering through Economics 101, the laws of supply and demand are clearly hard at work in Business Aviation markets today. These forces are inevitably resulting in softened aircraft prices. It is already hard to imagine an industry without Embraer, Pilatus, or now even Honda. But 15-20 years ago, these OEMs were only just in the earliest stages of investing in BizAv. Compared to 20 years ago, the number of distinct new business jet models has almost doubled, while new jet deliveries more than doubled. Incumbent aircraft manufacturers are faced with the prospect of fighting for market share or opting to move aside (or often upwards) to grow revenues and margins. Twenty years ago, Cessna was advertising the Citation VII as an aircraft that “sets the pace others can only try to follow”. Well, try they did, and succeed they also did, with the ‘Magnificent VII’ able to muster less than 50 more deliveries until it was taken out of production in the Year 2000. Truth be told, Cessna’s Excel/XLS and eventually the Sovereign were as much responsible for the demise of the Citation VII as anything the competition created, but there was Aircraft Index see Page 153

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no doubt that enhanced competition – and the redefinition and replacement of ‘mid-size’ jets with those offering larger, stand-up cabins – was another factor at play. Prices for 20-year old traditional mid-size business jets – the Citation VII, Hawker 800, and Learjet 60 are relatively stable, hovering around $1.75m (about 16-18% of original asking prices), according to Vref. Similar vintage Pilatus PC-12s are also commanding about $1.75m retail prices, but these represent close to 70% of the aircraft’s original value. Is there a lesson to be learned here in today’s seemingly unstable pricing market? Popular and uniquely capable aircraft that offer unmatched or difficult-to-match mission capability (i.e. Falcon 900, Gulfstream G550, Challenger 300, Citation XLS, Phenom 300, King Air 350) are actually holding their long-term residual values fairly well, and above their peer groups.

The Survey Says…?

So, what appears to be holding back potential buyers from purchasing a business aircraft over the next 12 months? Not surprisingly, supply-anddemand forces are at the top of the list, at least according to aircraft owners and operators. In the Q4 2015 JETNET iQ Survey, which included a sample of more than 500 owner/operators worldwide: • •

•

22% indicated they simply do not need an additional aircraft at this time; ~21% expressed concern that purchase prices or trade-up costs are too high, or that they were experiencing difficulty trading their current aircraft at an acceptable price ~13% indicated that they are concerned about the uncertain economic and regulatory environment, a number that will likely rise significantly with the looming Brexit vote, and the US Presidential race.

2016 Outlook?

Four months into 2016, what’s the outlook for the year? As is apparent in a number of the following Market Indicator reports, overall aircraft utilization rates remain relatively sluggish, and inventory ‘For Sale’ has increased modestly as pre-owned transactions have slipped, ending 2015 down yearover-year. With the exception of Honda Aircraft, which is in

production rampup mode, most OEMs expect to ship about the same number of aircraft in 2016 as they did in 2015, with one exception…In response to intense competitive pressure, and a rapidly reducing backlog, Bombardier made the prudent decision to cut back 2016 production by 28% from it’s investorguided 210 shipments last year. This should begin to relieve some of the intense pressure to discount new production aircraft that has plagued LOOMING LARGE, THE PC-12 IS THE VERITABLE SWISS ROCK STAR – SUGGESTING IT MIGHT HAVE BEEN A GOOD IDEA the company and TO LINE UP AT EBACE2014 TO PUT MONEY DOWN ON AN ORDER POSITION FOR THE IN-DEVELOPMENT PC-24. the industry in the aftermath of the 2008 global financial crisis. Nevertheless, the impact of higher production rates than the market was prepared to sustain – and their impact on residual values - is not a problem that will be resolved quickly. With more OEMs and more models competing for the available market - about 700 new jet and 2,300 pre-owned jet deals in 2015 and probably about the same this year – selling prices will remain soft for the foreseeable future. We’re now expecting new business jet factory shipments to be modestly down year-over-year in 2016 to about 690 units, representing a market of about $20bn, with the US accounting for about twothirds of the total market activity. For the time being, at least, the headlines about industry ‘globalization’ will be overwritten by news reports highlighting lower residual values, higher US sales, and unpredictable US politics. ! MI www.rollandvincent.com

CHART A: Aircraft Purchase Inhibitors, Next 12 Months (Q4 2015 JETNET iQ Survey)

Advertising Enquiries see Page 4

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April 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

BizAv Activity Europe

GAMA 2015 Year-End Analysis – Updated Bombardier belatedly reported its year-end results to the General Aviation Manufacturers Association (GAMA), notes Mike Potts, allowing him to make a final assessment of the market for business jets for the year 2015… The Canadian jet maker had a strong Q4, delivering 64 business jets in the final three months of 2015, but that wasn’t strong enough to match the 78 units reported by Bombardier in Q4 2014. The final result pulled the whole industry down from what GAMA had reported in January, when they had to make do without the data from the industry’s largest jet manufacturer. In the revised numbers, business aircraft shipments totalled 2,331 units, down -5.0% from the 2,454 recorded in 2014. The jet market was essentially flat at 718 aircraft, down a mere -0.6% from 722 last year. This is somewhat below the 730 to 740 units we predicted for the 2015 jet market. Total billings were down 5.2% at $23.2bn for the year, compared with $24.5bn for 2014. While perhaps disappointing, 2015 was still the third best year for billings in the history of GAMA, topped only by 2014’s record total and the 2013 result when billings were $23.4bn. A little more than three years ago, in its annual Business Aviation Outlook issued in the autumn of 2012, Honeywell told us that ‘flat’ would be the new normal for a while. These three consecutive years of tightly grouped billings totals provide stark evidence of just how accurate Honeywell’s prediction has proven to be. If we weren’t comparing it with their results in 2015, the 64 units worth $2.3bn that Bombardier delivered in Q4 would look very good. For Q1-Q3 the Canadian company had reported 135 units worth $5.06bn – well ahead of the previous year’s performance of 126, valued at $4.9bn. Bombardier’s billings through three quarters of 2015 were strong enough to put it in second place in billings for the whole year, even if it had not delivered a single unit in Q4. As it turned out, Bombardier’s Q4 billings brought its total to $7.36bn but still left the company in second place behind Gulfstream ($8.2bn)

GLOBAL 6000

in spite of the fact that Bombardier’s Q4 total of $2.3bn represented approximately 10% of the total market for the entire year. These results are indicative of the degree to which business jet billings have come to dominate the market. Between the two OEMs, Gulfstream and Bombardier accounted for more than $15.57bn, fully 64.23% of the industry’s total billings. Looking at unit deliveries, Bombardier’s fourth quarter total represented 32.16% of the 199 aircraft it reported for the whole of 2015. In terms of market performance, this is a classic Q4 surge (historically 30-33% of aircraft sales come in Q4). For the year Bombardier’s deliveries were down 2.45% from the 204 recorded in 2014. This shortfall pulled the total jet market into negative numbers, effectively erasing the lone positive in GAMA’s preliminary report that showed jets up 1.6% as opposed to the -0.6% reduction we now know occurred. The good news is that we are now moving into the years when Honeywell and other forecasters project the market should start to pick up… MI www.gama.aero

There were 52,184 Business Aviation departures in Europe in February 2016 according to WINGX's latest Business Aviation Monitor. The figure represents 1,176 (2.3%) more departures than in February 2015. Relative growth was inflated by the Leap Year, but on a daily activity basis, flights in February declined by -1%. For the full month, there were gains in business jet, turboprop and piston fleet activity, with total flight hours up 4%. Business jet activity growth was strongest for AOC flights. YTD in 2016, business jet activity is down -1% on 2015. Departures from France, UK and Switzerland represented 42% of all activity, and in each of these countries there were at least 200 additional flights this month. YTD, activity in France lags by -2%, Switzerland is flat, and departures from UK are up 1.6%. The big decline came in Germany, which has 16% of total activity, and receded 3% this month - the equivalent of 263 flights. There were almost 200 fewer flights YOY in each of the other major declining markets, Russia and Turkey. Other countries with growth in flight activity this month included Spain (+3%), Netherlands (+6%), Norway (+8%), Czech Republic (+10%), Poland (+15%) and Sweden (+18%). Two of the Top 5, and 11 of the top 20 countries have YTD gains in activity so far in 2016. The CIS region generated most flights into Europe, but was -9% this month and is -11% this year. Flights from Europe to Africa were up 12% in February but still -10% YTD. “The welcome news of +2% growth in flight activity in February belies the underlying stagnation apparent if the YOY record takes account of the Leap Year effect,” summarizes Richard Koe, Managing Director of WingX. “All the same, there was substantial growth in February in a number of countries, notably in France, Switzerland, most of Scandinavia, and flights were up 11% in Eastern Europe.” MI www.wingx-advance.com !

BUSINESS AVIATION INTELLIGENCE

continued on page 22

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

Freestream April.qxp 23/03/2016 12:45 Page 1

2007/2009 Boeing BBJ

S/N: 36714 • Reg: VP-BFT • Make Offer • Into Service 2009 • Total Time Airframe: 2849 Hours • Landings: 741 • Fresh out of 6 year 2C check • Basic Operating Weight: 101,611 Lbs • Pat’s 6 Tanks, 5 aft, 1 fwd • Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium • 5 external cameras - EFB • 18 Passenger Interior/ Andrew Winch Design

1998 Boeing BBJ S/N: 29273 • Price reduced to $21,950,000 • Total Time Airframe: 3814.54 Hours • Landings: 938 • APU TT: 3552 • Delivered with a Fresh A2 Check • C1 check completed 2014 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network • 18 Place Interior • One Owner Since New

2014 Gulfstream G650 S/N: 6085 • Price $66,950,000 • Customized 15 Passenger Layout • Honeywell L5Z-860 Lighting System • Part 135 Certified • Enhanced Soundproofing • Secureplane 500 System • 7220 CabinView™ Passenger Flight Information System • 7720 Honeywell SwiftBroadband Data System • External Color Camera System • Forward Galley and Crew Rest • Honeywell INMARSAT Satellite Communications System

2015 Gulfstream G650 S/N: 6159 • Make Offer • Delivery hours only • Freestream Supervised Completion • Engines on Rolls Royce Corporate Care • Part 135 and EASA Validated • Enhanced Soundproofing • Honeywell SwiftBroadband Data System • ViaSat Ku-Band Broadband Data System • Forward Galley and Crew Rest • Available to View at Groton, CT (KGON)

FREESTREAM AIRCRAFT LIMITED

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New York +1 201 365 6080 aircarftsales@freestream.com

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2011 Gulfstream G450 S/N: 4211 • Total Time: 1040 hours • Total Landings: 541 • APU: 1535 hours 1515 cycles • Delivered with fresh Savannah 5C Inspection on US FAA register • Engines Enrolled on Rolls Royce Corporate Care • Honeywell HD-710 High Speed Data System (Swift Broadband Capable) • ADS-B • 14 passenger aft galley interior

2008 Gulfstream G550 S/N: 5176 • Price reduced • Total Time: 3483.5 hrs • Landings: 964 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Currently at Gulfstream Savannah • Delivered with Fresh 12/24/36/48/96 Month inspection on the N Register

2006/2007 Global Express XRS • S/N: 9223 • $23,950,000 • JSSI Tip-to-Tail has $2.4M • Total Time: 3658:07 hrs • Landings: 1177 • Engines on 100% JSSI • Enrolled on JSSI Tip-to-Tail • Triple FMS • FANS 1/A+ and RNP 4 • SBAS with LPV APRH • Batch 3 • ADS-B • Forward and Aft lavs • Fresh paint September 2015

2001 Falcon 900EX S/N: 87

• New Asking Price $10,950,000 • Aircraft to be delivered with engines on 100% JSSI • TTAF: 5652.40 • TTAC: 3079 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

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2009 Challenger 605 S/N: 5824 • Reg: N304KR • Price Reduced • Total Time: 1847 Hours • Landings: 762. TAPU: 1558 • Engines on GE OnPoint • Rockwell Collins Pro Line 21 • Dual FMC-6000 flight management system w/ 3DMAP and long range cruise • MNPS and RNP-5 navigation compliance • Aircell ATG 5000 Aircell GoGo Biz wifi • 11 Passenger Interior

2001 Learjet 45 S/N: 167 • Make Offer • AFTT: 6763 hours. Landings: 5403 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

2000 Eurocopter EC 135P2 • S/N: 0193 • Reg: ZK-HLH • $2,295,000 USD • Manufactured in 2000 and delivered in 2001 • TTAF • 527.4 • Very Low Time 2000 EC-135P2 • No Damage History • Pop-out Floats • Air Conditioning • Dual Controls

2009 Sikorsky S-76C++ S/N: 760757 • TTAF: 211.54 hours

• Lowest Time Pre-Owned S-76C++ On The Market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System • TRADE-IN WELCOME (rotary or fixed-wing)

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London +44 207 584 3800 sales@freestream.com

Hamilton, Bermuda +441 505 1062 sales@freestreambermuda.bm

Hong Kong +852 2724 5620 info@freestreamhongkong.com

New York +1 201 365 6080 aircarftsales@freestream.com

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

BizAv Activity - US & Canada February Business Aviation flight activity posted its normal Month-over-Month (MoM) seasonal decline, down a marginal -0.5% from January. Year-over-Year (YoY) flight activity indicates a twelfth consecutive increase, according to ARGUS... Results by operational category were mixed for the month, with Part 91 and Fractional operators finishing the period up 0.5% and 1.3% respectively from January. The Part 135 market recorded a monthly drop of -2.6%. Looking at the aircraft categories, the large cabin market posted the largest monthly increase from January, up 1.6%. The small and mid-size cabin markets posted slight increases of 0.4% and 0.7%, in that order. Turboprops rounded out the aircraft categories with a monthly drop of -3.2%. The largest monthly gain for an individual segment occurred in the fractional small cabin segment, up 7.4% from January.

Year-Over-Year

Reviewing YoY flight activity (February 2016 vs. February 2015); TRAQPak data indicate that February 2016 posted an increase of 6.9%, marking the twelfth straight YoY increase. (Note - the additional day due to leap-year helped bolster February’s increase. Adjusting to

February 2016 vs January 2016

February 2016 vs February 2015

account for the additional flight activity for the 29th, we saw a rise of 3.3%. Results by operational category saw significant increases across the board, led by the Part 91 market which posted an increase of 8.6%. The Part 135 market followed with an increase of 6.0% from February 2015. The Fractional market rebounded from a negative January to post a yearly increase of 2.4%. Flight activity by aircraft category was

Large-Cabin Squeeze Hits Values

UBS BizJet Market Index

Throughout 2015, the large-cabin and long-range business jet segment showed some serious signs of weakness, notes Flightglobal’s Ascend consultancy. This triggered a slump in the residual values of many established models in this niche sector.... Ascend highlights a 16% YoY decline in the market value of the Gulfstream G550, and a similar fall in value during the same period of the G450. “Models such as the G450 and G550 may meet the so-called [historical] ‘10% for sale metric’,” notes Ascend, “but they are plagued by high absolute numbers of aircraft for sale." Bombardier’s top-of-the-range Global 6000 and 5000 fared better in 2015, says Ascend’s senior consultant and newsletter author Daniel Hall, but “G650 prices took a 10% hit and the Dassault Falcon 7X values are down 9%, YoY.” A similar picture is emerging for 10-year-old, top-end jets. For example, a 2002-built Global Express, the first iteration of the Global 6000, would have been valued at $27.5m in 2012. Three years later, a comparable example was worth $18m. Likewise, the market value for a 10-year-old Embraer Legacy 600 has fallen by 40% over the same period, Hall reveals. MI www.ascendworldwide.com 22

AVBUYER MAGAZINE – April 2016

positive across the board as well, with turboprops leading the way, up 9.5%. The jet categories fared well with large cabin aircraft posting an increase of 7.5%, followed by small cabin aircraft (up 7.2%) and mid-size aircraft (up 3.7%). The largest year over year gain for an individual segment occurred in the fractional small cabin segment, which saw an increase of 12.8%. MI www.argus.aero

The latest Business Jet Market Index – tracking changes in market conditions through surveys of domestic and international brokers/dealers, manufacturers, fractional providers, financiers – was 11% lower than the previous survey, reaching a new postcrisis low, says UBS... Large-cabin jets showed the most weakness, followed by midsize jets and small-cabin jets. All index components declined. Inventory fell 21%, willingness to increase inventory declined 19%, the 12-month outlook fell 7%, and customer interest declined 4%. Customer interest remained strongest in North America, although it fell 13% from the previous survey and came through “barely positive”. All other regions of the world continue to indicate incrementally weaker conditions. About 65% of survey respondents cited weakness in emerging markets and currency devaluation as having a significant negative impact, while 73% highlighted large-cabin jets as being most affected. MI www.ubs.com !

The best aircraft for sale search

anywhere, everywhere on pc, smartphone and tablet.

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BUSINESS AVIATION INTELLIGENCE continued on page 26

Aircraft Index see Page 153

Eagle April.qxp 23/03/2016 12:57 Page 1

2861 Aviation Way, West Columbia, SC 29170 The Citation Specialist

2014 CITATION M2, S/N 525-0822

2009 CITATION CJ3, S/N 525B-0296

2007 CITATION CJ3, S/N 525B-0162

2002 CITATION CJ2, S/N 525A-0100

1982 CITATION I/SP, S/N 501-0242

2010 MERIDIAN, S/N 4697438

1982 CONQUEST I, S/N 425-0108

1978 CESSNA 421C, S/N 421C-0520

Phone International: (803) 822-5520 sales@eagle-aviation.com or visit www.eagle-aviation.com After hours contact Dennis Dabbs +1 803 822-5533 • Dan Hartley +1 803-822-5550 • Nicole Wright +1 803-822-5584 • Ralph Lacomba +1 803 822-5578

Aircraft Sales, Maintenance, Avionics, Paint & Interior, Executive Charter, 24/7 Line Service

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

BizAv Resales Underwhelm in 2015

Double Digit Decline, Says Rockwell

According to AMSTAT Resale Retail Transaction, activity in Q4 2015 was largely flat versus Q3, down versus Q4 2014 and below 20-year quarterly averages. Overall, global Resale Retail Transaction activity was down for 2015 versus 2014… Business Jets Resale Retail Transactions as a percentage of the active fleet were flat quarter-on-quarter (QoQ) at 2.5% (versus 2.6% in Q3), down YoY from 3.0% in Q4 2014 and below their 20 year quarterly average of 2.8%. In 2015, 9.8% of the Business Jet population turned over versus 10.8% in 2014. At the fixed wing segment, QoQ transaction performance was largely flat. On a YoY basis, the Medium Jet market performed the best with 10.8% of the fleet turning over in 2015. While down from 11.3% in 2014, this was the smallest decline in the fixed wing segments. By contrast 7.6% of the Heavy Jet fleet turned over in 2015 compared to 8.5% in 2014. Similarly, 10.4% of the Light Jet fleet turned over versus 12.0% in 2014. Turboprop Resale Retail Transactions were actually up quarter-on-quarter at 2.1% versus 1.9% in Q3, but down from 2.3% in Q4 2014. For 2015, Turboprop turnover was down at 7.7% versus 8.3% in 2014.

Rockwell Collins is forecasting a double digit decline in its corporate jet business this fiscal year as uncertainty in China, Russia and Brazil weighs on buyer confidence... Rockwell Collins Chairman, President and Chief Executive Kelly Ortberg told a Gulf News interview, “We’re expecting our Business Aviation production to be down for our equipment by over 10% this fiscal.” Ortberg did not say how this would affect revenue but said he believed production would stay at modest levels for “at least a year or so”. Until this year the global economic uncertainty had mostly affected sales of small-tomedium sized business jets, but Ortberg said it is now reverberating in the larger aircraft market. “We’ve seen that this year, large jet production has reduced on the back of the slowdown in China, the Russia situation as well as the economy in Brazil.” Apart from positive signs in North America, he does not see the market rebounding in the near-term. Nevertheless, with business jet owners becoming increasingly conservative with their spending there has been an upswing in Rockwell Collins’ corporate jet retrofit business upgrading aircraft with new avionics, adding inflight internet connection and new audio and visual systems. “We’re seeing that grow mid-tohigh single digits this year,” Ortberg concluded.

Upward Inventory Trend

The inventory of Business Jets for sale is currently up at 11.1% of the active fleet versus 10.7% a year ago and below the 20 Year Quarterly Average of 12.6%. Heavy Jets: Inventories were flat QoQ, but up YoY to 10.4% from 9.8%. Inventory for this segment is above its 20-Year Quarterly Average level of 10.2% and has been slowly increasing since early 2014. Average Asking Prices for Heavy Jets have been trending upwards since mid-2011 and were up +1.9% between Q3 and Q4 2015. Perhaps reflecting recent transaction softness and a rise in inventory levels, Heavy Jet Average Asking Prices fell YoY by -1.3%. Medium Jets: Inventories for Medium Jets were also up QoQ and YoY to 11.2% from 10.9% but remain below their 20 Year Quarterly Average. The Medium Jet inventory has been slowly increasing since early 2015. Average Asking Prices had a peak around the start of 2015 and then contracted through the year. Medium Jet Average Asking Prices are down -5.8% YoY. Light Jets: Inventories contracted QoQ, but were up YoY from 11.0% to 11.5%. They remain below their 20-Year Quarterly Average of 14.3%. Light Jet inventories have been slowly increasing since early 2015. Average Asking Prices for this category have been trending upwards since the start of 2015 and were up 11.2% YoY. Turboprops: Q4 2015 inventories were down over Q3 but up YoY to 8.2% from 7.6%, but these levels remain below this segment’s 20-Year Quarterly Average. Turboprop inventories have been slowly increasing since early 2015. Turboprop Average Asking Prices have been trending up since the start of 2015. Prices were up by 4.9% YoY. “We are concerned by the drop in transaction activity especially in those segments where 2015 represented the second consecutive year of contraction,” summarized Andrew Young, General Manager, AMSTAT. “The rising inventories are also of concern. While we know this is an uneven recovery and that some parts of the market are doing better than others, overall the market trends in 2015 were not as positive as those in 2014.” MI www.amstatcorp.com

MI www.rockwellcollins.com

continued on page 30

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

Hatt & Associates April.qxp_Layout 1 21/03/2016 15:37 Page 1

2002 Hawker 800XP

S/N: 258592. Reg: N892VR Total Time: 8,291.9 5,893 Landings

Engines: Honeywell TFE731-5BR-1H Enrolled on MSP Paint completed in November 2012

Eight (8) Passenger configuration featuring a forward four (4) place club arrangement

Unique in Experience, Global in Scope. 2009 Hawker 4000

S/N: RC-19. Reg: N163DK 1,448 Hours since New Block Point Inspections / Load 20 Mod-Output Completed Lump Inspection cw. Feb. 2016 Honeywell-Primus Avionics Suite

1998 Hawker 800XP S/N: 258393. Reg: N840TM 11,727 Hours since New Engines enrolled on MSP Aircell Wi-Fi Part 135 No Damage History

1-720-477-1204 hattaviation.com

2010 Beechcraft Premier 1A

S/N: RB-275. Reg: C-FTIU 1,488.3 Hours Since New XM Weather Artex C406-2 ELT w/ Nav Interface Collins ECH-5000 Electronic Charts Enrolled on TAP Blue

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Business Aircraft Financing World Tour The February edition of the CIT Business Aircraft Finance newsletter provided a ‘state of the industry’ evaluation for the major world markets. North America: By most estimates, North America still constitutes roughly two-thirds of the embedded business jet fleet. It appears that the US economy continues in slow-growth mode, and most industry observers cite corporations’ continued desire to refresh aging business jet fleets as a positive for our industry. Flight activity in the US is positive, but potentially decelerating. For the 12 months ended November 2015 flight activity was up 1.25% YoY, but growth seems to be near flat-line recently. For the three months ended November 2015, flight activity was up only 0.4% versus the prior year. Broader economic indicators are also “flashing yellow”: Rail car loadings in the US and Canada, a good gauge of overall economic activity were down 6% in 2015 and durable goods orders were also negative for 2015. CIT concludes that North America will “muddle along” with respect to both new and used business jet activity. The wild card to this conclusion is the 2016 presidential election: will potential buyers sit on their wallets waiting for the outcome? Europe: At about 13% of the world fleet, the Eurozone obviously has the potential to move the needle for our industry. Flight activity trends across Europe are a mixed bag: somewhat positive in the UK, France and Germany, and soft virtually everywhere else. This seems to track with projected economic growth too: The World Bank forecasts real GDP growth in the UK (2.4%), and at 1.7% for the rest of the Eurozone. Most of the demand for business jets emanates from the North, where economies

are relatively stronger. CIT concludes that Europe, like North America, will be a modest add to 2016 activity. Latin America: As a whole, Latin America constitutes about 8% of the total business jet fleet. The two major markets for business jets in Latin America are Mexico and Brazil. Both economies are facing currency headwinds that make business jets very expensive compared to historical norms. Compared to the USD, the Mexican Peso has declined about 25% in the past 12 months and the Brazilian Real has declined about 36%. With respect to economic growth, the World Bank forecasts 2.5% growth for Mexico and -2.8% for Brazil, where heavy taxes also weigh on the economics of purchasing jets. For the region as a whole, any contribution to industry activity with respect to new and used jets from Mexico will be more than offset by softness in Brazil. Middle East, Africa and India: Constituting a small percentage of total jets (probably about 2-3%), activity in the Gulf States in particular can “move the needle” with respect to super-mid and larger-cabin aircraft. Despite the large embedded wealth in the Middle East and many African states, we believe that geopolitical issues as well as budgetary concerns (caused by the steep drop in oil prices) will continue to weigh on confidence in this region, with negative effects for business jet demand. This region will struggle to be flat at best in 2016 Asia/Pacific: Moderation in the business jet market in China and the greater Asia/Pacific region as a whole should, in the long run, be constructive for the industry. In the short run, however, downshifting to a slower pace of new deliveries and used jet activity will cause stress. MI www.cit.com

Year-End 2015 Avionics Market Report Total worldwide Business and General Aviation avionics sales for the year amounted to more than $2.4 billion, a 4.4% decrease in sales compared to the previous year... Of the more than $2.4bn in sales in 2015, 50.9% ($1.2bn) came from forward-fit sales (avionics equipment installed by airframe manufacturers during original production). The forward-fit market accounted for 51.4% of total sales in 2014 and 54.1% of total sales in 2013. By contrast, the retrofit (avionics equipment installed after original production) market showed an increase in percentage of total sales for the third straight year, amounting to 49.1% in 2015, while the retrofit market accounted for 48.6% of total sales in 2014 and 45.9% of total sales in 2013. According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 64.2% of the 2015 sales volume occurred in North America and 35.8% took place internationally. "As noted earlier this year, the report showed some softness in sales during the first nine months of 2015, as sales were down 7.5% compared to the first nine months of 2014," said

AEA President Paula Derks. "However, that trend reversed itself during the fourth quarter, as sales topped $653m, a 7.2% increase from the $609m in sales during the last three months of 2014.” MI www.aea.net ! continued on page 34

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 34

YOUR FIRST CHOICE FOR PRE- OWNED

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Steady Demand for Civil Helicopters In its annual Turbine-Powered Civil Helicopter Purchasing Outlook, Honeywell expects 4,750-5,250 civilian-use helicopters will be delivered during 2015-2019. Overall, fiveyear demand for these aircraft remains steady versus the 2014 forecast… Honeywell’s forecast estimates the five-year share of demand from the US and Canada at 34 percent, up nearly eight points on stronger North American buying plans. When combined with Latin America, the Western Hemisphere represents 53% of the five-year global demand. Europe's share tallies 24%, with the Asia-Oceania region accounting for 14%, and Africa and the Middle East contributing 9%. Operators intending to purchase a helicopter within the next five years noted that the age of their current aircraft (which includes factors such as maintenance costs, performance erosion and safety concerns), contracted replacement cycle and warranty expiration were all key reasons for their decision. For those surveyed, make and model choices for their new aircraft are strongly influenced by range, cabin size, performance technology upgrades and brand experience. "Near-term demand appears stable despite a pullback in 2014 deliveries and ongoing concerns with the energy sector," said Mike Madsen, president, Defense and Space, Honeywell Aerospace. "Purchase interest for helicopters in the training, tourism, fire fighting and law enforcement categories is trending up, influenced by increased utilization rates and helicopter replacement cycles. Interest across these mission sectors is helping to sustain near-term demand. Looking ahead, several new platforms are scheduled to enter service over the next few years, also bolstering overall helicopter demand." MI www.honeywell.com

In-Service Aircraft Maintenance Condition & Price An Asset Insight analysis conducted on February 29th, 2016 covering 91 fixedwing models and 1,915 aircraft listed for sale (58 more aircraft since last month) revealed an “Excellent” Asset Quality… In addition, an improvement in aircraft Maintenance Exposure; a nominal Ask Price increase; and, Maintenance Exposure to Ask Price Ratio (“ETP Ratio”) improvement were recorded.

Asset Insight Quality Rating (AIQ Rating): The Asset Insight Quality Rating

improved 5.1 AI2 basis points to 5.356 (compared to last month’s 5.305), on the AIQ Rating scale of -2.5 to 10, achieving a new record best figure.

Maintenance Exposure (ATFE Value):

Maintenance Exposure (an aircraft’s accumulated maintenance financial exposure) improved by 2.0% over the past month, falling by $28k to $1.399m from $1.427m, and posting the best figure for the past 12 months. By aircraft group, the Asset Quality Rating and Maintenance Exposure figures were as follows: •

•

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AVBUYER MAGAZINE – April 2016

BUSINESS AVIATION INTELLIGENCE

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Large Jets: “Outstanding” asset quality – best among the all groups – and, at 5.525, posted this group’s best figure for the past 12 months. Maintenance Exposure improved by $56k, and achieved the group’s best 12-month figure. Medium Jets: “Excellent” asset quality at 5.326 (5.1 AI2 basis point better than last month’s figure and just below this group’s best 12-month rating of 5.327), placed the group in third place. Maintenance Exposure improved by $24k compared to last month, registering the group’s second consecutive 12-month low figure. Small Jets: Retained second place with “Excellent” asset quality at 5.378, a 6.7 AI2 basis point improvement over January’s figure. Maintenance Exposure improved by $13k to $740k, only $6k worse than the group’s 12month best figure of $734k. Turboprops: “Very Good” asset quality at 5.146, a 7.9 AI2 basis point improvement. Maintenance Exposure improved by $5k, and at $524k posted the group’s best 12-month figure. Aircraft Index see Page 153

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All# Turbines#

Exposure to Ask Price (ETP) Ratio

Spread in the ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask Price) widened slightly (by 2.5%), while the average ETP Ratio improved to 51.0% from last month’s 51.5%, due to Maintenance Exposure improvement across all groups and an Ask Price increase for all but Large Jets. Asset Insight considers any figure above 40% to represent excessive Asset Exposure in relation to Ask Price, and the industry average has continually exceeded the 40% level since March 2014. Large Jets: 1.5% improvement in ETP Ratio recorded at 33.4% versus last month’s 33.9% - the best ETP Ratio among all groups – along with a 0.6% average Ask Price decrease to $15.32m from $15.41m. With Asset Quality and Maintenance Exposure registering the group’s best figures for the past 12 months, we were disappointed to learn that values have continued to lose ground. While perhaps good news to some Buyers, this does not help those relying on the sale of an existing assets to acquire their next aircraft. Medium Jets: ETP Ratio was virtually unchanged (from 53.8% to 53.7%), and Ask Prices followed suit (from $3.57m to $3.58m). The surprise here is the negligible ETP Ratio improvement, given the group’s 12-month best Maintenance Exposure figure. Small Jets: Asset Quality was second best among all groups and Maintenance Exposure was near the group’s 12-month best figure. Additionally, Ask Prices (which have improved steadily during the past twelve months) increased 5.0% since January to post a record high figure for the Small Jets we track. However, the ETP Ratio improved only slightly during the past month (70.6% from 70.2%), and Small Jets continued to post the worst ETP Ratio among the four groups – a fact that is unlikely to change any time soon. Turboprops: ETP Ratio was second best among all sectors and, at 40.7%, posted the group’s best 12-month figure. Ask Price did not fare as well, falling 1.2% to $1.57m – slightly below the group’s 12-month average. With Maintenance Exposure posting another 12-month low figure, and Asset Quality registering above the group’s 12-month high, prospective Buyers should find this an opportune time to act.

Market Summary

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While one cannot escape the facts, it’s wise to keep things in perspective. For example, average Ask Price for the models tracked has decreased 7.4% during the past twelve months. However, during this same period, average Ask Prices for Small Jets and Turboprops increased 22.5% and 6.5%, respectively. Maintenance Exposure to Ask Price Ratio has been worse than 40% since March of 2014. Nevertheless, ETP Ratio has also improved an average of 16.9% over the past 12 months, with all groups posting significant improvement. Both Buyers and Sellers would be wise to focus on some other important facts. Asset Quality is the best we’ve ever measured, improving 1.8% over the past twelve months, with all groups contributing and Turboprops leading the way with a 4.0% increase. Average Maintenance Exposure has decreased 21.4% over the past year, with Small Jets improving 27.4%. These figures are real, and while Ask Prices may be lower than Sellers would like, they are simply following the laws of Supply & Demand – and the fate of depreciating assets. MI www.assetinsightinc.com ❚

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April 2016 – AVBUYER MAGAZINE

Avjet multi dps April.qxp_Layout 1 24/03/2016 12:54 Page 1

2006 Gulfstream G550 SN 5135

2002 Gulfstream G200 SN 68

2011 Gulfstream G450 SN 4229

2006 Gulfstream G550 SN 5106

1997 Gulfstream GV SN 516

2000 Falcon 900EX SN 68

Avjet multi dps April.qxp_Layout 1 24/03/2016 12:54 Page 2

1994 Falcon 50 SN 245

2011 Learjet 45XR SN 430

1999 CL 604 SN 5419

1999 Hawker 800XP SN 258428

2000 Boeing 757 SN 29306

2001 BBJ SN 32774

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BIZAV INTELLIGENCE â?&#x161; JETNET >>KNOW MORE

US Flight Activity Market Trends and Analysis In this JETNET >>KNOW MORE analysis Mike Chase and Marj Rose assess the current US Flight Operations market trends.

CHART A - TOTAL US BASED BUSINESS JETS FLIGHT OPERATIONS*

s we continue to be optimistic about the slow but steady recovery of the Business Aviation industry, we analyze the Total US Flight Operations to establish perspective on where the market is today compared to before and after the Great Recession. As illustrated in Chart A (left), the total US Flight Operations in 2015 increased by 49,000 (+1.2%) compared to 2014 at 4.285m over 4.236m. We can also see that US Flight Operations in 2015 matched the 2003 level exactly to the rounded value. As illustrated, there was a drop of 1.376m flights (28.5%) over the two-year period between 2007 and 2009. Since hitting the 2009 low point of 3.449m flights in 2009, there has been a steady increase in US operations to 2015. Nevertheless, the 4.285m 2015 flights recorded was still 11.2% below the peak level set in 2007.

Number of US BizJet Flights

The number of business jets in-operation in the US at year-end 2015 was 12,301, as shown in Chart B (left). That number has increased steadily since 2005 from 9,464. Interestingly, the percentage split between US and Non-US business jets in 2015 was 60% vs 40%, down from 71% vs 29% in 2005. The current US/NonUS fleet percentage has held steady since 2012. As shown by Chart A, however, the compounded annual percentage growth (CAGR) for US Flight Operations from 2009 to 2015 has increased at a 5.6% CAGR (4.285/3.449) compared to the fleet growth of 3.3% CAGR rate in Chart B. Interestingly, non-US fleet CAGR rates have exceeded the US in comparable periods by very significant percentage differences, pre-recession (2.7% vs 10.0%) and post-recession (3.3% vs 6.9%), per Chart B.

CHART B - BUSINESS JETS IN OPERATION US vs NON-US 2005 TO 2015

Number of US Business Jet Flights by Make

Table A (top, right) shows a selection of the most popular five business jet models grouped together under their respective Makes to compare the total number of US flights among them in 2015 versus 2014. The findings show the total number of flights in the selected groupings were down by -3.4% in 2015. Indeed, the top five Citation models showed the largest number of flights compared to those of the remaining selected Makes represented. Interestingly, Embraer and Global were the only two groups to show increases in the number of flights in 2015 compared with 2014.

Top 10 Models, US Flights

Table B (center, right) shows the Top 10 business jet models ranked by the number of US flights in 38

AVBUYER MAGAZINE â&#x20AC;&#x201C; April 2016

www.AVBUYER.com

Aircraft Index see Page 153

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2015, comparing them with 2014 activity. As depicted, the Challenger 300 and Citation CJ3 ranked first and second in 2015 and 2014 based on the number of operations, but in the comparison the number of 2015 flights decreased for both. In fact, only the Citation Excel and Gulfstream G550 had more flights in 2015 over 2014 within our Top 10, which experienced an overall decrease of over 14,558 (-4.1%) fewer flights in 2015 compared with 2014. In comparing the number of flights in 2015 vs 2014 by model, the majority are showing fewer flights. The Challenger 300 had the largest drop in the number of flights at -5,426 (-11.4%) in 2015 versus 2014, followed by the Citation CJ3 at -2,929 (-7.2%). Among the models with the biggest increases in flights during 2015 versus 2014 (although not all within the Top 10) were the Phenom 300 with an increase of 3,130 (+23.7% more flights); the Citation Excel (up 2,250); Gulfstream G450 (up 1,382); Global 6000 (up 1,173); and the Hawker 800A (up 1,073).

Cash vs Financed Transactions (New and Used)

Cash is still king in the US marketplace! Tables C (new jet transactions) and D (used jet transactions) show the number of financed vs cash transactions from 2005-2015. The percentage of cash purchases for new jets has remained in the 70% to 77% range from 2005 to 2015, although the number of transactions has ranged wildly between a low of 359 units (2013) to a high of 923 (2008). In 2015, the percentage is 74% cash transactions across a total of 424 transactions. The percentage of cash transactions in the used jets marketplace has risen from 51% in 2005 to as high as 76% and was at 72% in 2015. Note, the number of used financed and cash transactions are four times the number of new transactions (111 vs 490 financed; 313 vs 1,238 cash; and 424 vs 1,728 overall) in 2015.

Summary

As our industry evolves and the events of the Great Recession become more of a distant memory, the story of the market recovery continues. Flight operations are improving and are now back to 2003 levels. The share of business jets in operation in the US are back to 60% of the world fleet, but the CAGR growth rates before and after the recession remain higher outside the US. It may be a surprise to some that US business jet transactions continue with cash as the dominant method of payment, but we know many businesses today are cash rich and continue to record solid profits. We just hope that corporate success leads to more business jet transactions in the near future. In future issues, we’ll continue to explore US flight operations data to establish, for example, a breakdown by class (i.e. Heavy, Medium, Light, and VLJ) and determine which categories are growing in operations as we continue to move away from the Great Recession. Stay tuned… ❚ Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise. Contact them via mike@avbuyer.com or MRose@market-lift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com. Advertising Enquiries see Page 4

www.AVBUYER.com

April 2016 – AVBUYER MAGAZINE

Dealer Broker Market April16.qxp_Finance 22/03/2016 10:24 Page 1

BIZAV INTELLIGENCE ❚ BUYING & SELLING

Q1 Used Aircraft Market Summary

BizAv Sales Are Up and Down, But Not All-Around… The differences between age groups, aircraft sizes and markets make for a collage of images across the used aircraft sales scene, Dave Higdon surmises from recent discussions with dealers and brokers.

lthough the current overall used aircraft picture is neither consistent nor record-setting, make no mistake the numbers are trending some, depending on what you want to sell, buy or trade. Together the collective view of brokers, dealers and others engaged in aircraft transactions seems to point toward a market more static than dynamic, with spotty growth and sporadic weak spots – varying with region of the world and the state of the economy in those regions. 42

AVBUYER MAGAZINE – April 2016

It's Good to be Young

Pre-owned jet inventories began edging upward at the turn of the year, slowly, progressively increasing as January turned to February and through to March. Depending on the source, the percentage of pre-owned business jets ‘For Sale’ is up in the 10-12% range – and varies somewhat with age. But on the whole, inventory numbers remain relatively low compared to the historical average of around 13%-plus. Age-wise, inventory of business jets between 6-10 years leaped nearly 20% during 2015, pushing the total higher than the peak-of-

www.AVBUYER.com

Aircraft Index see Page 153

Dealer Broker Market April16.qxp_Finance 22/03/2016 09:43 Page 2

to add both jobs and workers, and wage gains continue to be more tepid than robust. Corporate profits remain solid for the most part, all in the face of a bruising presidential-election year that's showing small gains in business aircraft use and travel. Interest rates remain on the low side, while commanding attractive returns thanks to low federal funds and overnight loan rates. And mirroring what remains a competitive mortgage industry, aircraft finance remains available with competitive terms even for older business turbine aircraft. The result: Less-than-robust sales rates, at prices straddling the wire between buyer's and seller's markets.

ADS-B Impact?

recession set in 2009. Jets five years and newer also continue to edge upward, leaving some market observers wondering whether the bonus depreciation available in recent years might be trumping the normal depreciation-driven ownership average. According to UBS the young-aircraft markets vary by global region, with the US seeing the smallest percentage, but higher percentages in Asia and Europe.

Economic Influences Ebb and Flow

Of all the economies of the world, the US appears objectively the strongest-growing in a world otherwise struggling to break out of a pattern of less-than-robust gains. With China's overheated growth cooling, the ripples traveling outward weaken with distance to the point of little disruption. The US economy continues to grow slowly. Its economy continues Advertising Enquiries see Page 4

One broker in the Midwest believes some potential transactions await resolution of the aircraft's need to equip with ADS-B Out by 2020. “With ADS-B solutions finally beginning to trickle in for the business turbine fleet,” he explained, “we have a couple of prospects who put their search on hold until they know they can upgrade with something that meets with FAA approval.” At present, he said, even some relatively latemodel business jets and turboprops are still without an approved solution. It may help, he conceded, that an early March memorandum from the FAA should encourage the development of a first solution for older airframes. “The memorandum signaled the FAA's willingness to apply a prior approval directly to other applicable aircraft using the same equipment,” he explained. “Before that memo, every individual aircraft faced the prospect of needing its own approval before the FAA would accept it as compliant.” But at the end of the day, it is need that drives most business aircraft purchases, and operators are “making do with what they've got”, to coin the phrase of a Northeastern dealer… “The drop in fuel prices removed some incentive to move into a jet with greater fuel efficiency, and with most other elements equal – range, payload, panel and cabin amenities – the benefits of a renewed depreciation schedule aren't always enough to be an incentive. “One customer didn't use the accelerated depreciation available the last time they upgraded their aircraft,” the dealer added, “so depreciation’s not the incentive for them that it is for others (and there are plenty of others ready to tap that benefit). Just not this client – at least not until the engines come due for overhaul…Then someone will get a deal!”

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

“The result: Less-thanrobust sales rates, at prices straddling the wire between buyer's and seller's markets.”

Where Size Matters...

The Pacific-Rim region soaked up large and medium-size jets at a healthy rate until the www.AVBUYER.com

! April 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE ❚ BUYING & SELLING

“All other needs being met, saving money is important – particularly for operators who seldom take a trip longer than 90 minutes.”

Chinese market started cooling. Some ripple effect spread through the region, but the markets remain viable for pre-owned medium-cabin aircraft at the upper end of the range. Light jets have also held some interest in the region, according to brokers on the West Coast. In more mature business aircraft markets the large jets so popular during and after the Great Recession continue to suffer from reduced interest, the Northeast dealer noted. “Where smaller aircraft meet the dominant needs of an operator, costs help push the prospect over the finish line,” he said. “All other needs being met, saving money is important – particularly for operators who seldom take a trip longer than 90 minutes.” The slowdown in some quarters hasn’t contributed to price deterioration, just as higher demand in others hasn't served to push up asking prices. Time on market increased slightly, said several of the brokers and dealers sampled. But the times aircraft are sitting still remain well below those recorded at the peak of the recession.

Modest Growth, Stable Enthusiasm

A dealer in the Southeastern US noted that some of his prospects register their uncertainty about the direction of the country. “Business metrics aside they moan about the lousy economy – but none of them are cutting back, bailing out or moving elsewhere,” the dealer noted. “Conversation reveals the source of their economic anxieties.” The Southeast dealer and a Midwest broker also discussed clients who are upbeat about the future, making plans to invest in business

AVBUYER MAGAZINE – April 2016

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expansion as the economy continues to add jobs and increase incomes. “They're swimming ahead of their competition while others tread water worried about stuff out of their control,” the Midwest broker added.

Stability Wins Out

Early in 2016 the markets reacted negatively to fears of an imminent recession...or another middle-east war....or troubles with North Korea...or whatever. But while the markets took significant hits in the early weeks of the year, businesses continued to produce and sell goods, face demand growth and hire more people. Multiple months of steady job growth ultimately undercuts those recession fears. Except for those businesses and regions where the hit to crude oil prices had an early effect, the economy overall remains a growth engine, running neither too hot nor too cold. Could it be better in Business Aviation sales? “When do we ever say, 'It can't get better' in this business,” quipped a Southwest broker. “Of course it could. But going forward always beats sliding backward, and if the way forward doesn't make your ears pop from the climb, well, that's just fine. It beats having your ear drums ache from a plunge that's too steep.” Our Midwestern broker concluded that, having finished 2015 out with a rush of closings, “as always things slack off a bit in Q1 of a New Year. But judging by the calls we're getting, it's not hard to see this year closing out in a stronger position than last – and that isn't bad!” Time - and three more quarters - will tell! Stay tuned… ❚

Aircraft Index see Page 153

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803.822.4114 member of

South Carolina (CAE) Colorado (GJT) • Texas

Aircraft Sales & Acquisitions

AIRCRAFT@BELLAVIATION.COM

2001 Falcon 2000 • 2000-128

2003 Falcon 900C • 197

1996 Citation Jet • 525-0170

2000 Citation CJ2 • 525A-0007

1991 Learjet 31ER • 31-033

1984 Westwind 1 • 411

803.822.4114 member of

South Carolina (CAE) Colorado (GJT) • Texas

Aircraft Sales & Acquisitions

AIRCRAFT@BELLAVIATION.COM

1983 King Air F90-1 • LA-205

1979 King Air A100 • B-244

1973 King Air #90 • LW-60

1978 Conquest II • 441-0037

1985 Cessna 414AW RAM V • 414A-1211

2015 Bell 206L-4 • 52469

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BIZAV INTELLIGENCE ❚ BUYING & SELLING

Pre-Owned Aircraft Sales Trends Where Will the Aircraft Market Land Next? As Spring arrives, forecaster assessments are all over the board, notes Fletcher Aldredge. Some say the future aircraft market looks grim, and some say it looks bright because of retiring aircraft, among other things. So what’s the picture from Vref?

he global economy overall is giving us mixed signals. We are constantly reminded that there are many things in need of being propped up. The second largest economy in the world, China, is one of them. The biggest of all, the US, with its erratic stock market, could soon be one as well (although the situation shows signs of improvement lately). Japan, the third largest economy, is now sitting with negative interest rates! The fact is that GDP is projected at a weak 2%. Market volatility is happening all around us. The multi-million-dollar question is: ‘Can the US economy withstand the gravitational pull of the beyond-jittery, but downright daunting global situation?’

AVBUYER MAGAZINE – April 2016

We all wish for THAT answer. My crystal ball always looks hazy when I take a peek, and the fog I see doesn’t appear to be lifting anytime soon. So at best, we can expect some prices to decline, but by how much? And what about oil prices? You’d think low fuel costs would have boosted consumer confidence and sales by now. All of the above, and a lot more market dynamics than can be expressed within these pages, are keeping downward pressure on much of General Aviation.

Market Review

In this buyer’s market some aircraft are holding their own and some are suffering. See the table (opposite) for a sampling of percentage of

www.AVBUYER.com

Aircraft Index see Page 153

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change in 2014 and 2015 (all aircraft represented are 2008 models). As you can see, some turboprops and single pistons are hanging on to their values relatively well. The Pilatus PC-12 tops Vref’s chart, jumping up a huge 6.4% in 2015. What makes it jump up like that? Simple! It’s done well due to its King Air 200 performance while sporting only one engine and much lower overall operating cost. This Swiss-made aircraft has been ‘flying’ off the shelves, while grasping tightly to its value. The last dozen spots for 2015 are exclusively turbine aircraft. Maybe not the greatest investment, but don’t forget the awesome transportation, business and personal benefits of ownership that a business aircraft provides. We continue to be bullish about the longterm future of General Aviation based on just one thing — unparalleled utility! Nothing else can move your valued goods, or important people across the state, or around the globe for that matter, like a business aircraft.

groundhog to make predictions. The common thread, however, is fear. A Presidential election year, while unbelievably entertaining, is sure to keep us cautious and fearful. This leads many companies to play the waiting game regarding business decisions. Nevertheless, watching the economy is much like watching a drunk ride a hoverboard. It’s a scary, yet exhilarating sight. Full speed ahead, then a sudden shift in weight, and a face-plant into the dirt. Will our economies, like our drunk hoverboard rider, need a helping hand? Almost certainly, but the question remains, where will the aircraft market (and the hoverboard) land? A word to buyers: CARPE DIEM! Seize the Day, and buy the aircraft of your dreams! More information from www.vrefonline.com ❚

Fletcher Aldredge is publisher of the industry-respected Vref Aircraft Value Reference Guide. Vref is the industry’s modern price guide, designed especially for professionals operating in today’s challenging marketplace. Contact Fletcher via info@vrefpub.com

The Bottom Line

There is no shortage of opinions - everybody has one. In some parts of the world we even use a Advertising Enquiries see Page 4

www.AVBUYER.com

April 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE ❚ MARKET INSIGHTS

Business Aviation Market Insights Richard Emery, COO, Mente Group

AvBuyer is pleased to launch ‘Business Aviation Market Insights’ to provide a

unique glimpse of the Business Aviation market from the perspective of leaders

who buy, sell and operate business aircraft or offer expert advice. This month,

Richard Emery, Mente Group shares his thoughts…

iving every day within the real world of Business Aviation, professionals such as Richard Emery II, Chief Operating Officer of the Dallas, TX-based Mente Group, detect the slight shifts of conditions that foretell bigger events; bellwethers of future developments that shape the supply and demand for goods and services related to the use of General Aviation aircraft for business transportation. As COO, Mente Group, a consulting organization offering technical and operational advice as well as brokerage services to corporations and high net worth individuals, Mr. Emery represents the third generation of his family to engage in Business Aviation. Emery joined Mente Group after many successful years in senior positions with several OEMs, most recently as President of Beechcraft Corporation’s European, Middle East and Asia division. Unlike traditional brokerage companies, Mente Group approaches business aircraft transactions from a consulting perspective. Their analytical services include feasibility studies: should a company embrace Business Aviation and, if so, what form ranging from full ownership to charter—or combination of those delivery systems—would best satisfy the transportation needs of the client. Fleet planning is also a core competency, as are operational and financial analysis. Technical support is provided to assist clients with aircraft appraisals, pre-purchase inspections and completions. Mente Group offers clients its proprietary “360 Program” whereby Mente Group experts are retained to address client questions and report on activities that facilitate continuous improvement of flight operations. Such retainers are typically initiated by the client’s Aviation Director, explains Emery, adding “we always make every effort to include the Flight Department in our services to our corporate clients”. While brokerage and acquisition services continue to garner approximately two-thirds the Mente Group’s revenues, client contact typically starts with a consulting engagement.

Industry Perspectives

Emery is “cautiously optimistic” about the market for Business Aviation. “This year and next may be difficult, but we anticipate growth thereafter,” he elaborates. “As the airlines continue to structure their business models to serve major hubs, the transportation needs of business increasingly are not satisfied. The demand for Business Aviation is growing and will continue to grow.” Noting the cyclical nature of new aircraft sales, Emery expressed his belief that the production schedules of OEMs [exasperated by the considerable lead time required to procure key components and the difficulty of starting and stopping manufacturing lines] 50

AVBUYER MAGAZINE – April 2016

have resulted in over-overcapacity with respect to today’s demand, particularly among midsize and large aircraft. “Because of considerable demand in recent years for largecabin, long-range aircraft, we now see many models available— perhaps too many different designs with possibly too little product differentiation,” he notes. “Hopefully OEMs will rationalize the market, leading to increased buying in the not-todistant future. I believe there is an issue with the large number of models being offered at this time, however.” Emery also observes the changing nature of buying habits of entrepreneurs and corporations. “Whether we were dealing with individuals or companies, there appeared to be a bright line several years ago between those who purchased new aircraft and those who sought pre-owned aircraft. That line, if it exists now, is considerably blurred. “Today’s client looks at the totality of Business Aviation as a means for providing efficient transportation. Buyers who historically looked only at new equipment now are also considering young pre-owned aircraft. “There is a whole generation of potential purchasers of aircraft who are basically looking for transportation—efficient and obviously safe transportation of people. For that individual or company, the whole spectrum of business aircraft—new, preowned, fractional—holds their interest. Today’s buyer is taking a ‘big picture’ approach to transportation via business aircraft.”

Buyer Demand

“Today’s buyer demands cabin connectivity that enables passengers to be productive while traveling,” Emery adds. “Consider the impact of cabin connectivity on the charter market—without the ability to offer in-flight use of email and internet, the charter provider is at a distinct disadvantage. Flight departments also demand such capabilities. “Today’s buyer seeks aircraft that link passengers with their ground-based clients and associates, or they retrofit their purchase with the needed equipment. At the Mente Group, we have the experts who listen to our clients, understand what they need and assist with implementing the level of connectivity they desire.” Emery sees today’s market as driven by the need for transportation. “Business Aviation provides a travel capability that is not being met by the Scheduled Airlines. There is a whole generation of buyers who are simply seeking the most efficient and effective use of time to reach their customers and capitalize on opportunities,” Emery concludes. “That buyer looks at Business Aviation holistically and seeks the best travel solution.” ❚

www.AVBUYER.com

Aircraft Index see Page 153

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BOARDROOM ❚ CASE STUDY

High Flyer’s Interview

BizAv Helps Premier Bone & Joint Beat a Fractured Transport System… Diagnosing, treating and rehabilitating orthopedic conditions, Premier Bone & Joint Center’s team of board-certified physicians work with patients throughout Wyoming and surrounding states. Chief Pilot Cody Diekroeger tells Rani Singh they simply could not do their job without the use of corporate aircraft.

ithout intrastate airline service in Wyoming, General Aviation serves as the most efficient mode of transportation in this vast, sparselypopulated region. “Without General Aviation we couldn’t do it, our practice would not exist as it does today,” Cody Diekroeger, Chief Pilot, Premier Bone and Joint Center highlights. Today owned by a consortium of orthopedic surgeons, the group was founded 43 years ago by Drs. David Kieffer and Robert Curnow as Gem City Bone and Joint. Eventually a decision was made to take specialized orthopedic care to the patients rather than have the patients drive hundreds of miles for treatment. Initially, before the use of a business aircraft, a limousine and driver facilitated travel to the satellite clinics. While the majority of surgeries are conducted at the Premier Bone and Joint surgery center in

AVBUYER MAGAZINE – April 2016

Laramie, some procedures may be accomplished at the satellite clinic locations since many are equipped with x-ray and MRI equipment and qualified technicians. “Well, after a year of driving in Wyoming – Wyoming winter weather can be terrible – [the doctors] figured there had to be an easier way to do this, and they started chartering a single engine airplane,” Cody, also director of aviation, reveals. “That soon led to the group purchasing a twin engine piston aircraft, and then, in 1985, they bought their first Beechcraft King Air turboprop airplane, which they still own. “We had one pilot and one airplane until 2001 when a second King Air was added, followed a few years later with two more King Airs joining the fleet. We fly the surgeons and their support staff across Wyoming from the home base in Laramie to each of our ten satellite clinic locations.”

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Aircraft Index see Page 153

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Rani Singh writes about aviation. A sought after Journalist and author she also reports on news, foreign affairs, politics and business with the world’s largest news organization.

How the Fleet is Used

CODY DIEKROEGER & THE KING AIR FLEET AT LARAMIE

According to Cody, the airplanes transport very highly qualified surgeons to communities that are not large enough to support a medical practice with such specialized medical care. “The physicians are trained in various specialties, and they rotate through the clinics every week, treating patients according to their specific orthopedic needs,” he adds. “Premier serves approximately 75% of the state geographically— about 80% of the population. “It could take a whole day for someone to drive to a major metropolitan city such as Denver, Colorado for such medical care,” Cody muses. “Our airplanes allow our medical teams to travel to one of our satellite clinics in an hour or less, spend the day seeing patients and performing surgeries, and then fly back to Laramie.” Indeed, sometimes all four airplanes are out on the same day, heading in different directions, transporting different orthopedic specialists. Advertising Enquiries see Page 4

Cody spoke to AvBuyer while there was an actual procedure occurring. “Yes, we have our pain management physician here today in Casper, Wyoming,” he explained. “It’s about a 30 minute flight from Laramie. He is in an operating room administering injections to patients to address their pain issues and is our most senior physician. He’s been doing this for many years. “There are not too many pain management physicians in the country, so we feel very fortunate to have someone who is capable to do this.” Premier surgeons are flown to towns that typically have populations ranging from 5,000 residents. “The largest town population in Wyoming is 60,000 and even if it has 60,000 people, the town may not be large enough to support having an orthopedic practice with so many different specialists,” Cody says. Thus the group provides much needed specialized care by bringing surgeons to the residents. “Many of the surgeries that our doctors perform in Laramie and at some of our satellites may be considered 'elective surgery', although [our medical team] may occasionally encounter time-sensitive trauma cases. A patient may have a knee problem (a torn cartilage or ligament issue requiring attention), although it may not be a life-threatening or www.AVBUYER.com

“Thus the group provides much needed specialized care by bringing surgeons to the residents.”

April 2016 – AVBUYER MAGAZINE

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BOARDROOM ❚ CASE STUDY

emergency situation. The Premier Bone and Joint physicians are also the team doctors for the University of Wyoming athletic department, traveling with the sports teams and treating the athletes. And because Wyoming is so agricultural, farmers and ranchers often require medical attention due to injuries sustained while working with livestock or machinery. In fact, a local veterinarian has been operated on by almost every one of the Premier surgeons due to injuries suffered while administering treatment to livestock!

A Day in the Life of the Flight Department

“We would depart Laramie around seven in the morning, flying to our clinic in the southwest corner of Wyoming, a town called Rock Springs,” relays Cody. “That is probably our busiest satellite clinic, and we may see upward of sixty patients a day. We may do a surgical procedure or two and then at the end of the day, fly the doctors back to Laramie. “The next day we’ll have another airplane going to Rock Springs with physicians with a different orthopedic specialty. Some of our doctors may specialize in upper extremities (hand, arm and maybe

shoulders). Others may specialize in knees, sports medicine, or spinal conditions.” Cody often has the opportunity to meet patients, relaying how the husband of one patient from Scottsbluff, Nebraska was thrilled with his wife’s progress. “He told me that his wife loved our surgeons; she loved our nursing staff and our hospital. At some point she’ll have her other knee replaced and she’s going back to the same doctor. This man was just so happy for his wife, who he said had been in pain for quite some time, but now was like a whole new person. “We hear many stories like that. Some people relay that our doctors operated on their knee, that they’ve sent their kids to us, and their grandkids. So some of our doctors have seen three generations of patients,” Cody concludes. “It looks as though Premier Bone and Joint will treat many Wyoming generations to come – but I re-iterate, it couldn’t happen as it does today without the business aircraft!” ❚ More information from www.premierboneandjoint.com

“The next day we’ll have another airplane going to Rock Springs with physicians with a different orthopedic specialty.”

With thanks to Andra Ciupitu who helped prepare this article.

MEDICAL STAFF AT PREMIER BONE & JOINT CENTER AWAIT EARLY MORNING DEPARTURES FROM LARAMIE TO SATELLITE CENTERS

AVBUYER MAGAZINE – April 2016

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Aircraft Index see Page 153

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BOARDROOM ❚ OWNERSHIP

BizAv Help Is At Hand…

Finding Value In, and Working With an Aviation Consultant David Wyndham adds to his observations regarding how best to obtain value from a consultant. His recommendation? Start by having a good idea of why your company seeks expert advice…

I David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

n last month’s issue of AvBuyer, we discussed the usefulness of an aviation consultant and emphasized that his or her recommendations should be objective and focused on the choices your corporation needs to make. Since the consultant works closely with senior-level management or the company’s aviation manager, a professional relationship must be established. This month, let’s look at the nuts and bolts of that relationship and answer the common questions that corporations can expect when dealing with aviation consultants. Before looking for an aviation consultant, its best to start with why a consultant is needed. What is the problem you want solved and what will a successful outcome look like? Is the question one of financial justification, personnel staffing, operations or another area of concern? Management and financial problems touch on the aviation department’s style of operation and can

AVBUYER MAGAZINE – April 2016

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include a variety of issues. Identifying the kinds of answers being sought helps qualify what type of aviation consultant is needed. If you don’t have prior experience with aviation or aviation consultants, word of mouth is a great first step for locating assistance. Having a Board Member with exposure to Business Aviation may be helpful, since that person may have a reference or two and can give you the benefit of their impressions - good or bad. Your aviation manager should also be a good source of information. Hopefully he or she has been involved in professional education and attended meetings and conferences where there were opportunities to network with other managers who used consultants. Many subject-matter experts as well as generalists in aviation management publish articles in trade magazines; that source provides readers with a good feel for a consultant’s style and business outlook. Aircraft Index see Page 153

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BOARDROOM ❚ OWNERSHIP

“Identify the mission your firm wishes to fulfill, specify the requirements of that mission, and understand the problem to be solved and the goals to be achieved.” 58

First-Hand Experience

At Conklin & de Decker, we receive numerous referrals via current client recommendations. Some clients come to us having been familiar with the cost data that we publish and from reading articles such as this one. While our website serves an advertising function, potential clients for our consulting services often start with the Internet and then check recommendations from their own network. A phone call works as a great first interview. In working with any outsider, make sure they understand your expectations. When first discussing your requirements with a consulting firm, ask questions regarding their experience and their work with similar clients. Seek questions they have for you. Clients who engage Conklin & de Decker are often the Aviation Manager or the manager’s direct boss at corporate headquarters. When an in-house flight department does not exist, the hiring tends to come from the main decision-maker (owner/CEO) or a financial executive like the CFO. It is rare, but possible, for the aviation manager to lack the confidence of the main decision-maker. In those instances, the consultant clearly is working for the executive team.

Compensation

At my company, our jobs are mostly closed-ended. We have a specific set of questions to address and

AVBUYER MAGAZINE – April 2016

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areas where guidance is sought. For such assignments, we quote a fixed-price for the project. On occasion the questions are open-ended and not confined to a specific decision. Then an hourly retainer is more appropriate. As with any hourly billing, make sure both the consultant and the client understand expectations and have a rough budget or not-to-exceed limit on costs. Regardless of a closed- or open-ended relationship, both parties must have clearly defined goals and anticipated deliverables. Many of our clients seek assistance with costs of owning and operating business aircraft. We look at operational concerns related to selecting the right aircraft and can help with the competitive process associated with an acquisition. Taxes related to ownership structures often arise, prompting us to serve in an advisory capacity, usually short-term in nature. Consulting arrangements can be long-term, however, such as assisting an aviation department to obtain a safety accreditation from an outside authority such as the International Business Aviation Council (IBAC), which developed the International Standard for Business Aircraft Operations (IS-BAO). The IS-BAO protocol is an industry code of best practices developed by the international Business Aviation community for the benefit of its members and typically requires many months for a flight department to achieve. There are ongoing as well as periodic commitments to acquire and maintain IS-BAO accreditation, and the services of a consultant often are required. Other consulting engagements, such as addressing a maintenance issue, may be a long-term or “on again, off again” relationship. The type of job determines the length and frequency of the consultant’s contract.

Aircraft Acquisition

Assisting a client in acquiring a business aircraft may involve several functions, such as evaluating competitive offers, assisting with various inspections pre- and post-purchase, as well as sourcing expertise to manage and monitor the new aircraft completion process. Whether new or pre-owned, there should be a competitive process. When you purchase pre-owned you may wish to upgrade the systems or repaint the exterior and refurbish the interior. In a case of significant refurbishment, a consultant may provide aircraft “babysitting” to help stay within the allocated budget. Selecting a consultant is similar to selecting an aircraft: Identify the mission your firm wishes to fulfill, specify the requirements of that mission, and understand the problem to be solved and the goals to be achieved. Then you will be on the right path for choosing a consultant who is right for your firm. ❚ Aircraft Index see Page 153

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Tips for Importing a Business Jet A Guide to the US Importation of Foreign-Registered Business Aircraft (Part 2 of 3)

Jessica L. Pownell is an attorney with Cooling & Herbers, P.C., representing and advising aircraft owners and operators, corporate flight departments, Fortune 500 companies, and other aviation-related businesses worldwide. She focuses her practice in the areas of acquisition, sale, leasing, and registration of corporate aircraft and related regulatory matters. jpownell@coolinglaw.com

Attorney Jessica Pownell continues her discussion of unique contractual issues involved when importing a business aircraft for inclusion on the US registry.

hough no two aircraft transactions are alike, there are particular issues that Buyers intending to import aircraft into the US should consider. In addition to the typical terms and conditions, there are several additional Buyer protections to be addressed in the Sales Agreement. In addition to requiring that the Seller provide an Export Certificate of Airworthiness from its foreign registry (as discussed in Part 1), a Buyer may want to further require in the Sales Agreement that the Seller correct any FAA airworthiness items. Nonetheless, even if the Buyer agrees to correct such items, a Buyer may want to consider including a right for Buyer to terminate if the aircraft requires significant work in order to receive an FAA Airworthiness Certificate, or if the Designated Airworthiness Representative (or “DAR”, as

AVBUYER MAGAZINE – April 2016

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described below) advises that the aircraft’s FAA Airworthiness Certificate will require exceptions, restrictions or limitations beyond those typically noted for that aircraft model. A Buyer will likely want to ensure that the Seller accepts responsibility in the Agreement for the proper export of the Aircraft from its current country and for any fees or penalties assessed on the aircraft upon its importation into the US (at least to the extent that such fees or penalties relate to Seller’s operations). Although Buyers are generally responsible for the sales taxes imposed on an aircraft acquisition (because it will likely be difficult for a US Buyer to determine without investigation whether any foreign taxes are due), a Buyer may also want to require that Seller be responsible – and indemnify ! Buyer – for any such foreign taxes (sales or Aircraft Index see Page 153

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BOARDROOM ❚ TAX

otherwise) imposed on the sale by the Seller’s country. Finally, most, if not all, US Buyers will want the Seller to be responsible under the Agreement for deregistering the aircraft. Furthermore, some Buyers may require in the Agreement that the Deregistration Application be released and filed, and that the Deregistration Confirmation be received, prior to Buyer’s release of the purchase price. However, if the Seller will not agree to deregister prior to release of funds, a Buyer may consider agreeing to the simultaneous release of funds and documents (or another, unique arrangement). In any event, clearly describing the agreed deregistration process in the Sales Agreement not only protects the Buyer but also helps ensure a smooth closing.

Applying for an FAA Registration Certificate

Though the Seller will likely be responsible for deregistration of the aircraft from its current registry, the Buyer is obliged to complete the proper registry documentation and must be eligible to register the aircraft in its name on the FAA Registry at closing. That is, in order to become the registered owner of the aircraft on the FAA registry, a Buyer must complete and file with the FAA at closing an FAA Registration Application (AC Form 8050-1), and, more importantly, such Buyer must meet the FAA citizenship test. Whether a potential registered owner meets the FAA’s citizenship test can sometimes require a detailed examination of factors. Generally speaking, the test requires that a registered owner be one of the following classifications: • (i) An individual US citizen, • (ii) A partnership each of whose partners is an individual US citizen, or • (iii) A corporation or association organized under the laws of the US of which o the president and at least two-thirds of the Board of Directors and other managing officers are US citizens o The corporation or association is “actually controlled” by US citizens, and o At least 75% of the voting interest is owned or controlled by US citizens. If a Buyer cannot meet the citizenship test, the FAA does allow for several alternative routes to registration, including registration (i) in the name of an owner trust or (ii) by a non-citizen corporation if such corporation is organized and doing business under US laws and so long as the aircraft is “based and primarily used” in the US (meaning at least 60% of the total flight hours in each 6-month period following registration are flown in the US). 62

AVBUYER MAGAZINE – April 2016

The FAA Registration Application includes a certification whereby the registered owner certifies its compliance with the citizenship test or the “based and primarily used” test. However, if the registered owner is a limited liability company, the company will also need to complete and file with the FAA a Limited Liability Company Statement detailing its organization and certifying its citizenship status.

Acquiring an FAA Airworthiness Certificate

As mentioned in Part 1, in order to register and operate an aircraft in the US, the aircraft must receive not only an FAA Registration Certificate, but also an FAA Airworthiness Certificate. In order to receive the FAA Airworthiness Certificate, the aircraft must have an airworthiness conformity inspection conducted by an FAA airworthiness inspector or a DAR (such an inspection is typically completed concurrently with the Buyer’s prepurchase inspection). A DAR is someone who has been appointed to examine and inspect (and issue certificates for) airworthiness of aircraft. It is often more efficient to hire a DAR than obtain the services of an FAA airworthiness inspector, and, though the DAR cannot actually issue the FAA Airworthiness Certificate until the aircraft is deregistered from its current registry and placed on the FAA registry, the DAR can confirm whether the aircraft meets all requirements for the Airworthiness Certificate and whether any exceptions, restrictions or limitations must be listed on the Certificate. Once a US buyer has selected and evaluated a foreign aircraft, the Sales Agreement is in place and the buyer is prepared for US registration, the buyer must coordinate the final closing, foreign export, US customs import, and, ultimately, commencement of US operations of the aircraft. Part 3 of this series will outline considerations for the closing date and beyond. ❚

“ It is often more efficient to hire a DAR than obtain the services of an FAA airworthiness inspector...”

Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/ www.AVBUYER.com

Aircraft Index see Page 153

Insurance April16.qxp_Layout 1 22/03/2016 10:40 Page 1

BOARDROOM ❚ INSURANCE

BizAv’s Little Known, Little Used Coverage…

What You May Not Have Heard About Lay-Up Insurance A little known and little used coverage under a corporate aircraft insurance policy is the lay-up credit. It doesn’t often come into play but in certain circumstances can return premium to you that otherwise would have been money wasted, says Stuart Hope.

Stuart Hope, co-owner of Hope Aviation, is a licensed Airline Transport Pilot and a frequent NBAA speaker and industry authority oninsurance and risk management topics. Contact him via shope@hopeaviation.com

he Lay-Up Credit is coverage that is either already included in the provisions of your policy or can be added by endorsement. If your policy does not already incorporate the clause, your broker must ask for it so it can be added/endorsed. Each insurance company has a slightly different definition; generally speaking if your aircraft is laid up and out of service (maintenance, inspections, service or alterations, repair, etc.) and the aircraft will not be in flight at any time during the lay-up period, the insurance company will return a percentage of your total premium pro-rata for the number of days the aircraft is down.

Coverage Triggers & Requirements

The rules of the game are as follows: The aircraft has to be down for the minimum number of days

AVBUYER MAGAZINE – April 2016

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stipulated in the policy (normally 30) which must be consecutive. Depending on the policy language, you must notify the insurer once you put the aircraft out of service. The insurer will then note the file that there is no flight coverage on the aircraft beginning on that date. When you are ready to place the aircraft back on flight status, you notify the insurer of the date. At the end of the policy period, the insurance company will return a pro-rata percentage of the applicable premium (more on that later) that corresponds to the number of days the aircraft was out of service and not flying. The coverage does not apply if the aircraft is laid up because of a loss or damage covered under the policy. Certain insurance companies require you to have received prior written approval from them to put the aircraft on lay-up.

Aircraft Index see Page 153

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BOARDROOM ❚ INSURANCE

“ While not a coverage that is used often, it can and should be reviewed by your broker for your particular risk and category aircraft.”

How Much Will You Get Back?

coverage that is used often, it can and should be reviewed by your broker for your particular risk and category aircraft. The percentage that is returned and the number of days the aircraft must be out of service for the lay-up to trigger can be successfully negotiated depending on the size aircraft and account. Beware of marketing offers from less than ethical insurance brokers harping on the promise of lay-up credits and other type return premiums that when examined closely turn out to be half-truths. Keep your eye on the ball. Remember we aren’t talking about auto insurance. The aviation risk presents one of the largest catastrophic risks your company faces. A good aviation insurance broker will be focused on improving your coverage by removing certain exclusionary wording, broadening policy wording and clauses, and in general asking a lot of questions probing for possible uninsured exposures. If your aircraft has recently been down for an extended period and you think your lay-up clause may have applied, call your broker. I have seen insurers grant the lay-up credit to their better insureds after the fact, even though they failed to notify the insurer as required. Stay smart. ❚

The Take-Away?

Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

Each insurance company returns a slightly different amount. One company returns 65% of the In-Flight premium. With this company, however, the math gets a little tricky. Since we have insured the aircraft for both Not-In-Flight and In-Flight coverage (paying one premium for both) in order to calculate the return premium in this case, we need to know what the In-Flight component of the overall premium was since we are still insuring the aircraft when Not-In-Flight. For example, if the total premium was $14,600 for full coverage, we need to know how much the annual premium would be if the flight portion of the coverage is deleted in order to perform our calculations. If we assume the total annual premium was $8,600 (deleting In-Flight coverage), then the Lay-Up credit will be based on the difference in the two [$14,600 - $8,600 = $6,000]. We then have to know the number of days the aircraft was out of service to complete our number crunching. Let’s say the aircraft was down 47 days. Stay with me here: 47 days/365 days = 0.1288. Our return premium would therefore be $6,000 x 0.1288 = $772. Some insurers return a blend, giving 50% of the Liability premium and 75% of the Hull premium. The lay-up credit is a fairly standard coverage on business aircraft insurance policies. While not a

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Aircraft Index see Page 153

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Connectivity 1 April16.qxp_Finance 22/03/2016 11:19 Page 1

FLIGHT DEPARTMENT ❚ CONNECTIVITY

Aircraft Connectivity (Part 4)

Connecting Onboard 2 of 2 Helping you understand the technology, integration and advances of aircraft avionics and equipage, Ken Elliott continues a five-part series on aircraft connectivity, this month concluding his review of onboard connectivity.

Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft. Contact him via ken.elliott@jetcraft.com or www.jetcraft.com

n the previous article on this subject we reviewed an aircraft’s means of connecting, externally, to the outside world via the use of installed aircraft equipment. In this article we focus on how that same equipment turns its attention to internal connectivity. We cover how information is transferred, converted, interfaced and displayed to both passengers and crew. Once received via a designated antenna, content is down-converted to video, voice and data. However this information needs further adapting in order to ensure compatibility with onboard devices. Included in this extra step is the need for human interface, allowing the selection of audio and visual components.

entertainment and more. We all recall the days when even the largest of business jets relied on a few bulkhead monitors, speakers and headsets. One monitor always portrayed Airshow and the other relied on Video Cassette Recorder (VCR) input. Now jump forward, past the evolution of in-seat monitors and CD players, to the expectations of today. Envision an aircraft maintaining an option to use aircraft mounted monitors, but a preference to use what you own and are familiar with; the walk-on personal device. Figure 2: Modern passenger interface devices and fixed terminal displays

Emergence of PEDs

One area of in-cabin connectivity that has been brewing for years, and is now maturing is an ability for passengers to use their personal walk-on devices as a means of utilizing the aircraft’s inflight

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Aircraft Index see Page 153

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FLIGHT DEPARTMENT ❚ CONNECTIVITY

Enabling this capability is not easy as there are Apple’s iOS and Google’s Android to deal with, including different versions thereof. There is also the extent to which you may want to use a Personal Electronic Device (PED), such as an ability to control many of the aircraft cabin features, thereby reducing the need for switches, controls and wiring. PEDs may connect the passenger into their home-office Virtual Private Network (VPN), allow video conferencing and enable streaming of TV or movies. The range limitation of the information media is set by the capability of the satellite and aircraft satcom, bandwidth and baud rate. Today, via a satcom service provider, customers may select information speeds from Kilobits per second (Kbps) to multiples of Megabits per second (Mbps). Meanwhile using 4G ‘air to ground’ (ATG) both on the ground and during flights over terrain, bit rates of 2-12 Mbps may soon be expected.

Platforms

Some of the major onboard connectivity providers are:

Figure 4: A clean cabin, with the potential to use only PED devices. Note the need for a bulkhead monitor may be necessary for safety-related and other essential passenger video-based briefings, or data.

Cobham Gogo Honeywell Rockwell Collins* Thales True North VIASAT COURTESY JETCRAFT CORPORATION

! ! ! ! ! ! !

Figure 3: Highlights of some cabin features a walk-on PED may control

*Note the recent acquisition of ICG. The above connectivity provider platforms can be exotic, covering most aspects of cabin functionality. Aircraft OEMs will typically embrace these integrated platforms and, in collaboration with the equipment supplier provide brand identifiers such as Venue, Ovation or AeroWave. In those cases, the system is usually holistic, extending throughout the cabin, and even reaching into the cockpit with some of its features. Companies like VIASAT have moved into the aircraft itself, having originated from the satellite end of things. VIASAT’s VIP Inflight Internet includes most of the aircraft equipment required, and the company can also provide both Ku- and Ka-band services on the same aircraft. Passengers can expect somewhere near 12 Mbps speeds on their individual devices whenever the Kaband is in use, allowing for intensive applications such as teleconferencing or video streaming.

Security, Interference & Vulnerability

Security: Security, via encryption and other means, is essential when using the more accessible connectivity that is available today. Manufacturers are hard at work, continuously improving their protections to stay one step ahead of the hackers and intruders. 70

AVBUYER MAGAZINE – April 2016

Some new onboard routers can automatically alert users when flying in certain airspaces where it is required for data to go via ground stations. This requirement increases the ability of foreign agencies to ‘see’ sensitive information. Interference: Interference is another concern, where onboard systems must not interfere with primary aircraft operating systems. Integrators of inflight systems are subject to rigorous controls, via the Type Certificate (TC) and Supplemental Type Certificate (STC) process of certification. New systems are flown and aircraft avionics monitored for interference, both from the inflight system to avionics and the other way around. Vulnerability: It must be understood that increasingly, we are becoming reliant on the use of satellites and they are vulnerable to meddling from unfriendly sources. As with the GPS constellation www.AVBUYER.com

! Aircraft Index see Page 153

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Connectivity 1 April16.qxp_Finance 22/03/2016 11:22 Page 3

FLIGHT DEPARTMENT ❚ CONNECTIVITY

Figure 5: A Falcon 7X cockpit with dual mounted Electronic Flight Bags (EFBs)

• • • • • • • • •

Quick Access Recorders (QAR): Bus & signal converters Data Adapters: Data Acquisition Units (DAU) Terminals: Mechanical adapting devices Routers: Signal conditioning units USB Ports: Analogue to digital converters Configuration Modules: Health & usage monitoring units Data Bus Converters: Data devices for flight tracking Data Filters: Serial to parallel converters Satcom Interface Devices: Cell phone interface devices.

The following list of some of the major suppliers of recording, adapting, defining and converting equipment focuses on those companies that specialize in these fields. Many of the major avionics manufacturers include these processes in their mainline products and systems:

COURTESY JETCRAFT CORPORATION

“Typically, the broader a single manufacturer’s technology reach is across the cabin, the more seamless the integration may actually be.”

and its use for Performance Based Navigation (PBN), concerns over reliance on satellite technology for communications and connectivity are valid. Operators acquiring aircraft that are intended for use over a number of years should include alternative equipment, such as the new SmartSky Networks 4G solution that connects via air to ground (ATG), and not via a satellite, when operating over the US. It may sound like paranoia but a divided world still exists and a less direct-confrontational means of waging ones battles is becoming more popular. It is not such an unimaginable stretch to move from the current practice of hacking into remote computer servers, to taking control of, or altering the operation of satellites. Few wish to admit or face this daunting possibility.

Presentation

Assuming that we have the downloaded information processed, an aircraft’s inflight system then needs to present to, and interact with, the passengers and crew both visually and aurally. A plethora of devices and techniques are utilized to this end. More adapting of the audio-visual signals may be found on legacy aircraft than with new machines. Typically, the broader a single manufacturer’s technology reach is across the cabin, the more seamless the integration may actually be. A list of aircraft system and cabin devices that record, adapt, define and convert voice, video and data follows: • • •

AVBUYER MAGAZINE – April 2016

Cockpit Voice Recorders (CVR): Network devices Flight Data Recorders (FDR): Blue Tooth devices Flight Data Acquisition Units (FDAU): Engine trend monitoring units www.AVBUYER.com

• • • • • • • •

Cobham (Spirent) Teledyne (Avionica) Harbert Flight Display Systems (Alto) Thales (Astronics) DPI (Blue Avionics) Lufthansa Technik (DAC International) Nexsys (Skylight Avionics) Shadin (Satcom Direct).

Note: Many of the Electronic Flight Bag and cabin & cockpit display manufacturers, also produce adapting and converting devices for their own product lines.

Some Interface Considerations

While there are data speeds to consider, also there is bandwidth and the ability of a system to work with multiple devices. Techniques such as data compression can allow more users to benefit from increased available bandwidth. Another consideration is the ability to connect and remain on line, even though the aircraft is moving. That concern is centered on the antenna gain, the frequency band in use and the system functionality. However, the ability of personal devices to stay connected remotely, via Wi-Fi for example, is another aspect of maintaining a connection. For some operators, such as those using GlobalVT from Satcom Direct, or Simphone Mobile GSM from True North Corporation, it is possible to use personal mobile phone numbers, and by default personal address books, connecting callers using an onboard router. Satcom Direct users do not incur roaming charges. More and more the means of interface is becoming Application (App) based. The use of PEDs permits more App-based programs, including ones that control the various cabin systems. Gulfstream has three Apps that interface users with their aircraft: ! Aircraft Index see Page 153

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Connectivity 1 April16.qxp_Finance 22/03/2016 11:27 Page 4

FLIGHT DEPARTMENT ❚ CONNECTIVITY

Figure 6: Current fixed adjustable seat displays and a bulkhead monitor in a Gulfstream G650 aircraft

less, bandwidth. These same routers, using SIM cards, can select GSM (3G-4G) services and save costs to the user. When selecting cabin routers, ensure they can auto-select communication services agnostically and not be forced to go to a preferred provider. Staying with routers, ensure the router that you select can be set to prevent automatic background downloads. This common activity uses up bandwidth and ties up the PED. Most of these updates are not pre-requested and may be downloaded on the ground.

Displays

COURTESY JETCRAFT CORPORATION

“For the cabin a designer can be creative, but there is still a need, and desire for, hard mounted displays in cabin bulkheads and discretely stowed monitors in the individual seat armrests.” 74

! !

Cabin Control allows users to adjust cabin comfort, entertainment and lights. PlaneBook permits a paperless cockpit. Satellite Voice acts as an SIP-based phone for Apple iOS devices on Gulfstream aircraft, enabling customers to use an in-cabin Wi-Fi Internet connection to make and receive calls with Apple devices.

Aircraft builders are now seeing the advantage of extending the onboard use of PEDs, negating the need for wiring and interface equipment, commonly known to avionic buffs as ‘Happy Boxes’. There may be multiple satellite or ATG systems operating on a single aircraft, but users wish to use only one handset, or headset. Equally, if there is a complex cabin Inflight Entertainment (IFE) system, consisting of different sub-assemblies, operators want to use a single remote device or have the ability to control all from a single (and personal) PED. Using a ‘single service set identifier’ (SSID), for a wireless area network (WAN), it is possible to rely on the router to select the most capable and fastest available service. Onboard services can connect outside the aircraft using multiple frequency-band methods such as Ka-, Ku- and L-Bands as well as via air-to-ground. Newer routers can smartly allocate bandwidths to users, so VIPs may be provided with more and pilots

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PEDs aside, there are many ways to display data in an aircraft. For the cockpit, and those aircraft not able to display paperless cockpit information on their primary displays, there are both Multi-Function Displays (MFDs) and Electronic Flight Bags (EFBs). EFBs come in three classifications, depending upon the extent to which each is mounted and then interfaces to the aircraft’s primary systems. In fact, EFBs must not connect directly to primary aircraft systems, unless the means of installation has been specifically approved, such as with some Class 3 applications. To cover EFBs will take a complete article on its own, but relevant to this article is that EFBs mostly connect via a firewall unit to an aircraft’s avionics systems. An example of this is when EFBs are used to access aircraft performance data. CMC, a popular supplier of EFBs, uses an Aircraft Information Server (AIS) and apart from its ability to connect for data, it connects to satcoms and Wi-Fi, for weather, tech logs and other pilot applications. The EFB, however, never electronically connects directly to the aircraft systems for this purpose. For the cabin a designer can be creative, but there is still a need, and desire for, hard mounted displays in cabin bulkheads and discretely stowed monitors in the individual seat armrests. Also whereas in the past monitors were controlled by a remote controller and external switch-controls, today they are touch screen with a remote option. Some of the more popular display suppliers are: ! ! ! ! ! !

Harbert (Flight Display Systems) Rosen Barco Aircraft Cabin Systems Spirent EFB suppliers - as a separate and large group, providing all classes of EFBs, including ‘Commercial Off The Shelf’ (COTS), as carry-on devices.

Summary

Unseen in our modern aircraft cabin image (Figure 7, overleaf) are the many connectivity devices, installed behind side walls, under the floor and above the headliner. However, the more we are able Aircraft Index see Page 153

Connectivity 1 April16.qxp_Finance 22/03/2016 11:28 Page 5

Figure 7: The simplicity of the early aircraft cabin has evolved into today’s complex intercontinental business travel experience

COURTESY JETCRAFT CORPORATION

to walk onto the aircraft with personal electronic devices, the less there is a need for onboard interface equipment. Equally the use of hard-mounted handsets and seat displays will decrease. When selecting your cabin and cockpit electronics consider the following: !

Forward-thinking flight departments want data to inform them of the aircraft’s trip performance. They desire an ability to communicate flight and fault data to their maintenance personnel, and directly to equipment manufacturers, for immediate support. They also want the aircraft’s position known, in case of an incident, and they understand it takes additional technology to migrate all these data out of the aircraft in real time. Savvy flight departments specify communications and high speed data equipment so it provides the coverage, speeds and bandwidth they and their owners need, at the right rates per minute. This may mean equipping with a combination of Iridium and Swift Broadband, as well as the use of new AirTo-Ground 4G. Pilots, however, do not want to

confuse their passengers with multiple user interface devices. Knowledgeable, but wise flight departments do their homework on capability and equipage options, while consulting with OEMs and preferred MROs, to ensure their desired selection will actually perform. Operational limitations, nuances of interface and software issues have plagued the industry for many years, but there are reliable and cost effective solutions out there. Wise flight departments do not venture alone.

All of the above concepts and systems involve some form of interaction and human interface inside the aircraft cabin. The purpose of this article was to make readers aware of these internal devices and methods used for voice, video and data, bearing in mind it would take more than a book to fully explain. Finally remember that whatever you select for equipage, it must be certified on the aircraft, it may be obsolete or morph into another product within a few years and most important of all, it must not take away from an ability to resell the aircraft later. ❚

“Equally the use of hard-mounted handsets and seat displays will decrease.”

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere on pc, smartphone and tablet. Advertising Enquiries see Page 4

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BUSINESS AVIATION INTELLIGENCE

April 2016 – AVBUYER MAGAZINE

Connectivity 2 April16.qxp_Finance 22/03/2016 15:33 Page 1

FLIGHT DEPARTMENT ❚ CONNECTIVITY

From Connectivity to Entertainment Keeping Up With Trends to Enhance the Passenger Experience Aircraft Connectivity is no longer a novelty, notes Brian Wilson. So how do you maximise passenger satisfaction?

T Brian Wilson is the National Key Accounts Manager at Gogo Business Aviation, an industry-leading provider of in-flight connectivity solutions. Prior to Gogo, he sat on numerous Dealer Advisory Boards and was a member of the AEA Board of Directors. Contact him via Bwilson@gogoair.com

raditional cable and satellite providers continue to lose subscribers to streaming service companies. Today’s consumer is opting for cheaper, on-demand, on-line, streaming services that deliver content when they want and where they want it – including in the back of the aircraft… The industry term for this is ‘cord-cutting’, and streaming is doing to traditional media services what Wi-Fi has already done to the wired Local Area Network (LAN). Content streaming is now ready to board your aircraft and entertain your passengers with a new ‘visual’ experience. Connectivity has been the buzz-word for the past several years, but it’s become an accepted standard; it is no longer a differentiator! Let us take a few quick moments to familiarize ourselves with normal video distribution on board many of today’s business aircraft: a single monitor on the forward, right-hand bulkhead and one on

AVBUYER MAGAZINE – April 2016

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the aft. The media content is usually a single or dual DVD player and a moving map. This configuration allows for a proper viewing experience for 2-3 people while everyone else has to stare over the top of another passenger or be content with an acute viewing angle to see the screen. Either way, if you’re not one of the select people with the controls, you’re going to be watching what someone else chooses or just defer back to the Wi-Fi to surf the web… Now that same Wi-Fi experience can be enhanced by streaming movies, TV shows, news, weather and a moving map to personal electronic devices (PEDs) whether a laptop, tablet or smartphone. Content can also be viewed on existing cabin monitors and be integrated directly with many compatible Cabin Management Systems (CMS). To obtain this level of connectivity, the media server is installed aboard the aircraft with an Aircraft Index see Page 153

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Year

Model

Serial No.

2000

Astra SPX

130

1990

Challenger 601-3A

5066

1991

Challenger 601-3A/ER

5086

1997

Challenger 604

5349

2002

Challenger 604

5549

2003

Citation CJ1

525-0510

2011

Citation CJ3

525B-0357

1996

Citation X

750-0011

2000

Falcon 900EX

2006

Global 5000

9176

1987

Gulfstream GIV

1008

1993

Gulfstream GIVSP

1192

2009

Gulfstream G150

255

2008

Gulfstream G150

266

2009

Gulfstream G450

4148

2010

Gulfstream G450

4188

2012

Gulfstream G450

4235

2015

Gulfstream G650

TBA

2000

Learjet 45

079

2005

Learjet 45XR

282

2001

Learjet 60

211

Connectivity 2 April16.qxp_Finance 22/03/2016 15:34 Page 2

FLIGHT DEPARTMENT ❚ CONNECTIVITY

“Offering a new experience, however – one that should absorb passenger attention for longer – results in less time surfing the web. ” 78

internal memory storage capable of holding hundreds of TV shows and movies. Thus, watching a show is as easy as: • • • • •

Switching your device into Airplane mode; Connecting to the Wi-Fi; Opening your web browser, which will display the splash page; Select the IFE tile and download the App stored on the server; Open the App and begin to enjoy your viewing experience!

News feeds and weather are downloaded via a Terrestrial Modem when the aircraft is on the ground. Having the content pre-loaded on the media server and utilizing the modem means that no data will be consumed. In contrast, even if you were able to stream content from off the aircraft through your internet connection, this would result in connectivity service charges of $250-$300 per hour. There’s also a compelling selling-point for those

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chartering their aircraft that leverages the cost of installing the media server against the possibility that passengers will use less data consumption. Think of it this way: Onboard amenities could include complimentary Wi-Fi with ancillary costs absorbed by the operator. The trend seems clear: passengers are using more data; data are getting more expensive; and charter operators seem reluctant to be the first company to charge consumption to the client. Offering a new experience, however – one that should absorb passenger attention for longer – results in less time surfing the web.

Getting Fresh Content

Even though the media server can hold hundreds of movies and TV shows, once you spread those out over ten genre groups the need for fresh content will arise often. The movie studios hold the rights to their movies, and to achieve their approval to use the content costs lots of money. That’s why a lot of the first generation media servers came without any Aircraft Index see Page 153

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FLIGHT DEPARTMENT ❚ CONNECTIVITY

“The landing page could be designed to look and feel as if your company created this experience exclusively for your passengers/ clients...”

loaded content; they expected the customer to duplicate their movies and load the content themselves. I can attest through my own experience that none of these products were successful, and they fell victim to the next generation of pre-loaded devices. We live in a world where people have very busy lives and are willing to pay for convenience. Some of the next-generation media suppliers seem to avoid creating ways to make the lives of their customers easier. They offer ‘dual’ hard drive solutions that require the client to access the unit onboard and swap out their hard-drive with one loaded with new content. The consumer has to repeat this task every time they want a new catalog. Another vendor offers a cloud-based media store that you can access via a customer portal (i.e., manually downloading the content to a USB storage device whenever you want it). I believe the winner in this category requires the operator to do absolutely nothing but park their aircraft and leave the power turned on. That’s because the loading is done automatically via a Wi-Fi bridge at participating FBOs, or from your own hangar. The Wi-Fi on board the aircraft connects to the corresponding FBO or hangar Wi-Fi and ‘Sync Happens’.

Customize That Dashboard

Charter and Fractional providers have a captive audience when passengers fly on their aircraft. If you charter your aircraft, or transport prospective customers often, why not take advantage of this to showcase the latest promotions and news about your company? Unlike push notifications that could annoy your passengers, this information would have to 80

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be selected by them from the IFE landing page. As I mentioned above, one of the steps to viewing the content is to download the IFE application. This procedure only has to be done once for each device, and almost anyone who has a smartphone or tablet is familiar with this simple task. The landing page could be designed to look and feel as if your company created this experience exclusively for your passengers/clients by incorporating your own brand, color palette and logo. The information you provide could be refreshed every time the aircraft lands. Let me explain. • • • •

First, you must select a media server that incorporates a Terrestrial Modem (TM); The TM will then connect to any 3G/4G connection while on the ground; Custom content is loaded from your company’s secure server; The content can be Blogs, Videos, PDF and/or other files.

The technology that allows this to happen is called RSS feed. RSS stands for Rich Site Summary, but is often referred to as Really Simple Syndication because it allows publishers to ‘syndicate’ data automatically. Your passengers don’t have to search for information about your company; it’s all delivered directly to them. The best part is they will see what you want them to see!

Enriching the Passenger Experience

Imagine your passengers settling into their seats and connecting to one Wi-Fi source for all their necessities during the flight. No matter where the aircraft is flying in the world, they’re Aircraft Index see Page 153

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FLIGHT DEPARTMENT ❚ CONNECTIVITY

connected to the best internet-based solution available. After reviewing emails, sending documents and researching work-related subjects on the internet, it’s time to relax and watch a new movie release or TV show. A quick review of the moving map and time-to-destination helps avoid choosing a movie with a duration longer than the remaining flight time. Watching a movie on a tablet may suffice, but the passenger may select a monitor better suited for their viewing pleasure. The final touch enables the passenger to lower the ambient lighting and adjust the cabin temperature, thereby giving the passenger the ultimate passenger experience… with every detail achieved via a single application! This latest application has done to embedded handsets onboard the aircraft what cell phones have done to phone receivers in your home; it’s keeping them in the cradle. Passengers can use their own smartphones to make calls and send text messages to and from the aircraft. These text-andtalk applications allow you to use your own number, calling lists and caller ID settings just like you were on the ground. Technology advances have reduced existing

latency times—giving your passengers a clearer, crisper voice connection at 35,000 feet. The program is software-based, so no new hardware has to be installed. The operator merely purchases a software key and chooses a voice plan to cover the minutes. Each phone requires a loading of the text and talk application and a one-time registration on the ground prior to the flight. Just 7-8 years ago charter and fractional companies were reluctant to install connectivity onboard their fleets. There was the usual pushback from finance who wanted to know, “How are we going to pay for this?” I believe it’s safe to say for those companies that were one of the last to join the Wi-Fi craze they wish they would have done it sooner. Fast-forward to the present day and I am hearing the same financial concerns, although a few companies have already moved aggressively. For those companies that are hesitant to commit, or those who charter their aircraft via a management program, don’t underestimate the need to be entertained. For those companies that are hesitant, they need to understand that the paradigm shift from connectivity to entertainment is here! ❚

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Connectivity April16.qxp_Finance 22/03/2016 12:05 Page 1

FLIGHT DEPARTMENT ❚ CONNECTIVITY

In-Flight Connectivity for All Big Jet Connectivity Spreading into Small Jets and Turboprops With passengers expecting to communicate with the world wherever they are flying, the aircraft cabin is no exception, notes Dave Higdon. Avionics OEMs are rising to the challenge of building smaller, lighter solutions for smaller, lighter aircraft…

Dave Higdon has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he’s a renowned journalist, and an active instrument-rated pilot with more than 5,000 flight hours in everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

ou’ve undoubtedly noticed aboard the scheduled airlines the seat-back pocket card or in-flight magazine page describing terms, conditions and log-in instructions for in-flight Internet, delivered to the device of your preference via Wi-Fi. Airports themselves long ago joined the Wi-Fi world. With airliners and business jets increasingly equipped with Wi-Fi Internet connectivity, our world continues to narrow the coverage gap to the point that it is possible to maintain connectivity as you move from office to car; car to airport departure lounge; through the airport and onto an airplane, and back in a car to the hotel – where more Internet connections await. Business Aviation users long-ago began to enjoy In-Flight internet access and In-Flight connectivity. It only takes an installed router, Wi-Fi connectivity in the cabin, and software applications to link user devices to the aircraft hardware.

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In-flight connectivity (IFC) has grown so ubiquitous, however, that a functional system takes on the status of a de facto Minimum Equipment List item for an increasing number of charter passengers. Indeed, today some connectivity-dependent passengers sometimes go so far as to decline aircraft lacking functional IFC. Thanks to the proliferation of aircraft equipped for IFC, the increase in their system performance, the decline in access costs and the democratization of once cost-limited devices – smartphones, portable tablet computers, et al – means almost everyone who boards can hook up to text, email and internet to the limits of the aircraft's capacity. How quickly in-flight access has expanded! Early during the evolution of in-flight connectivity, as with so many aspects of Business Aviation, hardware took up space, added weight, required significant power and was costly. Services needed to utilize equipment also were expensive. Aircraft Index see Page 153

Connectivity April16.qxp_Finance 22/03/2016 12:05 Page 2

“We have Wi-Fi access at home, at work, in restaurants, bars, airports, even automobiles,” one business aircraft passenger was recently overheard saying. “Why should an airplane be any different?” So avionics makers have been busy resolving this question, “Why should in-flight access depend on aircraft size?” And they're answering as their engineers, designers and developers further shrink the size, weight and power demands of IFC systems, producing ever more-compact and efficient systems suitable for a wider variety of aircraft.

The Sum of Parts Provides Global Reach

The first thing to understand is the anatomy of an inflight Internet-access system and how it fits into the aircraft world. Aircraft equipment typically faces aviation's penchant for light weight and high performance, low-power drain and high reliability. A satellite-based package includes: • • • Thus the appeal and adaptability of cabin connectivity was limited to operators with bigger aircraft and larger budgets. Even as the costs declined for hardware and service, market penetration predominantly remained within the realm of the largest business aircraft. But as with other aviation technologies, weight and power needs shrank. Today the latest hardware solutions come in sizes small enough to fit in propjet singles, cabin-class piston twins, high-performance piston singles and even some small experimental aircraft, while new solutions can power the connectivity for narrow- and wide-body bizliners alike.

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•

A radome to cover a satellite antenna; An antenna and hardware to keep said antenna pointed at the requisite satellite; A cabin server acting as the hub between the service provider and passengers' personal devices; Cabin network, with its wireless transceivers and Wi-Fi antenna needed to provide coverage within the cabin.

Most recently, systems employing so-called phased-array antennae have resulted in units with no moving parts and no overlaying radome. These also weigh significantly less, present lower profiles (reducing drag) and require little maintenance compared to older systems.

A Growth Market Expands...

With in-flight connectivity's transition to digital from its analog audio roots, developers have also been creating systems of size, weight and costs that make them viable options for older business turbine aircraft. One such example came earlier this year from 328 Design, a completions, refurbishment and aircraft maintenance operation, which won the first FAA STC for the Dassault Falcon 50EX to replace the original cabin management system/in-flight entertainment (CMS/IFE) with a newer, more capable, more modern Rockwell Collins Fusion CMS/IFE. Featuring Wi-Fi connectivity for electronic devices, the Fusion CMS/IFE came during a complete cabin refurbishment that included replacement of all hard and soft materials. As it has with past STC projects, 328 Design collaborated with Duncan Aviation. Previous collaborations included 328 Design's work with Duncan on an EASA STC for several other business jet models, including the Falcon 900EX, 2000 and 7X, plus Bombardier's Challengers and Globals, and Cessna's Citation Excel+. www.AVBUYER.com

“...developers have also been creating systems of size, weight and costs that make them viable options for older business turbine aircraft.”

April 2016 – AVBUYER MAGAZINE

Connectivity April16.qxp_Finance 22/03/2016 12:09 Page 3

FLIGHT DEPARTMENT ❚ CONNECTIVITY

And the field continues to expand, with new systems for larger business jets in operation along with new systems for smaller aircraft popular among smaller businesses, owner/pilots and small flight departments.

In-Flight Phoning Advances

In-flight connectivity arguably began when flight phones first broke the cockpit's communications monopoly and gave the cabin occupants a way to call outside the aircraft. Today's moreevolved cabin communications options extend to systems that provide a gateway for Earthbound phones to call in-flight smartphones – globally, wherever they're flying. True North offers a top product in this field, with its Cabin Gateway providing aircraft owners significant flexibility to upgrade their airborne cabin-communications equipment. With a single configurable unit tailored to match the operator's specific requirements, the True North Gateway can deliver everything from simple voice calls to more complex, comprehensive airborne-office-suite functionality, including compatibility with wireless connectivity and 3G mobile communications services. True North offers Optelity—its proprietary product—in four different, configurable packages, from the base Optelity Wi-Fi unit to more-advanced configurations with higher capabilities. Each Cabin Gateway option is applications-based, allowing function upgrades via software upgrades – no new hardware required. This approach assures adaptability with new communications devices and applications as they enter the market.

As Downscaling Continues, Potential Upscales…

Avionics maker BendixKing helped energize the market for inflight connectivity in smaller aircraft last year with the launch of Aerowave 100, which sports one of the world's smallest antenna 86

AVBUYER MAGAZINE – April 2016

footprints for satellite connection. With this new Active Low-Gain Antenna (LGA), the company promises high-speed in-flight Internet connectivity, but at more-affordable prices than previous solutions. It’s packaged to fit into General Aviation aircraft from larger piston singles to twins, propjets and light jets. BendixKing boasts that the new LGA is the world’s smallestfootprint Inmarsat LGA antenna, allowing discreet installation on much smaller airframes. And by integrating a WAAS GPS receiver into the antenna, the company greatly simplified installation by eliminating the need to interface between an on-board position source. New lighter-weight components provide installers with more flexibility on where to mount the hardware. BendixKing also attempted to simplify tracking usage and billing by designing simpler service plans, ones with fees based on hours of usage versus data used. The company's goal is to allow pilots, passengers and business owners to stay connected with the world in-flight – but without worrying about costs. Avidyne, meanwhile, brings the latest tilt toward providing airborne connectivity in partnership with Globalstar, an alliance developed to provide a satcom, Internet and voice systems solution for light to midsize Business and General Aviation aircraft. The alignment calls for Avidyne to use its dealer network to provide the hardware solutions to individual aircraft owners and OEMs while Globalstar provides the satcom infrastructure via its second-generation satellite network. The partners promise connection speeds as high as 256 kilobits per second (kbps), depending on antenna. Equipped aircraft will tap into Globalstar's network of Thales Alenia Space-built low-Earth-orbiting satellites to provide coverage over most areas of the world where Globalstar has supporting ground infrastructure. As with other new systems, the partners' use of CDMA protocol for their satcom allows callers on the ground to dial a normal 10-digit telephone number when phoning an equipped airplane. Further details of the two partners' products and services for Wi-Fi-enabled airborne connectivity “will be forthcoming,” according to the companies. The partners will also show and talk about their system and products this month during the Sun ’n' Fun Fly-In, starting April 5, and later in the month during the Aircraft Electronics Association convention in Orlando. And speaking of these two upcoming events, it’ll be fascinating to see if any other OEMs up the stakes and enter the market for making in-flight connectivity increasingly available and efficient for all. Stay tuned… ❚

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Aircraft Index see Page 153

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Maintenance April16.qxp_Finance 22/03/2016 11:58 Page 1

FLIGHT DEPARTMENT ❚ MANAGEMENT

Buying a Jet: Key Tips on Planning

Fresh from accepting a new jet for Johnsonville Sausage, the company’s Vice President for Aviation, Andre Fodor, highlights the need for planning when handling the many facets of a business aircraft purchase…

xciting times ahead! It starts when the principal announces the intention to buy a new airplane. Hopefully, this decision resulted from an on-going discussion and you have most of your homework done. The final choice of aircraft is narrowed to two models and you’ve had a chance to research both, talk to other operators and build your cost analysis spreadsheet… In my experience as an aircraft manager and previously as a demonstration pilot for an OEM, more often than not buying a business jet is a year-end decision, predicated on strong business earnings and positive future forecasts, good buying opportunities and the advantage of bonus depreciation. In essence, time is short!

What’s Required?

Structuring the purchase of a corporate jet requires an understanding of market conditions, management experience and a strong stomach for negotiations. The inherent complexity of airplanes, added to new technologies that are still maturing, complicated by obscure taxation and purchase incentive laws, hidden costs associated with aircraft inception and certification and compliance requirements can surely create stress and anxiety. These many factors challenge relationships, create buyer’s remorse and even negatively affect the OEM (if buying new). There’s pressure to sign the Letter of Intent (LoI). What you’re buying may be considered a special deal or a one-of-akind opportunity which, although true, still merits thoughtful consideration. It is in the purchase agreement where you 88

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Aircraft Index see Page 153

Maintenance April16.qxp_Finance 22/03/2016 15:26 Page 2

and the seller will delineate the terms of the transaction; this is a living document that, once signed, will provide both parties with a playbook for the purchase process. Operational Life: While structuring the deal, you must plan the operational life of your airplane. The purchase should not be focused only on low price. An aircraft may be discounted considerably to attract your business, but value-added benefits that last over the life of the aircraft may be more important than purchase price. Maintenance Program: No aircraft should be bought new without a comprehensive manufacturer’s maintenance program that together with a strong warranty will provide nearly fixed maintenance costs. The possibility of having pre-paid maintenance added to your aircraft purchase may require paying more than sticker price, but being able to depreciate maintenance as part of the aircraft purchase offers an advantage (check with your tax advisor). Negotiating the cost of technical publications, on-line record keeping and training as part of the purchase agreement will create significant cost benefits to ownership. If buying pre-owned, is the aircraft registered on a tip-to-tail/power-by-the-hour maintenance plan, and is it fully transferrable to you as the new owner? This should be a minimum expectation. The sophisticated buyer focuses on the benefits that may be obtained by aggregating operational items into the purchase price. To top it off, you must consider an engine and APU care program carefully negotiated to address expected annual hours flown, loaner engine agreement, FOD ingestion insurance and supplemental lift during scheduled and unscheduled maintenance events.

Protect the Investment

You will need to put together an experienced delivery team starting with a professional who has intimate knowledge of the aircraft being purchased and who will lead the pre-purchase and acceptance inspections. Also seek the assistance of a capable legal and financial team that will navigate the transaction process leading to closing, acceptance and delivery. As you execute the purchase, you must make critical decisions that, unaddressed, could delay operational start and cost your employer dearly. It isn’t rare to see an aircraft fully paid-up and delivered sitting on a ramp for weeks for the lack of its required operational permits or crew training. There are cases where serious money is lost because the aircraft failed to be placed in operation during the fiscal year, preventing depreciation and taxation advantages from being taken as planned. Letters of Authorizations: RVSM, MNPS, RNP, BRNAV, P-RNAV, ADS-B and CPDLC are all required to make your airplane fully operational. These Advertising Enquiries see Page 4

essential documents can take many months to be issued after submitting requests to the appropriate authorities. Advance preparation of all documentation and close conference with the issuing agency will eliminate roadblocks. Residence: Although the first thought may be to house the aircraft at the nearest airport, it may not be the best arrangement. Here’s why… • Does the state and county offer tax breaks for a corporate aircraft? Is it advantageous to have it registered somewhere else under a different company structure? • Does the principal reside part of the year in a more tax friendly state where aircraft ownership is of a lesser tax burden? (Obviously, to answer the above questions, check with your legal team and tax advisors.) • How much does the principal value privacy and is it beneficial to the owner for the airplane to be less visible, further away from company HQ and prying eyes? • Are there hangars available for your aircraft that will provide the protection and storage that you require? The above are all questions needing to be answered to assess the benefits that may be associated with each decision. There are, however, other questions to resolve that will strengthen the deal. Fuel Purchase: In a typical aircraft operation, fuel represents 50% of the annual budget and if efficiently managed will reduce total annual costs. Consider negotiating a long-term fuel contact at discount prices where possible. Staffing Costs: Selecting capable personnel for your aviation effort is essential, since salaries impact the Flight Department’s bottom line. But beware of being penny wise and pound foolish. To obtain and retain the best talent, be willing to exceed industry norms. A capable maintenance program, either in-house or via contract, is a good investment that can pay dividends by avoiding untoward events.

“Advance preparation of all documentation and close conference with the issuing agency will eliminate roadblocks.”

In Summary…

Clearly this discussion only skimmed through the basics of an aircraft purchase. Building long-term relationships is key to transitioning from buyer to operator. With many purchases behind me, I always start the process by saying “I am a qualified buyer and you are here to sell. We have common goals - let’s make this a good deal and a pleasurable experience for all of us!” Have you any experiences or suggestions on how we can improve this process? Please share your insights and experiences with AvBuyer. ❚ Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/ articles/flight-department-management/ www.AVBUYER.com

With a focused approach on global excellence and creativity, Andre Fodor has managed flight operations for the U.N. and Flight Options as well as being a senior demonstration pilot and instructor for Embraer Aircraft. He is currently the Vice President of Aviation for Johnsonville Sausage.

April 2016 – AVBUYER MAGAZINE

Safety April16.qxp_Finance 22/03/2016 11:14 Page 1

FLIGHT DEPARTMENT ❚ SAFETY

Assessing Safety Risks… Why Bother with a Safety Management System? A 2014 accident report reveals lack of risk planning as a basic issue, notes Mario Pierobon. Does your flight department’s SMS give you the best

means to anticipate and reduce the safety threats within your operation?

AVBUYER MAGAZINE – April 2016

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Aircraft Index see Page 153

Safety April16.qxp_Finance 22/03/2016 11:14 Page 2

n June 23, 2014 a Bombardier Learjet 35A flown by a civil operator specializing in manned aerial target demonstrations took off from the Hohn air base in Northern Germany and initially flew with a southern heading in accordance with Instrument Flight Rules (IFR). Later into the flight a formation consisting of two Eurofighters took off from the Nörvenich air base with the instruction to conduct a ‘renegade mission’. The civil aircraft had to be intercepted, identified and accompanied to a military airport. Events didn’t go as planned and the Learjet instead had a mid-air collision with one of the Eurofighters and crashed. The pilots of the Learjet suffered fatal injuries and the aircraft was destroyed. The pilot of the Eurofighter was able to land his severely damaged airplane at the Nörvenich air base. At the time of impact the Learjet had changed to Visual Flight Rules (VFR) and was flying in airspace ‘E’ on a northerly heading. The report of the accident investigation conducted by the German Federal Bureau of Aircraft Accident Investigation (BFU) attributes among the immediate causes the fact that during positioning for the intervention, the collision risk of unexpected manoeuvres by the intercepted airplane was not given sufficient consideration. Another immediate cause identified by BFU was that the Learjet crew failed to account for the risk of collision, possibly due to a limited field of vision and the distraction of using a computer as an EFB while making decisions about the flight. “Due to insufficient situational awareness during the intervention, the Learjet crew continued the turn with an excessive bank angle despite the loss of visual contact with the Eurofighter flying at the inside of the turn,” noted the BFU. On top of the immediate causes, the accident report focuses on two very peculiar systemic causes – namely that the operator had not specified in detail how the crew should distribute their tasks during the Renegade exercise. Neither the operator nor the Air Force had sufficiently described the Renegade training. Furthermore, a commensurate risk analysis had not been undertaken.

Safety Risk Assessments

While the accident scenario of this mid-air collision may not be representative of any typical corporate flight department’s operational context, the dynamics of the cause of the accident almost certainly will be. While corporate flight departments rarely perform aerial target demonstrations, there is a much higher likelihood Advertising Enquiries see Page 4

that they have not performed a thorough safety risk assessment of many potential scenarios. According to the accident report the Learjet 35A operator stated that until the time of the accident a concrete hazard and risk analysis had not been conducted within the company. The accident occurred only four months before the deadline for establishing full compliance with safety management system (SMS) implementation by European commercial air operators (AOC holders). The SMS should have reached a good level of maturity by then. As of this writing, operators within EASA member states (NCC Operators) only have a few months left before full compliance must be established with regard to SMS implementation by non-commercial operators of complex motorpowered aircraft. NCC operators that are lagging behind in terms of SMS implementation would do better to avoid a “tick box” exercise, merely copypasting documentation. Among the key requirements of the new provisions are that operators equip themselves with a safety management manual (SMM) and an operations manual (OM). The two documents are mutually supportive, and the authoring of the two should guide the development and establishment of safe operating practices within the company. Irrespective of whether your flight department is an NCC Operator, it’s a good template for operators worldwide to follow in their safety practices. By institutionalizing safety management practices in the SMM, the operator has the opportunity to develop the know-how for appreciating the safety risks that are inherent to its operations. By developing operating procedures within the OM, the operator can embed safety measures into their procedures and communicate them to all flight crew to follow the same, inherently safe standard. While establishing compliance with SMS requires significant effort, the benefits of improved control over operations are tangible. As outlined by the BFU, until the accident above happened, a risk analysis of flight operations had not been conducted in all areas that contributed significantly to a fatal outcome. An aircraft accident never results from trivial factors; it’s the outcome of multiple dysfunctionalities in the system. SMS implementation offers the opportunity to look – in depth – at the system of flight operations and allows managers to know better what they are controlling and how to improve on it. ❚

Mario Pierobon is a safety management consultant and content producer. He currently is working on a research project investigating aircraft ground handling safety. Contact him via marioprbn@gmail.com

“...there is a much higher likelihood that they have not performed a thorough safety risk assessment of many potential scenarios.”

Are you looking for more articles on Safety? Visit www.avbuyer.com/articles-guides/business-aviation-safety www.AVBUYER.com

April 2016 - AVBUYER MAGAZINE

Values Intro.qxp_Finance 22/03/2016 11:01 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

Turboprops Give More... Prop Advances keep these Workhorses Competitive The top-selling turboprops tend to be aircraft that are continually popular among owners needing fuel-efficient, multi-mission types, as we explore below…

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin. In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed. Another advantage offered by many turboprops is the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market. Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans 92

AVBUYER MAGAZINE – April 2016

model years from 1997 through Spring 2016 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Piaggio Avanti reported in the Spring 2016 edition of the Bluebook shows US$3.4m for a 2010 model, US$3.3m for a 2009 model, and so forth. Aircraft are listed alphabetically. Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turboprops can be referred to, beginning on page 96 of this issue. ! www.AVBUYER.com

Aircraft Index see Page 153

Corporate Concepts 1 December.qxp 19/11/2015 14:53 Page 1

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CCI's Search and Acquisition Services and Completion Management are custom designed to the client’s specific needs. Each project includes a comprehensive list of services along with our performance guarantee. We would be pleased to develop and send you an individualized list of advisory and management services upon your request. CCI knows the services we provide is as much of a relationship business as it is a technical advisory business. CCI provides the highest level of individualized commitment designed to achieve all your objectives and guarantees the client’s full satisfactions. CCI’s experience and expertise will make the Difference. Give us a call to discuss what we can do for you. Visit www.flycci.com to read and hear comments from recent CCI clients the relevant and diverse advantages that CCI delivers. CCI takes it commitment to each client seriously and the only opinion of our services that counts is the client's. We offer our clients a 100% performance guarantee. Contact CCI to discuss how we can be of service, answer your questions, or simply be a resource. An industry leader in ACQUISTIONS, APPRAISALS, EXPERT WITNESS, SALES, and ADVISORY SERVICES for 39 years.

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Retail Values.qxp_RPG 22/03/2016 11:09 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

Turboprops Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

7.4

6.5

5.2

4.7

4.2

6.1

5.0

4.050

3.650

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

MODEL BEECH KING AIRS KING AIR 350I

4.1

3.7

KING AIR 350 KING AIR 250

3.5

KING AIR B200

3.450

3.250

3.150

3.050

KING AIR B200GT KING AIR C90GTX

3.892

2.8

2.6

2.3

2.2

3.4

3.3 2.6

3.050

2.950

2.1

2.0

KING AIR C90GTI

2.850

2.750

1.9

1.8

KING AIR C90GT

1.650

KING AIR C90SE KING AIR C90B

CESSNA CARAVANS 208 GR. CAR- EX

2.554

2.4

2.3

2.2

208 GR. CAR-675/G1000

2.181

2.075

2.025

1.975

2.4

2.2

2.0

1.875

1.775

1.675

1.575

208B GR. CAR

1.475 1.425

208B SUP. C/MASTER EX 208B SUP. C/MASTER/G1000

1.850

1.750

1.650

1.550

1.825

1.725

1.625

1.525

208B SUP. C/MASTER

1.450 1.4

208 CAR-675/G1000

1.925

208 CAR-675

1.350

1.425 1,325

1,275

3.1

PIAGGIO AVANTI - P180

7.195

6.0

5.0

4.5

3.7

3.4

3.3

3.2

PILATUS PC-12/47E NG

4.5

4.2

4.0

3.7

3.5

3.3

3.1

2.8

PILATUS PC-12/47

1.375

2.6

2.5

1.1

1.0

2.1

1.9

PILATUS PC-12/45 PIPER MERIDIAN M600

2.5

PIPER MERIDIAN-PA46-500TP

2.0

1.725

1.6

1.5

1.4

1.325

1.2

QUEST KODIAK-100

1.8

1.6

1.4

1.2

1.1

1.0

0.900

3.5

3.0 2.7

2.5

2.4

2.3

2.2

SOCATA TBM 900 SOCATA TBM 850

3.889

SOCATA TBM 700C2/EFIS SOCATA TBM 700B/EFIS SOCATA TBM 700/EFIS AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 22/03/2016 11:11 Page 2

RETAIL PRICE GUIDE ❚ FLIGHT DEPARTMENT

What your money buys today

Spring 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

MODEL YEAR $ MODEL BEECH KING AIRS KING AIR 350I

3.2

3.1

3.0

2.6

2.5

2.4

2.3

2.2

2.1

2.0

2.5

2.4

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

KING AIR 350 KING AIR 250 KING AIR B200 KING AIR B200GT KING AIR C90GTX KING AIR C90GTI

1.550

KING AIR C90GT 1.5

1.450

1.4

1.350

1.3

0.850

0.800

0.775

0.750

KING AIR C90SE

1.250

1.2

1.150

1.1

KING AIR C90B

CESSNA CARAVANS 208 GR. CAR- EX 208 GR. CAR-675/G1000 1.3

1.175

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

208B GR.CAR 208B SUP. C/MASTER EX 208B SUP. C/MASTER/G1000

1.3

1.250

1.2

1.150

1.1

1.050

1.225

1.125

1.1

1.050

1.0

0.950

1.0

0.950

0.925

0.900

208B SUP. C/MASTER 208 CAR-675/G1000

2.9

2.125

2.050

1.975

1.9

208 CAR-675

1.825

0.900

0.875

1.750

-----

0.850 1.675

0.825 1.6

208 CAR PIAGGIO AVANTI - P180 PILATUS PC-12/47E NG

2.4

PILATUS PC-12/47 2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

PILATUS PC-12/45 PIPER MERIDIAN M600

0.950

0.875

0.800

0.750

0.700

0.650

PIPER MERIDIAN-PA46-500TP QUEST KODIAK-100 SOCATA TBM 900 SOCATA TBM 850

1.675

1.625

1.575

1.525

SOCATA TBM 700C2/EFIS 1.475

1.425

1.375

-----

1.325 1.275

SOCATA TBM 700B/EFIS 1.225

SOCATA TBM 700/EFIS

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 4

www.AVBUYER.com

April 2016 – AVBUYER MAGAZINE

ACSpecs Intro.qxp_AC Specs Intronov06 22/03/2016 15:44 Page 1

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

Aircraft Performance & Specifications Turboprops

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models. This month’s category of aircraft - Turboprops – appears overleaf, to be followed by Large Cabin & Ultra Long Range Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs. VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses. Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior. On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead. Height and width are the maximum within that

AVBUYER MAGAZINE – April 2016

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door. BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.). CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.). Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification. • Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies. • Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS). • Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight. • Maximum Payload is the maximum zero fuel weight minus the basic operating weight. Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft. • VFR Range - Seats Full is the maximum www.AVBUYER.com

•

VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft. VFR Ferry Range - is the maximum VFR range of the aircraft with the maximum fuel on board and no passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 153

Aradian May.qxp 21/09/2015 15:27 Page 1

File photo

2007 Gulfstream 150

2008 Citation Mustang

2350TT. EU Ops complaint. Satcom. Also 2008 available

7200TT. TCAS. TAWS. XM weather. HF.

2008 Hawker 750

2013 Gulfstream 450

1900TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

4200TT. JSSI. EU Ops. 9 pax interior.

1996 MD900

2007 Eurocopter EC135P2+

5525TT, SP IFR, High spec. Excellent condition.

1450TT. Beige leather interior. Single pilot IFR. Engines on ESP Gold

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, Citation XL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP. Call/Email For Details

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AircraftPer&SpecAPRIL16.qxp_PerfspecDecember06 22/03/2016 12:29 Page 1

TURBOPROPS

BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 BEE GT CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTx BEE CHC RAF T KI NG AIR C90 SE BLA CKH AWK KING AIR C90 XP1 BEE 35A CHC RAF T KI NG AIR 200 BEE CHC RAF T KI NG AIR B20 0GT BLA CKH AWK KING AIR B20 BEE 0 XP CHC 61 RAF T KI NG AIR 250

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$1,066.54

$1,218.46

$1,202.70

$1,189.64

$1,096.73

$1,246.23

$1,635.56

$1,445.58

$1,582.84

$1,460.08

CABIN HEIGHT FT.

4.8

CABIN WIDTH FT.

4.5

CABIN LENGTH FT.

12.4

16.7

CABIN VOLUME CU.FT.

218

303

DOOR HEIGHT FT.

4.3

DOOR WIDTH FT.

2.25

2.23

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10100

10485

10100

12500

MLW LBS

9600

9700

9600

12500

B.O.W. W/CREW LBS

7210

7200

7235

6625

7150

8550

8760

8820

8780

USEABLE FUEL LBS

2573

3645

PAYLOAD WITH FULL FUEL LBS

377

387

737

902

437

395

185

125

165

MAX. PAYLOAD LBS

2950

2306

2143

3205

3010

1850

2240

2180

2220

RANGE - SEATS FULL N.M.

640

903

640

739

1075

960

975

636

MAX. RANGE N.M. (4 PAX)

828

869

1061

925

1202

1164

1048

1051

BALANCED FIELD LENGTH FT.

4519

3888

4519

4000

5300

3640

3800

3925

LANDING DIST. (FACTORED) FT.

3692

4007

4002

3692

4000

4333

4437

4625

R.O.C. - ALL ENGINES FT PER MIN

2010

1953

2000

1950

2450

2500

2437

R.O.C. - ONE ENGINE OUT FT PER MIN

495

474

554

475

740

745

710

682

MAX. CRUISE SPEED KTAS

250

270

274

250

270

289

305

311

310

NORMAL CRUISE SPEED KTAS

234

274

234

270

272

298

311

301

L/RANGE CRUISE SPEED KTAS

195

206

204

195

206

225

226

232

PT6A-21

PT6A-135A

PT6A-41

PT6A-52

PT6A-61

PT6A-52

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

PT6A-21

PT6A-135A PT6A-135A PT6A-135A

Airplane performance and specification numbers can vary depending on how they are measured. Please note this data should be used as a guide only, and not the basis on which buying decisions are taken.

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

P99.qxp_Layout 1 22/03/2016 16:02 Page 1

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April 2016 – AVBUYER MAGAZINE

TURBOPROPS

BEE CHC RAF T KI NG AIR 350 BEE CHC RAF T KI NG AIR 350 ER BEE CHC RAF T KI NG AIR 350 i BEE CHC RAF T KI NG AIR 350 iER CES SNA 208 CAR AVA N

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GR AND CAR AVA N EX CES SNA 208 B GR AND CAR AVA BLA N EX CKH /CAR AWK G CAR AVA N XP 42A

AircraftPer&SpecAPRIL16.qxp_PerfspecDecember06 22/03/2016 12:30 Page 2

$1,472.59

$1,492.82

$1,469.30

$1,485.11

$621.35

$628.85

$676.22

$684.42

$858.05

CABIN HEIGHT FT.

4.8

4.5

CABIN WIDTH FT.

4.5

5.3

CABIN LENGTH FT.

19.2

19.5

12.75

16.75

CABIN VOLUME CU.FT.

344

271

352

DOOR HEIGHT FT.

4.3

4.2

DOOR WIDTH FT.

2.25

2.23

4.08

4.17

4.08

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

111.5

112

CREW #

SEATS - EXECUTIVE #

MTOW LBS

15000

16500

15000

16500

8000

8750

8807

9062

MLW LBS

15000

15675

15000

15675

7800

8500

9000

B.O.W. W/CREW LBS

9885

10400

10000

10585

4940

5270

5305

5498

5350

USEABLE FUEL LBS

3611

5192

3611

5192

2224

2247

2224

PAYLOAD WITH FULL FUEL LBS

1604

1008

1489

823

871

1291

1290

1097

1523

MAX. PAYLOAD LBS

2615

2600

2500

2415

2860

3230

3195

3002

3650

RANGE - SEATS FULL N.M.

1440

1878

1440

1635

325

529

494

365

627

MAX. RANGE N.M. (4 PAX)

1535

2238

831

786

738

684

BALANCED FIELD LENGTH FT.

3300

5105

3300

5105

2055

2420

2742

2195

LANDING DIST. (FACTORED) FT.

4140

4760

4143

4770

2508

2625

2800

2625

R.O.C. - ALL ENGINES FT PER MIN

2700

2400

2700

2400

1234

975

1331

1275

1215

R.O.C. - ONE ENGINE OUT FT PER MIN

622

337

622

337

MAX. CRUISE SPEED KTAS

320

303

320

303

186

184

194

185

189

NORMAL CRUISE SPEED KTAS

310

303

310

265

175

182

187

178

189

L/RANGE CRUISE SPEED KTAS

234

238

234

238

147

156

162

155

PT6A-60A

PT6A-114A

PT6A-140

PT6A-42A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

100

AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

Boutsen April.qxp_Layout 1 22/03/2016 10:43 Page 1

AircraftPer&SpecAPRIL16.qxp_PerfspecDecember06 22/03/2016 12:31 Page 3

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM ERID IAN PA

PILA TUS PC-1 2 NG

PILA TUS PC-1 2

PIAG GIO AVA NTI P18 0 II

PIAG GIO AVA NTI P18 0

TURBOPROPS

DAH ERSOC ATA TBM 700 C2 DAH ERSOC ATA TBM 850 DAH ERSOC ATA TBM 900

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$757.25

$871.13

$827.13

$1,587.91

$1,441.65

$926.76

$915.86

$601.18

$598.86

CABIN HEIGHT FT.

4.1

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

6.1

4.2

4.8

CABIN LENGTH FT.

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

143

393

356

106

248

DOOR HEIGHT FT.

3.9

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

3.5

4.1

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

5.9

44.15

CREW #

SEATS - EXECUTIVE #

MTOW LBS

7394

11550

12100

10450

5092

7255

MLW LBS

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

4889

4780

4829

8000

8500

6565

6782

3663

3975

USEABLE FUEL LBS

1887

1956

2802

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

654

694

645

798

848

1226

1009

331

1220

MAX. PAYLOAD LBS

1143

1252

1203

1800

1300

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

1000

967

989

980

752

1340

1309

489

524

MAX. RANGE N.M. (4 PAX)

1024

1171

1300

1296

1604

1638

845

BALANCED FIELD LENGTH FT.

3100

3110

2823

3100

3500

2450

2000

1720

LANDING DIST. (FACTORED) FT.

3750

4550

4417

2783

1950

1933

R.O.C. - ALL ENGINES FT PER MIN

1570

2005

2950

2600

1680

1920

1556

1338

756

680

MAX. CRUISE SPEED KTAS

292

320

324

390

363

261

280

267

180

NORMAL CRUISE SPEED KTAS

290

316

318

354

346

261

268

262

154

L/RANGE CRUISE SPEED KTAS

255

252

310

314

209

225

133

PT6A-64

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

R.O.C. - ONE ENGINE OUT FT PER MIN

ENGINES # ENGINE MODEL

102

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Aircraft Index see Page 153

❚

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GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

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2015 Gulfstream G650ER • s/n 6152 • VP-CMM

2009 Challenger 605 • s/n 5805 • LV-CCW

36.8 TT • Engines on RRCC APU on MSP Gold • Over 1M in optional equipment

1740 TT • EU OPS Qualified • 2020 Mandates Complied With • Engines and Airframe on Smart Parts Plus • APU on MSP

2008 Falcon 2000LX • s/n 0157 • N107RG

1996 Falcon 2000 • s/n 6 • N954SC

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD • Fwd and Aft Lavs

All new woodwork and metal plating • Upgraded FMS’s with WAAS / LPV • ADS-B / USB Data Loader • Recent C check and Paint by Falcon in 2013 • PPI in Progress at Falcon • AVIATOR 200 Swift Broadband and Hotboxx Media Server

2007 Lear 45XR • s/n 353

2000 Falcon 50EX • s/n 286 • N286ZT

1800 TTSN • Engines and APU on MSP • Dual UNS 1-E • NDH • CAMP

API Winglets • 4450 TT Since New• JSSI for Engines & APU • C, 2C & Gear OH by Dassault/Paris in 2011

2006 King Air 350 • s/n FL-470 • N479SC

2008 Lear 60XR • s/n 343 • N343EC

2700 TT • Engines on 100% JSSI Premium • Raisebeck Lockers • Fresh Phases 1/2/3/4 • FDR • Dual FMS • TCAS II w / 7

1580 TT • Engines on ESP Gold • Fresh A-B-C-D Inspections • NDH

2002 Agusta 109E • s/n 11134

2012 Bell 429 • s/n 078

Fresh HSI • Turn-Key • Undergoing US Import • Will be delivered on N reg

714 TT • Corporate Interior • High Gross Weight Towing Kit • CVR / FDR

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AirCompAnalysis April.qxp_ACAn 22/03/2016 14:38 Page 1

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Cessna Citation CJ2/CJ2+

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on four popular pre-owned business jets for the purpose of valuing the Cessna Citation CJ2/CJ2+.

Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

104

ver the following paragraphs, we’ll consider productivity parameters (payload/ range, speed and cabin size) and cover current and future market values for the Citation CJ2/CJ2+. The field in this comparative study is the Beechcraft Premier I/IA.

Brief History

The CitationJet is a low-wing aircraft with a T-tail, pressurized cabin and two turbofan engines pylonmounted on the rear fuselage. The Model 525 CitationJet family encompasses the CJ1, CJ1+, CJ2, CJ2+, CJ3 and the CJ4 models. The CJ2 (Model 525A) light jet was produced between 2000 and 2005. In addition to a five-foot stretch of the Cessna Citation CJ1 fuselage, the CJ2 is powered by two Williams International FJ44-2C

AVBUYER MAGAZINE – April 2016

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turbofans delivering up to 2,400 lbst each. The CJ2 can be RVSM certified when Service Bulletin SB525A-34-01 is implemented. Delivering from 2006 through 2014, the CJ2+ brought updated avionics, increased performance and FADEC controls to the CJ2 design. In fact the CJ2+ comes standard-equipped with 17 of the CJ2’s most popular equipment options. Today, there are 433 wholly-owned CJ2 (225) and CJ2+ (208) aircraft in operation worldwide. An additional 19 are in shared ownership and 10 are in fractional ownership, giving a total global fleet of 462. Of the in-operation aircraft, 33 (7.1%) of the CJ2/CJ2+ fleet are leased, according to JETNET. By continent, North America has the largest fleet percentage (61%), followed by Asia (24%) and Europe (10%), for a combined total of 95%. Aircraft Index see Page 153

LEAS Single April.qxp_LEAS 21/03/2016 15:44 Page 1

+1 201-891-0881

aircraftsales@leas.com

Price - Inquire

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$14,995,000

2015 Gulfstream G650 s/n 6157 13 pax

2005 Gulfstream G450 s/n 4032 16 pax

Delivery Hrs Only, ATG-4000 Internet (Text & Talk) Hnywl MCS 7120 Swift Broadband, Fwd Crew Rest Certified Part 135 Use to 12 Hrs

RR Corp. Care, APU MSP Gold, Synthetic Vision, Enhanced Nav. HD-710 Swift Broadband,TCAS 7.1, Ads-B Out, Avionics Enhancement ASC090A

Price - Inquire

2007 Global Express XRS s/n 9191 13 pax

2013 Challenger 300 s/n 20421 9 pax

IAC Batch 3 Software, FANS 1/A+ & RNP4 Capability, SBAS/LPV Approach, Wi-Fi, Sat TV, ADS-B Out TCAS 7.1, Satellite TV

Collins Proline 21 Advanced (CL 350 Avionics) Engines & APU on MSP, AdsB Out, Synthetic Vision, FANS 1/A CPDLC, WAASLPV, ATG 5000 Wi-Fi

Price - Inquire

$4,995,000

2008 Challenger 605 s/n 5746 12 pax

1995 Gulfstream GIVSP s/n 1262 13 pax

On Smart Parts, Engines on GE OnPoint, APU on MSP, Triple FMS and IRS, ADS-B Out, TCAS 7.1, New Paint & Interior 2014, Link 2000+

RR Corp Care, APU On MSP, Avionics on HAPP, ATG-4000 GoGo Biz Wi-Fi, Axxess II Iridium Sat Phone, APU Encl.Ventilation Mod, Oper.Part 135

$2,395,000

Price - Inquire

1998 Citation Excel s/n 5014 8 pax $700,000 spent at Cessna to include 2 new engine burner cans (will reduce O/H costs) partial interior refurbishment 2013 and 2010, Single Point Refuel

1995 Gulfstream GIVSP s/n 1268 14 pax Engines 100% JSSI, APU on MSP, Avionics on HAPP, -150 APU Upgrade, Paint 2012, TCAS II w/ Chg 7.1, MCS-6000 Satcom, Airshow 4000, Previously Oper. Part 135

L E A D I N G E D G E AV I AT I O N S O L U T I O N S , L L C

W W W. L E A S . C O M

AirCompAnalysis April.qxp_ACAn 22/03/2016 14:38 Page 2

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Table A - Citation CJ2/CJ2+ US Flight Activity

Payload & Range

Table B - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

Max P/L w/Avail fuel IFR Range (nm)

Citation CJ2

12,375

3,932

127

1,400

668

1,331

1,092

Citation CJ2+

12,500

3,930

143

1,720

715

1,452

993

Premier I

12,500

3,611

143

1,435

414

1,072

787

Premier IA

12,500

3,670

143

1,400

320

1,072

787

Model

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2015 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections

AVBUYER MAGAZINE – April 2016

Cabin Cross-Sections

According to Conklin & de Decker, the CJ2/CJ2+ cabin volume is 248 cubic feet and its cabin length is 13.58 ft. With a cabin length of 13.6 ft., the Premier I/IA offers a larger cabin volume (285 cu. ft.), thanks to its greater width and height (see Chart A cross-section comparison, left). Overall, the Premier I/IA cabin volume is 14.9% greater than that of the CJ2/CJ2+. As depicted by Chart B (top, right) and using Witchita, Kansas as the origin point, the CJ2 and CJ2+ show greater range coverage compared to the Premier I/IA, as sourced from Aircraft Cost Calculator (ACC). Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at LongRange Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

Powerplant Details

Source: UPCAST JETBOOK

106

The data contained in Table B (left) are published in the B&CA, May 2015 issue, but also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The CJ2 and CJ2+ ‘Available payload with Maximum Fuel’ at 668 and 715 lbs respectively are greater than the Premier I/IA at 414 and 320 lbs respectively. In addition, Table B shows the fuel usage by each aircraft in this field of study. The Citation CJ2 is the more frugal at 127 GPH, which is 12.6% less compared to the other three business jets each burning 143 GPH according to data sourced from Aircraft Cost Calculator.

As mentioned previously, the www.AVBUYER.com

Aircraft Index see Page 153

AirCompAnalysis April.qxp_ACAn 22/03/2016 14:39 Page 3

Chart B - Range Comparison

CJ2 is powered by two Williams FJ44-2C engines with a thrust rating of 2,400 lbs. The CJ2+ utilizes two FJ44-3A24 powerplants with slightly more power (2,490 lbst). The Premier I/IA business jets also are powered by two Williams FJ44 engines – in this case the -2A types, each with a rating of 2,300 lbst.

Cessna Citation CJ2+ Cessna Citation CJ2 Hawker Beechcraft Premier 1/1A

1,164 Nm 1,048 Nm 829 Nm

Cost Per Mile

Using data supplied directly from ARGUS as of March 2016, we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2015 edition was $5.25 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (middle, right) details ‘Cost per Mile’ and compares the CJ2 and CJ2+ to its competition, factoring direct costs with each aircraft flying a 1,000nm mission with an 800 lb (four pax) payload. The CJ2 shows the highest cost per nautical mile at $2.92, whereas the CJ2+ is the most frugal at $2.34.

Chart C - Cost Per Mile US $ per nautical mile $0 Premier I

The ‘Total Variable Cost’ illustrated in Chart D (bottom, right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the CJ2 computes at $1,097 per hour, the highest cost of our field, while the CJ2+ has the lowest ($963) variable cost.

Premier IA Citation CJ2+

* 1,000nm Mission costs, 800lbs payload

Chart D - Variable Cost

Aircraft Comparison Table

Advertising Enquiries see Page 4

Q $2.92 Q $2.40 Q $2.40 Q $2.34

Citation CJ2

Total Variable Cost

Table C (overleaf) contains the pre-owned prices from Vref Pricing Guide for each aircraft in the year 2012. The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET.

$2.00

US $ per hour $0

$600

Citation CJ2 Premier IA Premier I Citation CJ2+

! www.AVBUYER.com

Q $1,097 Q $983 Q $983 Q $963 April 2016 – AVBUYER MAGAZINE

107

AirCompAnalysis April.qxp_ACAn 22/03/2016 14:39 Page 4

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison Long Range Speed (kts)

Cabin Volume (cu ft.)

Max P/L w/avail fuel IFR range (nm)

Used Vref Price $ US Mil

In-Operation

% For Sale

Average New & Pre-owned Pre-owned Sold Sold* Per month*

Citation CJ2

344

248

1,092

$2.90

237

8.4%

4.3

Citation CJ2+

351

248

993

$5.60

225

11.6%

3.2

Premier I

370

285

787

$1.65

124

10.5%

1.4

Premier 1A

370

285

787

$3.10

156

9.6%

3.3

11.52 %

5.76 %

Model

Depreciation Schedule

Data courtesy of Conklin & de Decker, JETNET; Vref; Aircraft Cost Calculator. *Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET

Table D - Part 91 & 135 MACRS Schedule MACRS SCHEDULE FOR PART 91 Year

Deduction

20.00 %

32.00 %

19.20 %

11.52 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

Source: NBAA

Table E - Part 91 & 135 MACRS Schedule 2014 Cessna Citation CJ2+ - PRIVATE (PART 91) Full Retail Price - Million Year

$5.600 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$1.1

1.8

1.1

0.6

0.3

Depreciation Value ($M)

$4.5

2.7

1.6

1.0

0.3

Cum. Depreciation ($M)

$1.1

2.9

4.0

4.6

5.3

5.6

Full Retail Price - Million

$5.600

Rate (%)

2014 Cessna Citation CJ2+ - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.80

1.37

0.98

0.70

0.50

0.25

Depreciation Value ($M)

$4.80

3.43

2.45

1.75

1.25

0.75

0.25

0.00

Cum. Depreciation ($M)

$0.8

2.2

3.2

3.9

4.4

4.9

5.4

5.6

Rate (%)

Source: Vref

108

AVBUYER MAGAZINE – April 2016

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The Citation CJ2 has 8.4% of its fleet currently ‘For Sale’ (the lowest of the field), while the CJ2+ has 11.6% for sale (the highest of the field). The CJ2 is recording the highest average number of pre-owned transactions (sold) per month, as shown in the last column. Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovery period. There are certain uses of the aircraft, such as nonbusiness flights, that may have an impact on the allowable depreciation deduction available in a given year. Aircraft Index see Page 153

AirCompAnalysis April.qxp_ACAn 22/03/2016 14:40 Page 5

Chart E - Value & Demand

A St Citation udy of CJ2/CJ2+ Pr - e Ci t at i on CJ2+ 1/1A Business Jet Compared to CJ2/ the Premier A Study of Pre-owned

Premier 1A $2.55M (6.8 Std. Deviations) too high

Asking Prices vs Age, Airframe Total Time & Quantity

Productivity Comparisons The points in Chart F (above) Advertising Enquiries see Page 4

$4.8M $4.0M $3.2M

$2.4M $1.6M

CJ2 $409K (1.1 Std. Deviations) too low

$0.8M

The Market for Used CJ2s (Green Cubes) & CJ2+s (Light Blue Spheres) Relative to Used Premier 1s (Purple Octahedrons) and Premier 1As (Blue Spheres)

The red line is very well correlated with an adjusted R2 of 98.5%.

Chart F - Productivity $7.0

Price (Millions)

Chart E (right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned CJ2/CJ2+. The current preowned market for the CJ2/CJ2+ aircraft shows a total of 46 aircraft ‘For Sale’ with 22 displaying an asking price, thus we have plotted them. We also added the Premier I/IA business jets in our study group. Asking prices range from $1.6-5.6m - the equation that we derived from these and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the Airframe hours (AFTT) and age/condition will cause great variations in price. The objective of Chart E is to determine how to use the demand curve to establish a value when no asking prices are provided. For example, we have called-out three aircraft, two (CJ2+ and Premier IA) that have asking prices which are potentially too high, and one CJ2 for which the asking price is potentially too low. (Of course, the final negotiated price remains to be decided between the seller and buyer before the sale is completed.) Demand and Value are on opposite sides of the same Price axis. Thus, the market for used CJ2/CJ2+ jets responds to at least four features: Years, Range (nm), Quantity, and Asking Prices.

$5.6M

CJ2+ $958K (2.6 Std. Deviations) too high

Asking Prices

Table E (bottom, left) depicts an example of using the MACRS schedule for a 2014 Citation CJ2+ aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a used retail value of $5.6m, per Vref Pricing guide.

$6.0

CJ2+

$5.0 $4.0 $3.0 $2.0 $1.0

Premier 1A CJ2 Premier 1

$0.0 0.0800

0.0900

0.1000

0.1100

Index (Speed x Range x Cabin Volume / 1,000,000,000)

are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious busi-

ness aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation CJ2 and CJ2+ display a high level of productivity, especially the CJ2+. Popular attributes of the CJ2 and CJ2+ is that they offer greater available payload and range. The CJ2+ also has the lowest variable cost per hour and per mile. However, the CJ2/CJ2+ cabin volumes are slightly smaller than the Premier I and IA. Operators should weigh their mission requirements precisely when picking the aircraft that is the best for them.

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Summary

Within the preceding paragraphs we’ve touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb that might factor in a buying decision, however. The Citation CJ2 and CJ2+ continue to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Citation CJ2/CJ2+ will continue to do very well in the preowned markets for the foreseeable future. ❚ April 2016 – AVBUYER MAGAZINE

109

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1999 BBJ AVA 3 IL A BLE

Gulfstream G550 – ‘03, ‘08, ‘12 DE P EN A L D IN G

2009 Mustang # 250 AVA 2 IL A BLE

2002 Lear 45BR 45 #183 & #199 2002 Lear #199

2000 Hawker5000 800XP #258459 2013 Global

2012 Falcon 7x

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Global Jet Challenger 300 April.qxp 23/03/2016 11:36 Page 1

S H O W C A S E

2006 Challenger 300 The asking price is now USD $9M. Owner is very motivated to sell and will consider any reasonable offer Serial Number: Registration:

20079 OE-HOO

Airframe TT: Landings:

• Compliant with EU-OPS 1 for commercial operation • Certified for 9 passengers • The 96th month inspection was performed in April/May 2014 at Jet Aviation in St. Louis

5483 2478

• The engines are enrolled with JSSI platinum on-condition program • APU is enrolled on the JSSI programs • No Damage history • Not in storage Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

114

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Aircraft Index see Page 153

Global Jet Challenger 300 April.qxp 23/03/2016 11:36 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

April 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

115

Global Jet CL605 April.qxp 23/03/2016 11:39 Page 1

S H O W C A S E

Bombardier Challenger 605 Global Jet Monaco has the opportunity to sell this Challenger 605 Serial Number:

5866

• Very well equipped, the airframe is on Smart Parts Plus Program, the engines on GE on Point Solutions and the APU is enrolled on MSP.

Airframe TT: Landings:

1237 811

• This CL605 must be the next to be sold, the owner has agreed to a MAJOR PRICE REDUCTION

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

116

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Aircraft Index see Page 153

Global Jet CL605 April.qxp 23/03/2016 11:40 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

April 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

117

Global Jet Falcon 7X sn167 April.qxp 23/03/2016 11:47 Page 1

S H O W C A S E

Dassault Falcon 7X s/n 167 The asking price is $32,5M

• The airframe is covered by Falcon Care • The engines and APU are enrolled on ESP and MSP respectively

• Automatic dependent surveillance - Broadcast out (ADS-B OUT) • Synthetic vision system

• Controller Pilot Data Link Communication (CPDLC) • The following Easy II options are installed on this Falcon 7X: ATN & FANS 1/A • Enhanced avionics system • Enhanced navigation with localizer performance with vertical guidance (LPV)

• Certified for 14 passengers for commercial operations under EU-OPS1

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

118

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Aircraft Index see Page 153

Global Jet Falcon 7X sn167 April.qxp 23/03/2016 11:47 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

April 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

119

Global Jet Falcon 7X sn229 April.qxp 23/03/2016 11:50 Page 1

S H O W C A S E

Dassault Falcon 7X s/n 229 The NEW asking price is $38,950,000 USD

• Entry into service in June 2014

• BMW design suitable for 14 passengers

• The airframe is covered by Falcon Care

• EASy II equiped

• The Owner is motivated to • Engines and APU are enrolled sell and will consider any reasonable offer. on Honeywell’s Service Plan Gold • This Falcon 7X is certified for commercial operations under EU-OPS Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

120

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Aircraft Index see Page 153

Global Jet Falcon 7X sn229 April.qxp 23/03/2016 11:50 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

April 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

121

Global Jet G550 April.qxp 23/03/2016 11:54 Page 1

S H O W C A S E

2013 G550 The asking price is $41,750,000 USD Serial Number:

5395

Registration:

OE-LPN

• Equipped with the ELITE INTERIOR OPTION

This G550 is compliant with the new airspace regulations:

• The airframe is covered by Plane Parts

• TCAS 7.1 (ASC 103)

• The engines are enrolled on Rolls Royce Corporate Care

• Enhanced Navigation including CPDLC/FANS 1A (ASC 084)

• APU is enrolled on Honeywell’s Service Plan

Certified for 13 passengers for commercial operations under EU-OPS1

• ADSB OUT (ASC 105)

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

122

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Aircraft Index see Page 153

Global Jet G550 April.qxp 23/03/2016 11:54 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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123

Global Jet Global 6000 April.qxp 23/03/2016 11:55 Page 1

S H O W C A S E

2014 Bombardier Global 6000 Asking Price: Make Offer Serial Number:

9559

Airframe TT: Landings:

• Certified for 4 crew members and 15 passengers for taxi, take-off and landing • Total Time Air Frame: 464 hours • Cycles since new: 205

464 205

• Engines on Rolls Royce Corporate Care • APU on Honeywell Maintenance Service plan • EU-OPS 1 compliant for commercial operations • Very nice customised interior Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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Aircraft Index see Page 153

Global Jet Global 6000 April.qxp 23/03/2016 11:55 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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Jet Sense Aviation, LLC Citation Excel April.qxp_Empyrean 23/03/2016 12:26 Page 1

S H O W C A S E

Asking Price of $2,695,000 2001 Citation Excel Serial Number: Registration: Airframe TT: Landings:

5217 N550DU 4,105 3,254

• World Ready • APU, TCAS II, Flight Data Recorder • On MSG 3 and Pro Parts • All Service Bulletins Complied With • Recent High Speed Turbine Blade Replacement on Both Engines ($400,000) Engines P&W 545A Left Engine Hours: 4,104 Cycles: 3,256 Right Engine Hours: 4,104 Cycles: 3,256 APU Allied Signal RE100XL -- Hours - 2,005 Avionics TCAS-94D TCAS II with change 7.1 Dual Honeywell P-1000 EFIS Dual Honeywell ADC-850D Air Data Computers UNS - 1ESP FMS Dual Honeywell ADF DF-850 Fairchild FA 2100 CVR Dual Honeywell VHF TR-833 Dual Honeywell DME DM - 850 Dual Honeywell NAV NV-850 Dual Honeywell XS-852B with Mode S Honeywell 880 Weather Radar Artex C406 Honeywell FDR

Features EU - OPS Compatible Airshow 400. Enrolled in CESCOM Two Corporate Owners Since New R.V.S.M. Capable Precise Pulselight System Based in Dayton, Ohio Interior Forward Two-Seat Divan, Four-Place Club Seating Arrangement with Two Single Aft Seats and Aft Side Facing Lav Seat with Flushing Toilet. Two Heated Liquid Containers, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet, Aft Centerline Closet with Aft Bulkhead Mirror, Aft Cabin Dividers with Wood Veneer Doors. Exterior Overall White with Green and Beige Accent Striping Maintenance - All Mandatory, Recommended, Optional and Discretionary Service Bulletins Complied With - Fresh Pre-Buy Along with a Doc 1-4, Doc 7, 16, 34, 35, 37, 40, 43, 44, 50 -- All C/W at TAG Aviation in Geneva - Fresh Import and US Standard Certificate of Airworthiness

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

Aircraft Index see Page 153

Jet Sense Aviation, LLC Citation V April.qxp_Empyrean 23/03/2016 12:28 Page 1

S H O W C A S E

Asking Price of $949,000 1994 Cessna Citation V Serial Number: Registration: Airframe TT: Landings:

560-0250 N205CM 15118.2 14127

• JSSI 100% (Exhibit C Available) • Complete Logs • Maintenance Done at Cessna Greensboro (GSO) • UNS-1LW FMS • WAAS+LPV • TCAS II • Enrolled in CESCOM • Medivac Interior Optional Engines LEFT ENGINE Type: Pratt & Whitney JT15D-5A Serial Numbers: PCE-108499 Total Hours Since New: 14459.8 Hours RIGHT ENGINE Type: Pratt & Whitney JT15D-5A Serial Numbers: PCE-108531 Total Hours Since New: 14459.8 Hours Avionics Honeywell EFIS w/ Three LCD's Universal UNS-1LW Garmin GTN-400W Honeywell TCAS II Dual Collins VIR-32A Navs Dual Collins DME Dual Collins ADF Dual Collins VHF-22A

Primus 650 Weather Radar Dual Mode S Transponder Allied Mark VII EGPWS GA-100 Cockpit Voice Recorder Sperry SPZ-500 IFCS Interior Seven (7) Passenger Interior - Grey Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Grey Rubber Floor Liner Fwd Refreshment Center Exterior Base Paint Color(s): White Stripe Color(s): Light Blue & Black Last Painted Date: March 2014 Connectivity Aircell Iridium ST-3100 In Flight Phone Additional Equipment ! Artex C406-2 ELT ! Freon Air Conditioning ! Lead Acid Battery ! Cabin Display ! Lifeport Medical Stretcher w/ O2, Air and AC Power ! CVR ! EROS Oxygen Mask ! Pulselite System ! RVSM

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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Jet Sense Aviation, LLC Premier 1A January.qxp_Empyrean 23/03/2016 12:29 Page 1

S H O W C A S E

2007 Beechcraft Premier 1A Serial Number: Registration: Airframe TT: Landings:

RB-166 N36866 2,573 2,676

• On TAP ELITE • $2,095,000 Factory Optional Equipment TCAS 4000 TCAS II Collins Traffic Alert and Collision Avoidance System with Dual Collins (Mode S) TDR-94D’s Transponders Collins XM Satellite Graphical Weather Collins ECH-5000 electronic charts software Sidewall Armrest: Laminate covered with wood trim

WXR-800 Radar Dual CDU-3000 Control Display Units WXR-800 Radar CVR- L3-Communications FA2100 RJ-45 FMS and file server access jack Interior Beautiful Six Passenger Interior High Gloss laminate cabinetry Light Tan leather seats, sidewalls and carpet Aged Brass Plating Exterior Overall white with Red and Green Accent striping Notes **No Damage History **Always Beech maintained

Avionics Collins Proline 21 w/ 3-Tube 10x8 Inch EFIS Displays Dual VHF-4000 digital VHF Comm transceivers Single Nav-4500 Nav Receiver Dual TDR-94D Mode S transponder ALT-4000 Radio Altimeter Flight Guidance System FGC-3000 autopilot DME-4000 MD-3110 Maintenance Diagnostic Computer Single Nav-4000 VHF Nav Receiver Honeywell Mark V EGPWS FMS-3000 w/ GPS 4000A

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047

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Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

Aircraft Index see Page 153

Aviation Consultants of Aspen April.qxp 22/03/2016 15:24 Page 1

S H O W C A S E

1980 Cessna Citation II Serial Number: Registration: Airframe TT: Landings:

550-0175 N75WL 8188.8 7881

Left Engine 8108.8 Hours Since New, 6878 Cycles Since New, 1485.8 SOH Right Engine 8005.8 Hours Since New, 7891 Cycles Since New, 1718.8 SOH Avionics Sperry SPZ-500 Flight Director Sperry SPZ-500 Auto Pilot Garmin GNS 530W Nav/Com/GPS Garmin GNS 430W Nav/Com/GPS Dual Garmin GTX-330 Mode S Transponders TCAS II with Change 7 RDR 2000VP Color Radar KMD-850 High Resolution MFD Satellite Data Link Weather Sperry AA-215 Radar Altimeter TAWS XM Audio

Exterior Overall white with gold and brown stripes. New 2010, good condition Interior Eight passenger, double club configuration. Aft belted lavatory. Light tan leather seats, brown carpet. New 2013, good condition Inspection Status All inspections are current. Phase 1-5 Inspections complied with December 2014 at Cessna Citation Service Center in Orlando

Asking price of $550,000 USD

Options Thrust Reversers Branson MGTOW Increase Mod to 14,500 lb. Aft baggage mod Sierra Industries Nose Cone Mod Freon Air-conditioning Sierra Com computer maintenance tracking

Aviation Consultants of Aspen, Inc. Andy Cohen P. O. Box 790, Castle Rock, CO 80104, USA

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com April 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE 129

IAG 2000 Falcon 50EX April.qxp 22/03/2016 15:27 Page 1

S H O W C A S E

Price: $4,795,000 USD 2000 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5578.4 4083

• One US Owner Since New • Unmatched Pedigree, No Expense Spared • Engines/APU On MSP Gold • WAAS/LPV • ADS-B Out • AirCell Axxess II SatCom • GoGo Biz High-Speed Data • Dry Bay Mod • Always Operated FAR 135 • New Paint 2010

Manhattan Seattle Silicon Valley 130

AVBUYER MAGAZINE – April 2016

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Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com Aircraft Index see Page 153

IAG Cessna Citation CJ3 March.qxp 23/03/2016 10:37 Page 1

S H O W C A S E

Price $4,795,000 USD 2009 Citation CJ3 Serial Number: Registration: Airframe TT: Landings:

0298 N298CJ 1452.3 892

• US Registered, Always Hangared, Full Time Maintenance Manager • TAP Elite • Cessna Pro-Parts • 7 Passenger Main Cabin Seating Plus Belted Lavatory • TCAS 7.1 • WAAS • RAAS • Single FMS Plus Garmin GPS500W Option • XM Satellite Weather • AirCell ST-3100 Iridium Phone

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 4

www.AVBUYER.com

Cass Anderson or Jeff Habib Managing Partners +1 212 888 7979 info@iagjets.com www.iagjets.com April 2016 – AVBUYER MAGAZINE

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JetPro Texas 1998 Learjet 45 April.qxp_Heeren Cit Ultra sep 23/03/2016 12:16 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

4,947 3,538

Airframe On CAMP 4,947 Hours Since New 3,538 Landings Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics Avionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR

Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior All new paint September 2015. Overall white with flight red, black and metallic charcoal stripes Fresh Bombardier Inspections

Please contact: Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 153

CAAP G280 March.qxp 23/03/2016 12:15 Page 1

S H O W C A S E

Asking price $20.995 Million

New Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:

2054 N186RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale. G280 S/N 2054 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements (two pilots and two technicians at FlightSafety). Engines and APU enrolled in MSP Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201

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Wentworth Aero April.qxp 24/03/2016 10:05 Page 1

S H O W C A S E

1999 Boeing Business Jet Serial Number: Airframe TT: Landings:

29135 9926 3196

Wentworth Aero is pleased to exclusively offer this beautifully styled BBJ with a fresh C inspection at a new reduced price! S/n 29135 has an exquisite 23-passenger high level VIP interior featuring a crew rest area with lavatory; full service galley; main lounge with a 37” LCD screen and concealed projector and VIP dining area, mid VIP lavatory, master bedroom with queen-size bed and work table, and a master VIP lavatory with bidet and full shower. LED lighting throughout. The exterior was completely stripped and repainted in 2013. This BBJ is enrolled on the GE OnPoint engine program, making it a unique and valuable aircraft. It is maintained in accordance with the FAA approved Low Utilization Maintenance Program and on CAMP maintenance tracking.

Engines CFM56-7B27/B3 Engines LE/RE Total Time: 9821 / 9821 Enrolled on GE OnPoint Program APU Honeywell GTCP Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM Honeywell ADIRU 3 PATS Aux Fuel Tanks Forward Airstair System EVAS Airshow 4000

Airframe No Damage History Total Time: 9926 Total Landings: 3196

Wentworth Aero, LLC Potomac, MD 20859-0478, USA

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Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero Aircraft Index see Page 153

Mente April.qxp 23/03/2016 12:17 Page 1

S H O W C A S E

1998 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258369 N621WH 6274.6 5400

Engines Honeywell TFE731-5BR-1H Engine Program: MSP Gold Left Engine s/n P107350 Current Time: 6162 hrs, 5292 cycles - MPI c/w 4191 hours (07/08) next due 6291 hours - CZI c/w 4191 hours (07/08) next due 8391 hours Right Engine s/n P107311 Current Time: 6078 hours, 5249 cycles - MPI c/w 4226 hours (11/08) next due 6232 hours - CZI c/w 4226 hours (11/08) next due 8400 hours APU Honeywell GTCP36-150 (W) APU Program : MSP 4290 Hours 5400 Cycles

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com

Avionics Avionics Program Collins CASP ADF Collins ADF-462 Air Data Computer Dual Collins ADC-850D Avionics Package Collins EFIS-86E 5-tube / Pro Line 4 Comm Radios Dual Collins VHF-422C w/ 8.33 spacing CVR Universal CVR-30B DME Dual Collins DME-442 FMS Dual Universal UNS-1D w GPS Flightphone Magnastar C-2000 w Dual Handset (service off) GPS Dual Collins GPS-4000 Hi-Frequency Collins HF-9000 w SELCAL Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Collins ALT-55B Additional Features - Airshow 400 - Wired for Wi-Fi - Long Range Oxygen

2012 Falcon 7X Serial Number: Registration: Airframe TT: Landings:

162 N17XX 862.9 324

Engines Pratt & Whitney PW307A Engine Program: ESP Platinum Engine #1 Current Time: 862.9 hours, 324 cycles Engine #2 Current Time: 862.9 hours, 324 cycles Engine #3 Current Time: 862.9 hours, 324 cycles APU Honeywell 36-150 (FN) APU Program : MSP Gold

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com 471.5 Hours 694 Cycles Avionics ADF Dual Honeywell Avionics Package Honeywell Primus Epic AFCS DME Dual Honeywell FMS Triple Honeywell FMS GPS Dual Honeywell GPS WAAS/LPV Flight Director Dual Honeywell Primus Epic AFCS Navigation Radios Dual Honeywell TAWS Honeywell EGPWS w/windshear TCAS ACSS TCAS-II w/change 7.1 Transponder Dual Honeywell Mode S Weather Radar Honeywell color Autopilot Dual Honeywell Primus Epic AFCS Communication Radios Triple Honeywell EFIS Honeywell 4-tube 14-inch LCD

Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001

Advertising Enquiries see Page 4

- Dee Howard Thrust Reversers - Precise Pulselights - CAMP Maint. Tracking - DeVore Tel-Tail Lighting Interior Interior 2006, 8 pax (5 beige leather seats with a 3 place navy fabric divan) plus belted lav. Forward galley with Corian work surface, ice drawer, lighted crystal display, microwave, hot coffee, and china storage. Mar 2015 updates include re-dyed seats, new carpet / padding, new headliner, lower sidewalls recovered; new Flightfloor in galley, cockpit, and on steps; LED lighting on lower sidewalls and headliner, new sound insulation, new DVD/CD player with Bluetooth control, new stereo speakers Exterior Paint 2002, touched up in 2015. New LH & RH Windshield 03/15

www.AvBuyer.com

IRS Triple Honeywell LASEREF Stormscope Honeywell Additional Features Aircraft is enrolled on ESP Platinum, MSP Gold and Falconcare Aircraft is Easy II+ with the following options: Baseline upgrades WAAS LPV CPDLC FANS 1A / ATN B1 ADS-B Out Interior Seating: 4-place club, mid-cabin 4-place dining group, dual aft 3-place facing divans Refreshment Equipment: Forward LS galley Business Equipment: High speed broadband connectivity Passengers: 14 Configuration: Executive

Tel: +1 214 351 9595 www.mentegroup.com

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Dassault Falcon 900LX April.qxp 22/03/2016 15:31 Page 1

S H O W C A S E

2011 Falcon 900LX Serial Number: Registration: Airframe Total Time: Landings:

254 N264C 1654 630

Engines #1 Engine (s/n P112955): 1654 Cycles: 637 #2 Engine (s/n P112961): 1654 Cycles: 637 #3 Engine (s/n P112962): 1654 Cycles: 637 Engine Type Honeywell TFE731-60 (on MSP) APU (s/n P611): Honeywell GTCP36-150(F) (on MSP) Maintenance CAMP. Inspections Due: 1C May 25, 2017. Inspections complied with: Z May 25, 2015; B October 2014 Avionics Upgrade ADS-B Out S.B. 402 FSBA installed March 2014 Avionics Honeywell Primus Epic System EASy II (Cert. 2 – Baseline – without options) Flight Display System Honeywell EASy Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell VOR/ILS/Marker Navigation System dual Honeywell DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual Honeywell TCAS II System ACSS TCAS-3000 (Change 7.1)

Color Weather Radar System Honeywell Primus 880 Head-Up Guidance System Rockwell Collins HGS-4860 Communication Management Function Honeywell EASy Electronic Flight Bag (EFB) dual CMC CMA1100 “Pilot View” HF Communication Systems dual Collins HF-9000 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity Warning System Honeywell EASy Radio Altimeter System dual Honeywell RT-300 SATCOM Honeywell MCS-7120 Cockpit Voice Recorder Honeywell SSCVR (120 minutes) Flight Data Recorder Honeywell SSFDR Central Maintenance Computer Honeywell EASy Interior Light Beige leather seats, Tan leather lower sidewalls, Ivory headliner, Beige with Blue accents designer wool carpet, Hi-Gloss Figure Cut Marbled Walnut veneer, blue custom fabric divan, brushed aluminum plating (Original) Exterior White upper and Blue lower fuselage with custom English Blue and Yellow accent stripes (Original) Seating 12 passengers; 4 forward club seats, 4 mid-cabin club seats, aft 3-place divan with

www.falconjet.com/preowned

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opposing executive seat, forward and aft lavatory, third crewmember seat Additional Equipment Rockwell Collins FCMS: 17 and 21.3 inch LCD monitor, dual DVD player. Airshow 4000 (noninteractive). Honeywell: three AV-900 Flight Deck Audio, Selcal, LSS-860 Lightning Sensor System. Honeywell EASy: Electronic Jeppesen Charts, Uplink Weather capability. Miltope flight deck printer, Meggitt MK2 Secondary Flight Display, ELTA ADT-406 (tri-frequency) ELT with NAV interface, Goodrich Ice Detector (Advisory only), 115 cubic foot oxygen bottle

Mark Verdesco: Director, Pre-owned Aircraft Sales USA Tel: + (1) (201) 541-4556 E-mail: preowned@falconjet.com www.dassaultfalcon.com/preowned Aircraft Index see Page 153

aviatrax April.qxp_Empyrean 22/03/2016 15:33 Page 1

in c

N lu di n

$6 ASK , I g E S 9 9 NG P 5,0 PR G O 00 ICE LD , : Pr og ra m

2008 Gulfstream G200 Serial Number: Registration: Airframe TT: Landings:

207 M-ILTD 1244 613

AVIATRAX MC Monte Carlo, Monaco, is pleased to offer this beautiful low hours and meticulously maintained jet to the market. Always privately operated, never chartered. NEW AIRCRAFT WARRANTY – FULLY TRANSFERABLE Primary Structure Material Until December 2018 Privately operated by AVIATRAX. Presently located in Luxembourg. Transferable jet management, crew etc. PRICE SIGNIFICANTLY BELOW BLUEBOOK! Airframe Aircraft Hours (TSN): 1244. Aircraft landings (CSN): 613. Aircraft is enrolled on Plane Parts Program Engines Pratt & Whitney Canada PW306A. To be enrolled on ESP GOLD at delivery APU Honeywell GTCP36-150. APU enrolled on MSP Program

Avionics Collins Pro-Line 4 Avionics Suite Collins 5-tube EFIS & EICAS Display Dual Collins FCC-4005 Autopilot (Cat II) Dual Collins ADC 850 Air Data Computers Dual Collins RTU-4220 Radio Tuning Units Dual Collins AHS-3000 AHRS Collins Radio Altimeter ALT-4000 Dual Collins VHF-4000 Comms (8.33 kHz spacing) Collins NAV-4000 Nav (VOR/ADF) Dual Collins DME-4000 DMEs Equipment & Options Jump Seat Mode S Flight ID w/ Enhanced Surveillance Maintenance Diagnostic Computer ICG ICS-200 Iridium SATCOM Airshow 410 Passenger Flight Information System Single Multi-Region DVD player Interior Hallmark 10 passenger interior configuration having forward 4-place club seating, 4-place conference group opposite a 3-place divan (certified for 2 passengers) in the aft cabin. Seats are done in Barcelona Beige leather; woodwork is Redwood Burl woodwork with brushed gold satin metal finish Exterior Base exterior Matterhorn White with Green and Red Striping Passenger Amenities Cabin entertainment includes a multi-region DVD player and Airshow 410 system

AVIATRAX MC

Contact: James Healey Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +377 9310 5410 Email: james@aviatrax.mc www.aviatrax.mc

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S H O W C A S E

Sojourn Aviation April.qxp 23/03/2016 12:19 Page 1

S H O W C A S E

Price Reduced: $2,900,000

2009 Bombardier Learjet 40XR Serial Number: Registration: Airframe TT: Registration:

40-2120 N626FX 3785 3050

Engines Left engine: Honeywell TFE 731-20BR-1B Serial Number: P-132140C. Hours: 3666 Cycles: 2950. TSMPI: 970 Hrs CZI Due: 6000hrs Right engine: Honeywell TFE 731-20BR-1B Serial Number: P-132138C. Hours: 3785 Cycles: 3050. TSMPI: 792hrs CZI Due: 6000hrs Engines are covered under the Honeywell MSP Gold Program. Engine contract number is 440026003 APU Air Conditioner in Lieu Of APU Avionics Honeywell Primus 1000 System includes: • Dual AZ-850 Air Data Computers • Dual AHZ-800 AHRS Computers • Dual IC-600 Auto Pilot Computers • Dual Honeywell RNZ-851 Nav Units • Dual Honeywell RCZ-833 Comm Units • Dual Honeywell 800 Digital Acquisition Units • Four Tube DU-870 EFIS/MFD with 7” X 8” Displays • Engine Instrument/Crew Alerting System (EICAS) • Honeywell Primus WU-660 Color Radar • RT-300 Radio Altimeter

Additional Equipment • R.V.S.M. Capable • Honeywell Mark V EGPWS with Windshear Alert • Honeywell Cockpit Voice Recorder • Artex C406-2 MHz ELT w/Nav Interface • Pulselights • Fwd and Aft 10.4” Monitors (L.C.D.) • Airshow 410 • Cabin entertainment system (10 disc CD changer, DVD player) • Iridium ICS-100 SATCOM Phone System • 115 VAC outlets • Thommen Standby Altimeter Interior Bombardier Completion Center, Wichita, Kansas March 2009. Fireblocked, Seven (6) passenger seats and one (1) belted lavatory seat. The cabin features six (6) executive club chairs with four executive fold-out tables. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment. The headliner and sidewalls are Milkweed ultra leather. The chairs are covered in Heritage Mink and Heritage Bramble leather from Townsend Leather. The carpet is Tapisweave Rikela carpet from Edward Fields. The woodwork is a high gloss Striped Sapele Exterior Bombardier Completion Center, Wichita, Kansas March 2009. Top fuselage is Matterhorn white. Bottom fuselage is Royal blue. Accent stripes are red and blue

Sojourn Aviation 14605 North Airport Drive, Suite 312 Scottsdale, AZ United States 85260

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Tel: +1 316-733-6500 sales@sojournaviation.com www.sojournaviation.com

Aircraft Index see Page 153

Sorens Group January.qxp 23/03/2016 12:22 Page 1

S H O W C A S E

2012 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4245 N7777N 1070 350

• Engines Enrolled on Rolls-Royce Corporate Care Program • APU Enrolled on Honeywell MSP contract • Honeywell HD-710 High Speed Data • PlaneView Enhanced Navigation Package • Synthetic Vision 2.0 • Runway Awareness Advisory System (RAAS) • Digital Flight Data Recorder • High Speed Data System • Enhanced sound proofing Engines Engines Enrolled on Rolls-Royce Corporate Care Program L/H Engine TAY MK 611-8C Serial Number: 85478 Actual engine hours: 1070 R/H Engine TAY MK 611-8C Serial Number: 85487 Actual engine hours: 1070 APU APU Enrolled on Honeywell MSP contract Aircraft Enrolled on Gulfstream PlaneParts Program GTCP36-150(GIV) Serial Number: P-360 Actual APU hours: 1030 Avionics • Four (4) Honeywell DU-1310 Flat Panel Display Units • Two (2) Honeywell DC-884 Display Controllers

• One (1) Honeywell DP-884 Display Brightness Panel • One (1) Honeywell / Kollsman Visual Guidance System • Triple (3) Honeywell MAU-913 Modular Avionics Units • One (1) Honeywell GP-500 Flight Guidance Panel • Triple (3) Honeywell MC-850 Control Display Units • Triple (3) Honeywell AZ-200 Air Data Modules • One (1) Honeywell WU-880 Weather Radar Receiver / Transmitter Antenna • Two (2) Honeywell WC-884 Weather Radar Controllers • Triple (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units • Dual (2) Honeywell MRC-855A Modular Radio Cabinets Interior • Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables, galley as well as forward crew vacuum lavatory. • The mid cabin area offers a four (4) place left side conference group opposite a credenza which incorporates the Cabin Entertainment System, facsimile machine and miscellaneous storage. The aft cabin beings at a hard partition divider and features a right side four (4) place divan opposite a two (2) place club arrangement. Aft passenger vacuum lavatory. The forward galley features both High- Temp and Microwave ovens as well as both Coffee & Espresso makers. The cabin Entertainment System features an Airshow 4000 System.

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

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Cabot Aviation April.qxp 23/03/2016 12:24 Page 1

S H O W C A S E

2008 Challenger 850 Serial Number: 8091 Registration: RA-67220 Airframe TT: 2248 Landings: 1012 Engines No. 1: s/n 950717. Total time: 2,248. Cycles: 1,018 No. 2: s/n 950692. Total time: 2,248. Cycles: 1,108 APU Honeywell GTCP36-150(RJ) Serial number: P1343 Total time: 3,328 Cycles: 976 Avionics Proline 4 suite comprising: Dual Collins ADC-850A Dual Collins VHF-422C Dual Collins GPS-4000A Dual Collins DME-442 Dual Collins VIR-432 Honeywell MARK V, E.G.P.W.C Dual Collins DCU-4000 Litton LTN-101, IRU Collins TTR-921, TCAS Dual Collins ADF-462, ADF Receiver Avtech CSD-714, Selcal Dual Collins Alt-1000, Radio Altimeter Dual Collins HF-9031A, HF COM Receiver L3 Communication FA2100, Cockpit Voice Recorder L3 Communication FA2100 Flight Data Computer Dual Collins FMC4200

Dual Collins TDR-94D, ATC Tuning Unit Collins MDC-4000 ARTEX C406-2, Emergency Locator Transmitor Dual Collins FCC-4000, Computer Flight Contro Interior 11 passenger seats with an additional 2 seats in crew rest Forward cabin configuration two executive club seats with foldout tables and 4-seat couch opposite Aft cabin configuration two executive club seats opposite a 3-place couch. Couches convert to lie flat beds. Forward crew lavatory and fully enclosed aft lavatory Crew Rest Forward Spacious bathroom featuring full size shower and shower bidet facility. Display/TV Monitor in forward cabin with stowage within the table. Additional monitor in aft cabin Exterior Matterhorn White fuselage with dark green accent stripe. Paint original Maintenance Status 2000 hours Completed October 30th 2014 2500 hours Due 251 hours 24 month inspection Completed October 30th 2014 48 month inspection Due 19th September 2016 96 month inspection Due 19th September 2016

CABOT AVIATION Air Partner PLC 2 City Place, Gatwick, UNITED KINGDOM

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Tel: +44 (0)1293 848 569 Office +44 (0)7836 352676 Mobile E-mail: tim.barber@cabotaviation.com www.airpartner.com Aircraft Index see Page 153

NBAA REGIONAL FORUMS Van Nuys Airport (VNY) June 9, 2016 Van Nuys, CA

Westchester County Airport (HPN) September 15, 2016 White Plains, NY

ATTEND NBAAâ&#x20AC;&#x2122;S REGIONAL FORUMS These industry events bring together local business aircraft owners, operators, manufacturers, and other aviation professionals for a one-day event at some of the most accessible business aviation airports in the nation. As an attendee you can visit with exhibitors, view business aircraft side-by-side on static display and take part in education sessions throughout the day.

LEARN MORE & REGISTER: www.nbaa.org/forums/avbuyer

Community News 1 April16.qxp_Layout 1 23/03/2016 12:46 Page 1

COMMUNITY NEWS ❚ BIZAV REVIEW

OEM Bites

Gulfstream Launches G600 Systems Testing The G600 iron bird recently completed its “first flight”, demonstrating Gulfstream’s continued commitment to research and development and the growing maturity of the G600 aircraft program.

spatially correct, dimensionally accurate structure that includes a flight deck, the iron bird version of the G600 allows engineers to test the flight control and mechanical systems, including landing gear, brakes and hydraulics in a ground-based lab. During the 30-minute ‘flight’, the G600 iron bird simulated taxi, take-off and landing as well as manoeuvres and transitions at altitude and airspeed. “This first flight sets in motion the testing and validation required for the G600s actual first flight,” said Dan Nale, senior vice president, Programs, Engineering and Test, Gulfstream. “With the iron bird, we can confirm the characteristics of the system components, improve the integration maturity, make modifications and provide those benefits in a lab environment, all while on the ground and still in the design stage to the benefit of the flight142

AVBUYER MAGAZINE – April 2016

test aircraft. Having this resource enhances safety and streamlines the testing process.” Capable of traveling 6,200nm at Mach 0.85, or 4,800nm at Mach 0.90, the G600’s maximum operating speed is Mach 0.925, the same as Gulfstream’s G650 and G650ER. The aircraft features the all-new Symmetry Flight Deck, with active control sidesticks, integrated touchscreen controllers, a nextgeneration enhanced vision system and Primus Epic avionics. Similar to the G650 and G650ER, the G600 offers a full three-axis digital fly-bywire system with benefits that include flight-envelope protection, stability augmentation, increased redundancy and reduced maintenance. The first G600 flight-test aircraft and structural test article are in production. The aircraft is scheduled to enter service in 2019. More information from www.gulfstream.com www.AVBUYER.com

Bombardier’s Challenger 650 has received full TC from EASA. The Challenger 650 aircraft's enhanced engines offer greater thrust, which enable shorter take-off distance, extra payload capacity or greater range capabilities out of challenging airports. Meanwhile, Bombardier and Aurora Jet Partners of Edmonton, Alberta, Canada joined forces today to mark a major milestone: delivery of the 75th Learjet 75. The milestone was reached slightly more than two years after the first Learjet 75 aircraft entered service. Pictured above: Bill McGoey, President, Aurora Jet Partners was presented the aircraft by Tonya Sudduth, General Manager, Learjet Programs. www.aero.bombardier.com Cessna’s Citation Latitude mid-size jet has received certification from EASA with deliveries now underway in Europe. Customer input was a key driver in the development of the Latitude, which brings the amenities of large cabin aircraft at a midsize acquisition price and operating costs. The Latitude also received certification to operate into and out of La Mole Airport, a popular European vacation destination in St. Tropez, France. www.txtav.com Daher’s 2016 version TBM 900 will incorporate improvements to further enhance flight envelope protection, improve warning identification and facilitate flight planning. These include: Flight envelope monitoring; New aural alerts for stall, over speed, landing gear extension and oxygen mask use; Angle of Attack sensor with visualization on PFD; and Two-way wireless link-up to the G1000 avionics suite from a mobile device. L-3’s Lightweight Data Recorder also becomes standard equipment, while an optional Garmin GRA 55 all-digital radar altimeter is available. www.tbm.aero ! Aircraft Index see Page 153

Join European business leaders, government officials, manufacturers, corporate aviation department personnel and all those involved in business aviation for the European Business Aviation Convention & Exhibition (EBACE2016). Visit the EBACE website to learn more and register today.

Community News 1 April16.qxp_Layout 1 23/03/2016 12:47 Page 2

COMMUNITY NEWS ❚ BIZAV REVIEW

BizAv Associations/ Government Agencies

OEM Bites DORNIER SEASTAR

CBAA/TC: The current June 1, 2016 exemption for Canadian-registered turbine private airplane operators to comply with the most onerous parts of new Section 604 Transport Canada aviation regulations is expected to be extended.

Dornier Seawings announced production has now started on the Seastar engineered to operate on both land and water. The Seastar combines cutting-edge technology with Dornier’s 100 years of flying-boat experience. First customer deliveries are expected in 2018. www.dornierseawings.com Embraer has announced that for the third consecutive year, the Phenom 300 was the most-delivered business jet in the world during 2015. A total 70 aircraft were received by customers around the globe last year. To date, 320 Phenom 300s are in operation in 28 countries, with the fleet having accumulated close to 300,000 flight hours. www.embraerexecutivejets.com Finmeccanica announced at the recent Heli Expo that Milan/New Yorkbased Jozeph Forakis Design Group as winner of the contest for the best AW609 TiltRotor VIP cabin interior design. www.forakis.com Gulfstream’s fourth G500 test aircraft, T4, has completed its first flight and officially joined the G500 flight-test program. This represents a milestone

in the aircraft’s development program. For the first time, Gulfstream has integrated a team of Product Support maintenance technicians with the Flight Test team to follow the aircraft through manufacturing and flight testing. FAA type certification is expected in 2017. www.gulfstream.com Piper’s M600 turboprop announced in April 2015 and slated to enter service later that year has been delayed to the third quarter of 2016. Piper CEO Simon Caldecott, who was unavailable for comment, told Flightglobal that the company had promised customers a maximum operating speed of 250 knots (calibrated airspeed). Engineers were unable to reach that speed in testing, requiring a redesign of the wing’s internal structure. www.piper.com Spectrum Aeronautical, developer of the Freedom S-40, is hoping to secure funding by the end of June to launch production of its business jet and has selected Mexicali in Baja, California, as the manufacturing and flight test center. www.spectrum.aero

PIPER M600

FAA: The Senate Commerce Committee last month approved by voice vote a comprehensive FAA reauthorization bill that would improve aircraft certification and reform third-class medical requirements. FAA: Released a Notice of Proposed Rulemaking for new certification rules to replace the current Part 23 regulations. Impacting aircraft with a max seating capacity of 19 passengers and MTOW <19,000 lbs in the normal, utility, aerobatic and commuter categories, the rules would make the introduction of new safety technologies into light aircraft less arduous and costly by moving from the current Part 23 requirements to a new performancebased standard. GAMA: Welcomed the recent signing into force of an agreement between the US and EU, recognising each other’s high safety standards through the acceptance of approved components. NBAA: The Safety Committee last month released its fourth annual list of Top Safety Focus Areas, adding two issues – single-pilot accident rate and ground-handling incidents – to last year’s list, which the committee’s research shows should be primary riskmitigation targets for business aircraft operators.

The best aircraft

for sale search anywhere, everywhere pc, smartphone and tablet.

BUSINESS AVIATION INTELLIGENCE

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Aircraft Index see Page 153

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Brian Barber joined Advent Aerospace, Largo, Florida as vp, sales and marketing effective immediately. Barber will report directly to Advent Aerospace president Steve Jourdenais. Wendy Bechtel was appointed FBO Manager for Luxivair SBD in San Bernardino, Calif. Bechtel previously served as general manager at Encore Jet Center. John Brogan has been promoted to president and COO, at United States Aviation Underwriters, Inc. responsible for all underwriting and claims departments. J. Robert Duncan will be presented with the 2016 AEA Lifetime Achievement Award. Matthew Duntz joins Aerospace Technologies Group (ATG) as vice president of new business development as part of ATG's strategic objective to identify new products and grow its core product portfolio into adjacent transportation market segments. Brian Everson was named as jet service manager for Elliott Aviation. He most recently spent eight years as a quality control analyst at Gulfstream Aerospace's Appleton, Wisconsin facility. Paul Foley was named the CEO of charter and aviation services at Rectrix Aviation. Alonso M. Fonseca becomes director, business development, Helicopter Programs Central & South America, Jet Support Services, Inc. (JSSI).

Brian Panning

Steve Mitchell

Tom Hendricks

Alonso Fonseca

J. Robert Duncan

Wendy Bechtel

BizAv People

Hendricks by then will have served about four years at NATA's helm. Clay Lacy is to receive the Dr Godfrey Cabot award by the Aero Club of New England (ACONE). Vickie Mahoney joins FirstFlight as vp, sales. Mahoney brings 25 years of sales, marketing and client relationship services to her new role. Trevor Mashburn has been appointed COO, and James Moore general manager, King Aerospace. Mashburn previously had spent 10 years with Flexjet, where he was CFO. Moore has more than 20 years’ experience with Cessna Aircraft, where he was a maintenance manager. Stephen Mitchell, Aura Aviation, the UK-headquartered aviation consultancy and transaction business, has stepped into the New Year with an expanded team and appointed Mitchell sales director of its new rotary division. Bret Neely was promoted to executive vp, Greenpoint. He joined the completions specialist in 2007 and has led the sales and design departments since 2009. Brian Panning opens a West Coast Office in Orange County, California on behalf of the Hagerty Jet Group, with the objective of expanding the Group’s Western presence. Tom Shawaryn, Zenith Aviation promoted Shawaryn to sales manager. He joined Zenith in 2008.

Luke Gomoll was hired at Elliott Aviation to serve as avionics manager. Gomoll previously served as avionics manager for J.A. Air Center.

Brett Woods was promoted at Western Aircraft to Pilatus regional sales director. Woods has served with Western Aircraft since 2007.

Thomas L. Hendricks, National Air Transportation Association's president and CEO, announced he will resign on August 31.

Craig Zysk joined Frasca International as vp of business development. Zysk has more than 33 years of aviation industry experience. ❚

BizAv Events 2016 Sun ‘n’ Fun Fly-In ABACE 2016 Falcon M&O Seminar Falcon M&O Seminar Falcon M&O Seminar Aviation Electronics Europe NARA Annual Spring Meeting Aero Friedrichshafen Aero Expo Panama Pacifico Iranian Aviation Symposium Falcon M&O Seminar AEA (A/C Electronics Assoc. Conv.) Falcon M&O Seminar Advertising Enquiries see Page 4

Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr Apr

5 – 10 12 – 14 13 13 - 14 19 20 – 21 20 - 22 20 – 23 21 – 22 25 – 26 26 27 - 30 28

Lakeland, FL, USA Shanghai, China Shanghai, China Paris, France Chicago, Illinois, USA Munich, Germany Scottsdale, AZ, USA Friedrichshafen, Ger Panama City, Panama Tehran, Iran Toluca, Mexico Orlando, FL, USA Dallas, TX, USA

www.AVBUYER.com

www.sun-n-fun.org www.abace.aero www.dassaultfalcon.com www.dassaultfalcon.com www.dassaultfalcon.com www.ae-expo.eu www.naraaircraft.com www.messe-Friedrichshafen.de www. aeropodium.com www. aeropodium.com www.dassaultfalcon.com www.aea.net www.dassaultfalcon.com April 2016 – AVBUYER MAGAZINE

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BIZAV PRODUCTS & SERVICES • BIZAV PRODUCTS & SERVICES • BIZAV PRODUCTS & SERVICES Albinati Aeronautics, a Geneva-based company active in business aviation is proud to have reached its 15th year of excellence. Albinati Aeronautics founded in February 2001 by Stefano Albinati, started out with the management of one aircraft and five employees, and within 15 years grew to 18 aircraft and 115 employees. As a result of its growing business jet fleet, the company has become an serious international player in the business aviation market and is the largest Swiss-based operator of Global aircraft. www.albinati.aero ALOFT AeroArchitects (formerly PATS Aircraft Systems), recently announced the successful redelivery of a 737-800 Boeing Business Jet (BBJ2) interior completion project. This is the sixteenth such turn-key VVIP performed by ALOFT, who say they had the distinct honor of delivering the aircraft, on schedule, to His Majesty the Sultan of Johor of Malaysia. The project outfitted the new BBJ2 (pictured) with a majestic interior designed in a partnership between ALOFT and Edese Doret Industrial Designs of New York. The custom-designed interior incorporated cutting edge interior equipment and systems and the most exclusive finishing materials available today. ALOFT’s President and CEO, John Martin, remarked “Once again, our experienced team of VVIP interior experts have partnered with our Customer to deliver on a beautiful vision. With each new project, we take on the challenge of artfully creating an aerial extension of our clients’ life on the ground. We are entrusted to ensure that the tone by which they live, work and relax is meticulously maintained during their valuable time in the air. We also strive to exceed the clients’ lofty expectations. Our customers’ trust and satisfaction is a by product of the skill and dedication of our entire team and the pride they take in delivering the highest quality product to each valued client. www.aloftaeroarchitects.com Jet Aviation, is expanding its aircraft management and charter services on the U.S. West Coast with the acquisition of Avjet Corporation, a global jet charter and management company based in Los Angeles, CA. “Avjet’s 37-years of experience in aircraft management and charter services and impressive fleet of 45 aircraft makes it the perfect complement to Jet Aviation’s operations,” said Senior Vice President and General Manager of Jet Aviation U.S. Aircraft Services David Paddock. “This acquisition will also provide excellent benefits for Avjet’s customers by providing access to Jet Aviation’s global network of service facilities." Avjet’s current chairman and CEO Marc Foulkrod, will continue to own and operate the Avjet sales and brokerage division under the name Avjet Global Sales. “This acquisition meets my plan to continue to expand our global sales, acquisition and brokerage services while allowing Jet Aviation to continue Avjet’s tradition of excellence in aircraft management and charter services,” said Foulkrod. The closing of the acquisition is subject to certain governmental approvals, including relevant airport authorities. The value of the transaction has not been disclosed. www.jetaviation.com Sabena Technics, was recently approved by Dassault Aviation as a major authorized service center for the Falcon 10, 20 and 50. The aircraft will be serviced at Sabena Technics’s Dinard, France facility, which specializes in maintenance, repair and overhaul on business, regional and military aircraft. The Sabena Technics agreement is the latest in a series of approvals intended to reinforce Dassault Falcon’s global network. www.sabenatechnics.com/www.dasault-aviation.com Textron Aviation, has expanded its PowerAdvantage engine support program to Beechcraft King Air and Cessna Caravan turboprop platforms. Part of the company’s ProAdvantage suite of support programs, PowerAdvantage offers owners and operators comprehensive PT6A engine coverage with predictable costs for both routine and most unscheduled engine maintenance events. ProAdvantage is Textron Aviation’s support solution designed to enhance the aircraft ownership experience and provide peace of mind through life-cycle maintenance and spare part support for aircraft airframes, avionics, engines, labor and, when applicable, auxiliary power units. www.txtav.com VistaJet Continues Global Growth Swiss-based Charter operator VistaJet experienced a more than 21% increase in global flight traffic and passenger growth of more than 23% in 2015, which the company said was its strongest year to-date. The company’s fastest-growing market was the U.S., with flights to the U.S. up 135% and within the U.S. up 165%. The VistaJet fleet, which is entirely owned by VistaJet, has reached 60 Bombardier Challenger and Global jets. . Last year, VistaJet began service within China in partnership with Apex Air, which operates a Challenger 850 for VistaJet charters. Flights to China climbed 25% year-over-year; flights to Asia were up 62% and the number of passengers climbed 57%. In Africa, VistaJet saw growth of flight traffic of 15%; the number for the Middle East was 58%. Europe also saw growth, with the number of flights up 13% and passengers traveling into Europe up 17%. According to chairman and founder Thomas Flohr, “2015 was a record year for VistaJet. We welcomed more passengers onto our jets than ever before. VistaJet is still increasing its geographic reach in the U.S. and China, and we are taking market share from our main competitors in all of our core markets.” www.vistajet.com

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Aircraft Index see Page 153

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JETNET iQ Global Business Aviation Summit JETNET the leading provider of corporate aviation information, has announced that it will host the 6th annual JETNET iQ Global Business Aviation Summit in New York City on September 13-14, 2016. The JETNET iQ Summit, a highly anticipated gathering of industry thought leaders to deliberate the state of the business aviation industry and its future direction, has been aptly described as a “gathering of eagles”. This year’s Summit will be migrating to a new date and location. The program will feature an opening reception and dinner on Tuesday, September 13, followed by an all-day program featuring industry speakers and panelists on Wednesday, September 14, at Le Parker Meridien Hotel, 119 W. 56th Street, New York. For the convenience of participants, the Summit will once again coincide with the NBAA Regional Forum, to be held at Westchester County Airport (HPN) in White Plains, NY on Thursday, September 15, 2016. For more information on the JETNET iQ Summit

Advertising Enquiries see Page 4

For more information, please log on to jetnetiq.com or contact Susan Brogan, JETNET iQ Director of Special Programs, at susan@jetnet.com. For JETNET LLC, log on to jetnet.com or contact Paul Cardarelli, JETNET Vice President of Sales, at 800-553-8638 (USA) or paul@jetnet.com; International inquiries, contact Karim Derbala, JETNET Managing Director of Global Sales, at 41.0.43.243.7056 or karim@jetnet.com

www.AVBUYER.com

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Marketplace Bombardier Learjet 45XR

Price:

$3,600,000 USD

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3400

Location: Canada

Bombardier Challenger 605

Price:

$15,800,000 USD

Year:

2009

S/N:

5786

Reg:

C-FLMK

TTAF:

1365.4

Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Capital Jet Group Price:

$10,750,000USD

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3222

Location: USA

Citation Encore+

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior painted in 2014, 10 Passengers, VIP floor plan, 6 single seats in double-club arrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jumpseat, Large full-service beverage and food galley, High-temp convection oven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, Collins DME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM) certified

Skyservices Jet Sales

Location: Canada

Challenger 300

Well-maintained 2004 Learjet 45XR. 3400 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, and much more. Engines: Honeywell TFE-731-20BR-1B. Additional Features: CAMP Enrolled Maintenance Tracking. Reduced Vertical Separation Minima (RVSM) Certified. ARTEX C406-2 Emergency Locator Transmitter (ELT). Iridium ICS-100 SATCOM System. Airshow 400 Network. Cycles 2132

Skyservice Jet Sales

Location: Canada

Dassault Falcon 50EX

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

Capital Jet Group Price:

$3,495,000USD

Year:

2007

S/N:

560-0758

Reg:

N83WA

TTAF:

2806

Tel: +1 (403) 592-3715 Email: jetsales@skyservice.com

Aircraft recently completed C-Check (Standard Aero) and Dry Bay Mod (SB-496) plus new Paint 2016. Also c/w TCAS 7.1 upgrade and FANS 1/A CPDLC UniLink w/ Printer. Wellmaintained, beautiful 1998 Falcon 50EX. 5753.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, full galley, entertainment center and much more CONTACT: Geoff Carlyle

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new, MSP engines & APU, 2011 Bombardier paint. Over $1 Million in upgrades. ATG-5000 WI-FI, 2nd fileserver & FSU Maps, WAAS GPS/LPV FMS, LINKS 2000+, ADS-B out, Emergency Hydraulic Generator, Universal Weather, TCAS II Change 7.1, IMS 3500 Aircraft Information Manager, CVR/FDR, Dual HF w/Selcal, Dual AFIS, Iridium Satphone. 9 pax fireblocked double club interior. Fresh 96 month inspection

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com One U.S. owner since new, recent HSI, no damage history. Start with FADEC, Trailing Link Gear, great runway & cruise performance , great DOC’s, and single pilot capability. Add in WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7, IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, & Enhanced Map Overlays. Top it off with HID lighting, Stormscope, Aircell Iridium phone, & too many extras to mention. Maintained by a top Citation facility

Location: USA

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AVBUYER MAGAZINE – April 2016

www.AVBUYER.com

Aircraft Index see Page 153

P149-152 March.qxp 23/03/2016 12:37 Page 2

Marketplace Boeing 767 2DXER

Comlux Price:

Please call

Year:

2001

S/N:

32954

Reg:

P4-CLA

TTAF:

3689

Location: Switzerland

Airbus A319

Comlux Price:

Please call

Year:

2006

S/N:

2550

Reg:

G-NMAK

TTAF:

4441:19

Location: Switzerland

Challenger 605

Comlux Price:

Please call

Year:

2012

S/N:

5899

Reg:

HZ-ATG

TTAF:

796

Location: Switzerland

Challenger 605

Comlux Price:

Please call

Year:

2008

S/N:

5754

Reg:

S5-ADD

TTAF:

3000

Location: Switzerland

Cessna Citation Bravo

Eltanin Limited Price:

Please call

Year:

1998

S/N:

550-0846

Reg:

N517AF

TTAF:

2594.3

Location: Greece

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Range of the aircraft is 6400 nm – 14 hours non-stop Complete maintenance records. Airframe: Total Time: 3689 hrs. Total Landings: 947 ldgs. Engines: Engine Model: CF680C2B6F (General Electric). Engine 1 S/N: 706393 TSN/CSN: 3689 hrs. / 947 cycles. Engine 2 S/N: 706394 TSN/CSN: 3689 hrs. / 947 cycles. APU: APU Status: APU Model: GTCP331-200ER (PN: 3800298-1). APU S/N: P2854 (TSN: 5071 hrs., 2806 cycles). Inspection: Maintenance tracking program: FAME. Complete maintenance records

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com Cabin certificated for 34 pax: Ideal for Head of State or Corporations. One owner since delivery. 4500 nm of range non-stop. Available for viewings in UK. Total Landings: 1372. Engines: Model: CFM 56-5B7. Engine 1 S/N: 577345 TSN/CSN: 4441:19 hrs. / 1372 cycl. Engine 2 S/N: 577346 TSN/CSN: 4441:19 hrs. / 1372 cycl. APU: Model: APIC APS3200. APU S/N: R2236 TSN/CSN: 4893:00 hrs. / 3169 cycl. ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 34 passengers (28 sleeping positions).

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com One owner since new. Very low utilization. Still under warranty. Seating capacity : 12 pax. Total Time: 796 hrs as of January 2016. Total Landings: 424 ldg as of January 2016. Engine Model: GE CF34-3B. Engine 1 S/N: tbd TSN/CSN: 796 hrs. /424 cycl. Engine 2 S/N: tbd TSN/CSN: 796 hrs. /424 cycl. APU Model: Honeywell 36-150CL APU S/N / Part: 349 TSN: 1132 hrs. Exterior - Overall Matterhorn White w/ orange, blue and green Stripes The aircraft is maintained EASA EU OPS. Refer to CAMP report for detailed information

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com One owner since new. Seating capacity: 11 pax. CAMP program. EASA EU OPS1. Last Maintenance check performed at Amsterdam Bas In October 2015. Total Time: 3000 hrs. as of January 2016. Total Landings: 1254 ldg as of January 2016. Engine Model: GE CF34-3B. Engine 1 S/N: 950695 TSN/CSN: 3000 hrs. /1254 cycl. Engine 2 S/N: 950695 TSN/CSN: 3000 hrs. /1254 cycl. APU Model: Honeywell 36-150CL. APU S/N / Part: P199 TSN: 3452 hrs. Exterior- Overall Matterhorn White w/ Fighter Blue and Light Grey Stripes The aircraft is maintained EASA EU OPS. Refer to CAMP report for detailed information. Last Maintenance check performed at Amsterdam Bas 21.09-12.10.15

Tel: +30 210 8952566 E-mail: info.eltanin.limited@gmail.com Total Landings: 1822. RVSM Compliant. Engines: P&W 530a. Total Time Since New: Left – 2594.3 Hours / Right – 2594.3 Hours. Passengers: 7 Seats. Exterior: Overall Snow White with a Top Ocean Blue Stripe, a Tibetan Gold Middle Stripe and an Ocean Blue Bottom Stripe. Interior: Fireblocked Seven Passenger Cream Whiskey Leather with an Additional Belted Aft Flushing Potty, Lh Forward Refreshment Center. Avionics: Primus 1000 Autopilot/Efis Flight Control System w/ Honeywell Primus 1000 Phase III Software Update, Primus 660 Color Radar, Dual King KY-196B Comms (8.33 Spacing Radios)

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Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

We are offfering our 2002 Bell 206 L4. Pictures do not

do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Full EMS Medical 4 patient and 4 attendant interior. Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours. Both engines are fresh Pratt and Whitney overhauled. Immediate delivery, Meticulous records. Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

Tel: +1 (806) 662 5823 Email: ronfernuik@hotmail.com

Five, Late Model, Bell 212s In 'Off Shore’. Available for immediate use. Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Pilatus PC12/45

Myriel Aviation Price:

$2,675,000 USD

Year:

2005

S/N:

659

Reg:

M-UTIN

TTAF:

1735

Location: Luxembourg

150

AVBUYER MAGAZINE – April 2016

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Tel: +352 621 199 443 E-mail: management@myriel.lu Pristine aircraft:- low time, always flown by professional pilots, complete detailed logs since first hour- maintained by Pilatus factory in Switzerland, out of annual in January with 10 years wing inspection completed- always hangared, no damage, original paint in like new condition- 8 full executive seats, easy to convert to 6 seats and back- dual battery- GNS 430/530 equipped, 4 EFIS 50, KMD 850/KMH 880 with Traffic and Terrain, Radar, AM-250 altimeter, radar altimeter

Aircraft Index see Page 153

P149-152 March.qxp 23/03/2016 12:39 Page 4

Marketplace Bombardier Challenger 300

Price:

$9,750,000 USD

Year:

2007

S/N:

20145

Reg:

D-BUBI

TTAF:

5056

Location: Germany

Cessna Citation V

A beautiful aircraft, fully refurbished end of 2015, fresh after 96 months inspection, increased maintenance service interval of 600 flight hours. LEFT ENGINE (S/N P118414): 4977 hours / 2630 landings. RIGHT ENGINE (S/N P118416): 4977 hours / 2630 landings. SERVICE PLANS: ENGINES: Honeywell Maintenance Service Plan Gold. APU: Honeywell Maintenance Service Plan Gold. APU (S/N P248): 4811 hours* * As of September 15

Tel: +49 (0) 8191 327 114 E-mail: Lechair@Rational-Online.de

LECHAIR Price:

Make Offer

Year:

1991

S/N:

560-0117

Reg:

D-CMEI

TTAF:

2290

Location: Germany

Eclipse 500

Tel: +41 (0)791 072 828 E-mail: angelica.vartanyan@28east.com

Angelica Vartanyan

Pratt & Whitney JT15D, Serial Number: 108246 108247, TTSN: 2,900 hrs 2,900 hrs, TCSN: 2626 2626, Avionics Package: NAV, ADF, DME, RMI, XPDR: Honeywell RNZ 850 AP/FD: SPZ 500, COM: Honeywell RCZ 833 FMS/GPS: Universal UNS 1K+, Rad Alt: Collins ALT55 WX-Radar: Honeywell Primus 650, TCAS: ACSS RT951 TAWS: Sandel ST3400, ELT: ARTEX C406-1 HF: Allied Signal KHF 950, Interior & Paint: Seven (7) passenger executive interior, Four-place club seating…single fwd side-facing seat…2 forward- facing single seats, Fwd galley heated liquid container, Overall White w/ red + grey stripes, Original paint and interior

San Diego Executive Flight Support Price:

Please call

Year:

2007

S/N:

000026

Reg:

N612KB

TTAF:

1025

Location: USA-CA

Nextant

We have professionally managed this plane since new for original owners. Always maintained in accordance with approve Eclipse standards. It is currently maintained by Crown Air Eclipse Service Center in San Diego. All service bulletins up to date. This is a fully upgraded Eclipse Jet 500 with IFMS, Flight Into Known Icing Certification, engine combustion liners for flight at FL410, part 135 commercial operations package, paid current on Pratt & Whitney ESP Gold engine warranty program, Satcom phone, PPG Glass Windows, and more.

+49 (0) 821 7003 100/145 Email: sales@aas-augsburg.de

Augsburg Air Service Price: Year:

2013

S/N:

TBD

Reg:

TBD

TTAF:

950h

Tel: +1 (619) 258-1070 Email: jim@sdexecflight.com

EASA-Reg, Pro Line 21 Avionics (4displays), GPS-4000S Upgrade, WAAS, TCAS II, ELT-406, 2x ATC XPDR/DME/AHRS, L3 COM FDR+CVR Aircell, LED lighting - very good condition!

Location: Germany

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 Advertising Enquiries see Page 4

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April 2016 – AVBUYER MAGAZINE

151

P149-152 March.qxp 23/03/2016 15:41 Page 5

Always many new and pre-owned aircraft and helicopters for sale 1981 Bell 206L LongRanger IFR Certified , w/ dual generators + triple busses

2014 Piper Meridian, SE-MHB TTSN 300 hrs.

Pre-owned aircraft & helicopters for sale 2014 Piper Meridian, SE-MHB, USD 1,875,000 2014 Piper Mirage, D-ESGE, USD 995,000 2006 Bell 407, OY-SOL, USD 1,999,000 | NEW PRICE 2005 Pilatus PC12/45, M-UTIN, USD 2,749,000 2005 Piper Meridian, ZS-PLG, USD 995,000 2002 Piper Seneca V, LN-AAY | DEAL PENDING 1999 Piper Seneca V, OY-JAU, USD 249,000 1996 Piper Seneca IV, OY-OVD, USD 245,000 1981 Bell 206L LongRanger, OY-HPJ, USD 645,000

NB!

Factory new aircraft for sale

2016 Piper M600 - call for quote and delivery slot 2016 Piper Meridian M500 - call for quote and delivery slot 2016 Piper M350 - call for quote and delivery slot 2016 Piper Matrix - call for quote and delivery slot 2016 Seneca V - call for quote and delivery slot 2016 Piper Archer DX - ready for delivery at the factory

row IV 2 x Ar hawk a m o 1xT minole 1 x Se

ale at s for s rainer les.com t r e ftsa er Pip Form peanaircra price euro t net- . sold a ly ft are very quick aircra ld These may be so - and

European Aircraft Sales ApS, Denmark + UK Follow us on Facebook

Katja Nielsen +45 2043 5287 / Bjarne Jorsal +45 4016 5401 Henrik Burkal +44 7771 900 198 / sales@europeanaircraftsales.com

www.europeanaircraftsales.com

Advertiser’s Index 21st Century Jet Corporation......................................154

Donath Aircraft Sales.......................................................63

JetPro Texas.....................................................................132

Air Charter Service...........................................................71

Duncan Aviation ................................................................87

Jordan Point Aviation........................................................73

Aircraft Guaranty Corporation .......................................61

Eagle Aviation ....................................................................23

LBAS ............................................................................81, 99

AMAC Aerospace ...............................................................5

EBACE .............................................................................143

Leading Edge Aviation Solutions................................105

American Aircraft Sales ................................................111

Elliott Jets ..........................................................................51

Lektro...................................................................................81

Aradian Aviation.................................................................97

European Aircraft Sales................................................152

Mente Group .............................................................

Aviation Consultants Aspen.........................................129

Freestream Aircraft USA ........................................19 - 21

Mesinger Jet Sales ...........................................................83

135

Aviatrax..............................................................................137

General Aviation Services...............................................79

NBAA Regional Forums ...............................................141

Avjet Corporation .....................................................36 - 37

Global Jet Monaco..............................................112 - 125

OGARAJETS ............................................................24 - 25

Avpro...........................................................................10 - 15

Hatt & Associates .............................................................27

Par Avion.............................................................................99

Bell Aviation...............................................................46 - 47

IAG .........................................................................130 - 131

Rolls-Royce ........................................................................57

Bombardier ........................................................................31

Intellijet International........................................................6-7

Sojourn Aviation .............................................................138

Boutsen Aviation ............................................................101

JetBed .................................................................................59

Sorens Group .................................................................139

CAAP ................................................................................133

Jet Sense Aviation...............................................126 - 128

Southern Cross Aviation...............................................103

Cabot Aviation ................................................................140

Jet Support Services (JSSI) ...........................................55

Survival Products............................................................147

Central Business Jets....................................................155

JetBrokers..................................................................40 - 41

The Elite London.............................................................110

Charlie Bravo .....................................................................45

Jetcraft Corporation ...................................1, 32-33, 156

The Jet Business ......................................................28 - 29

Conklin & de Decker ........................................................81

Jeteffect...............................................................................77

VREF Aircraft Values .....................................................147

Corporate Concepts.................................................69, 93

JETNET iQ Summit........................................................147

Wentworth Aero .............................................................134

Dassault Falcon Jet ...........................................2 - 3, 136

JETNET ...............................................................................65

Wright Brothers Aircraft Title .........................................67

Copy deadline for the May Issue - Wednesday 13th April AvBuyer (USPS 014-911), April 2016, Vol 20, Issue No 4 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

152

AVBUYER MAGAZINE – April 2016

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Aircraft Index see Page 153

P153.qxp 24/03/2016 13:02 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 112, A319 . . . . . . . . . . 149,

AVIAT Husky A-1C . . . . 41,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 19, 37, 69, 83, 111, . . . . . . . . . . . . . . . 134, 156, 727-200 VIP . . . 69, 737-200 . . . . . . . 69, 757 . . . . . . . . . . . 37, 767-2DXER . . . . . 149, DC-8-62 VIP . . . 69, DC-8-72 VIP . . . 69,

BOMBARDIER CRJ200 . . . . . . . . 112, Global 5000 . . . . 10, 24, 32, 33, 69, . . . . . . . . . . . . . . . 77, 83, 99, 101, 111, . . . . . . . . . . . . . . . 112, 156, Global 6000 . . . . 1, 69, 112, 124, 125, . . . . . . . . . . . . . . . 156, Global Express . 31, 32, 33, 45, 156, Global Express XRS. .7, 20, 28, 31, . . . . . . . . . . . . . . . 33, 105, 156,

Challenger

300 . . . . . . . . . . . 12, 33, 69, 83, 101, . . . . . . . . . . . . . . . 105, 112, 114, 115, . . . . . . . . . . . . . . . 148, 151, 156, 601-1A . . . . . . . . 45, 601-3A . . . . . . . . 77, 601-3A/ER . . . . 77, 604 . . . . . . . . . . . 12, 33, 37, 77, 83, . . . . . . . . . . . . . . . 156, 605 . . . . . . . . . . . 21, 32, 63, 103, . . . . . . . . . . . . . . . 105, 112, 116, 117, . . . . . . . . . . . . . . . 148, 149, 850 . . . . . . . . . . . 33, 140, 156,

Learjet

31A . . . . . . . . . . . 40, 99, 31ER . . . . . . . . . . 46, 35A . . . . . . . . . . . 40, 36A . . . . . . . . . . . 150, 40 . . . . . . . . . . . . 40, 40XR . . . . . . . . . . 138, 45 . . . . . . . . . . . . 13, 21, 40, 77, 79, . . . . . . . . . . . . . . . 87, 99, 103, 132, 45BR. . . . . . . . . . 111, 45XR . . . . . . . . . . 13, 32, 33, 37, 77, . . . . . . . . . . . . . . . 79, 148, 156, 55 . . . . . . . . . . . . 40, 60 . . . . . . . . . . . . 12, 77, 60XR . . . . . . . . . . 12, 32, 33, 103, 156,

CESSNA Citation

II . . . . . . . . . . . . . 41, 129, III . . . . . . . . . . . . . 41, V. . . . . . . . . . . . . . 45, 127, 151, X . . . . . . . . . . . . . 45, 77, 155, XLS . . . . . . . . . . . 13, 33, 45, 51, 97, . . . . . . . . . . . . . . . 112,

AIRCRAFT

PAGE

AIRCRAFT

CJ1. . . . . . . . . . . . 71, 77, CJ2. . . . . . . . . . . . . 23, 24, 46, 71, CJ3. . . . . . . . . . . . 23, 32, 77, 131, Bravo . . . . . . . . . 51, 149, Conquest I . . . . . 23, Conquest II . . . . 47, Excel . . . . . . . . . . 13, 97, 105, 111, . . . . . . . . . . . . . . . 126, Encore . . . . . . . . 40, Encore + . . . . . . 51, 148, Jet . . . . . . . . . . . . 41, 46, 101, M2 . . . . . . . . . . . . 23, Sovereign . . . . . . 28, 33, 41, 69, 71, . . . . . . . . . . . . . . . 97, 156, T206 . . . . . . . . . . 40, Mustang . . . . . . . 69, 87, 97, 111, Ultra . . . . . . . . . . 41, 1SP . . . . . . . . . . . 23, 414 . . . . . . . . . . . 47, 421C . . . . . . . . . . 23, 525 . . . . . . . . . . . 155,

PAGE

AIRCRAFT

PAGE

FOLLAND

PIPER

Gnatt . . . . . . . . . . 41,

Archer . . . . . . . . . 152, Matrix . . . . . . . . . 152, Meridian . . . . . . . 23, 152, Meriage . . . . . . . 152, Seneca . . . . . . . . 152, M350. . . . . . . . . . 152, M600. . . . . . . . . . 152,

GULFSTREAM

DORNIER

IV . . . . . . . . . . . . . 29, 77, 99, IVSP . . . . . . . . . . 10, 24, 77, 87, 105, . . . . . . . . . . . . . . . 155, V. . . . . . . . . . . . . . 33, 36, 101, 156, 100 . . . . . . . . . . . 97, 155, 150 . . . . . . . . . . . 7, 77, 83, 97, 200 . . . . . . . . . . . 10, 36, 83, 97, 101, . . . . . . . . . . . . . . . 137, 280 . . . . . . . . . . . 10, 83, 133, 450 . . . . . . . . . . . 10, 20, 28, 33, 36, . . . . . . . . . . . . . . . 77, 97, 105, 113, 139, . . . . . . . . . . . . . . . 156, 500 . . . . . . . . . . . 156, 550 . . . . . . . . . . . 7, 10, 20, 29, 36, 83, . . . . . . . . . . . . . . . 97, 111, 112, 122, . . . . . . . . . . . . . . . 123, 650 . . . . . . . . . . . 19, 29, 33, 69, 77, . . . . . . . . . . . . . . . 105, 650ER. . . . . . . . . 29, 103, 850 . . . . . . . . . . . 31,

328 . . . . . . . . . . . 101, 328-310 . . . . . . . 79,

GRUMMAN American Gen Tiger....40,

A109 Power . . . . 33, 156, A109 E Power . . 13, 14, A109 E . . . . . . . . 103, AW109 . . . . . . . . 69, AW139 . . . . . . . . 14, Koala. . . . . . . . . . 97,

ECLIPSE

HAWKER BEECHCRAFT

BELL

King Air

500 . . . . . . . . . . . 151,

EMBRAER EMB-135LR . . . . Legacy 600 . . . . 28, 33, 40, 45, 99, . . . . . . . . . . . . . . . 101, 156, Legacy 650 . . . . 28, 45, 73, 101, Phenom 100 . . . 45, Phenom 300 . . . 69, 101,

FALCON JET 7X . . . . . . . . . . . . 11, 28, 33, 83, 101, . . . . . . . . . . . . . . . 111, 113, 118, 119, . . . . . . . . . . . . . . . 120, 121, 135, 154, . . . . . . . . . . . . . . . 155, 10 . . . . . . . . . . . . 24, 40, 20F . . . . . . . . . . . 41, 50 . . . . . . . . . . . . 37, 154, 50EX . . . . . . . . . . 3, 12, 103, 130, 148, . . . . . . . . . . . . . . . 154, 200 . . . . . . . . . . . 101, 900 . . . . . . . . . . . 154, 900B . . . . . . . . . . 3, 11, 40, 83, 154, . . . . . . . . . . . . . . . 155, 900C . . . . . . . . . . 46, 154, 155, 900EX . . . . . . . . . 20, 24, 36, 77, 79, . . . . . . . . . . . . . . . 83, 154, 900EX EASy . . . 11, 28, 33, 154, 155, 900LX . . . . . . . . . 11, 136, 154, 2000 . . . . . . . . . . 3, 11, 46, 79, 83, . . . . . . . . . . . . . . . 103, 2000EX EASy . . 11, 2000LX . . . . . . . . 3, 7, 33, 45, 99, 103, . . . . . . . . . . . . . . . 156, 2000S . . . . . . . . . 3,

A100 . . . . . . . . . . 47, 200 . . . . . . . . . . . 40, B200 . . . . . . . . . 13, 51, 71, 97, 300 . . . . . . . . . . . 87, 350 . . . . . . . . . . . 13, 24, 51, 97, 103, C90 . . . . . . . . . . . 47, 97, C90A . . . . . . . . . . 101, C90B. . . . . . . . . . 51, F90-1 . . . . . . . . . 47,

Beechcraft

Duke A60 . . . . . . 40, Premier I . . . . . . 128, Premier IA . . . . . 27,

Hawker

400A . . . . . . . . . . 13, 45, 51, 400XP . . . . . . . . . 97, 750 . . . . . . . . . . . 33, 97, 800A . . . . . . . . . . 40, 800XP . . . . . . . . . 12, 24, 27, 37, 40, 97, . . . . . . . . . . . . . . . 135, 800XP2. . . . . . . . 40, 850XP. . . . . . . . . 97, 900XP . . . . . . . . . 33, 71, 97, 101, 156, . . . . . . . . . . . . . . . 156, 4000 . . . . . . . . . . 27,

IAI Astra SPX. . . . . . 41, 77,

NEXTANT

SABRELINER 65 . . . . . . . . . . . . 40,

WESTWIND Westwind I . . . . . 46,

HELICOPTERS

AGUSTAWESTLAND

206L . . . . . . . . . . 152, 206L4 . . . . . . . . . 47, 150, 212 . . . . . . . . . . . 150, 407 . . . . . . . . . . . 152, 412 EMS . . . . . . 150, 429 . . . . . . . . . . . 103,

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 15, AS350 B-3 . . . . . 14, AS355-F-2 . . . . . 14, 69, AS355N . . . . . . . 14, 101, AS365N3 . . . . . . 14, EC 120 B . . . . . . 69, EC 130 B4 . . . . . 101, EC 135 P2 . . . . . 21, EC 135 P2+ . . . . 97, EC 135 T1 CDS. 101, EC 135 T2i . . . . . 14, EC 145 . . . . . . . . 15, EC 155 B1 . . . . . 15, H225 . . . . . . . . . . 14,

MCDONNELL DOUGLAS MD900 . . . . . . . . 97,

SIKORSKY S-76C+ . . . . . . . . 15, 33, S-76C++ . . . . . . 15, 21,

Nextant. . . . . . . . 151,

PILATUS PC12 . . . . . . . . . 24, PC12-NG . . . . . . 83, PC12-45 . . . . . . . 150, 152,

The best aircraft for sale search anywhere, everywhere - on pc, smartphone and tablet.

Advertising Enquiries see Page 4

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BUSINESS AVIATION INTELLIGENCE

April 2016 – AVBUYER MAGAZINE

153

21st Century October.qxp 22/09/2015 14:51 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition. With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence. The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ April.qxp_CBJ November06 22/03/2016 10:58 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

2013 Falcon 7X SN 213 Has Been Sold New Paint

Now Actively For Sale 2011 FALCON 7X SN 120

2002 FALCON 900C SN 194

Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

4300 TT, Recent 2C, 12 Year and Gear Overhaul, Brand New Paint, Refurbished Interior, MSP Gold, Equipped for European Operations

File photo

COMING SOON - 1994 FALCON 900B

GIVSP SN 1487

2 US Owners since new; MSP Gold

One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etcâ&#x20AC;Ś., Extremely Recent 12-Year Heavy Check

SO LD LIKE NEW CITATION X SN 207

1999 CITATION X SN N750GM

Over $1.8M just spent in Cockpit and refurbishment Upgrades, Rolls Royce Corporate Care, Cessna Cescom, Single Midwestern Fortune 500 Owner

Original Midwestern Fortune 500 owner, Rolls Royce Corporate Care, Cessna Cescom, No Damage History

LD SO 2003 GULFSTREAM G100 SN 150

CITATION 525 SN 268

3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit

2888 TT, Engines on Tap Elite Blue, Cescom Maintenance Tracking, 5 Passenger, New Paint and Interior in 2013

www.cbjets.com ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Making the complex simple for over 50 years.

2016 BOMBARDIER GLOBAL 6000 S/N 9675 • Increase Maximum Take-Off Weight to 99,500 lbs • Operations at Airports with Maximum Weight Restrictions • EASA Certification Capable

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2009 GULFSTREAM G500 S/N 5205 • Low Time Aircraft • Enrolled on Honeywell MPP and HAPP • 12/24/36/48/96 Month Inspections Underway

2006 BOEING BUSINESS JET S/N 35990

File Photo

2008 HAWKER 900XP S/N HA-0044

2008 BOMBARDIER GLOBAL XRS S/N 9250

ALSO AVAI L ABLE

• 3,525 Hours; 887 Cycles • Bombardier Smart Parts; JSSI; Honeywell MSP • 14 Passenger, Light Interior Refurbishment 2013

2011 BOMBARDIER GLOBAL XRS S/N 9422 • 2,422 Hours; 719 Cycles • Honeywell Primus 2000XP Avionics, Triple FMS; HUD+EVS; Honeywell LSS • 2 Passengers Configuration with Enhanced Soundproofing

I N FO @ JETC RAF T. CO M

4-2016_AVBuyer_Back Cover_Simple Complex.indd 1

• 1,140 Hours; 898 Landings • Inspection E/F/G Completed Oct-2015 • 8 Passenger Interior with a Belted Aft Lavatory

• 1,818 Hours; 484 Cycles • 7 PATS Tanks; Lower Cabin Altitude (8,000 to 6,500 ft) • 15 Passenger with 3 Living Zones

2010 AGUSTA A109 POWER 2006 CHALLENGER 300 1999 CHALLENGER 604 2007 CHALLENGER 850 2012 GLOBAL 5000 2003 GLOBAL EXPRESS 2010 GLOBAL XRS 2007 LEARJET 45XR 2008 LEARJET 60XR 2011 CITATION SOVEREIGN 2011 FALCON 2000LX 2006 LEGACY 600 2005 GULFSTREAM G450 2001 GULFSTREAM GV 2010 HAWKER 900XP

+ 1 9 1 9 9 4 1 8 4 00

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