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August 2015
™
B U S I N E S S
A V I A T I O N
THIS MONTH Fleet Planning Strategies Completions & Refurbishment Aircraft Comparative Analysis – Falcon 900LX www.AVBUYER.com
I N T E L L I G E N C E
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Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT
PAGE
AIRCRAFT
AIRBUS
CESSNA
A318 Elite . . . . . 15, A319 . . . . . . . . . . 15,
Citation
AVIAT Husky A-1C . . . . 91,
BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 26, 34, 45, 148, DC- 8-62 VIP . . . 91, Super 727-200VIP . .91, 737-200 VIP . . . . 91, 737-300 . . . . . . . 45, 757 . . . . . . . . . . . 45,
BOMBARDIER Global 5000 . . . . 10, 15, 22, 35, 48, . . . . . . . . . . . . . . . 91, 107, 148, Global 6000 . . . . 34, 35, 36, 148, Global Express . 22, 34, 35, 45, 91, . . . . . . . . . . . . . . . 148, Global Express XRS.. 27, 29, 34, 35, . . . . . . . . . . . . . . . 45, 115, 148,
Challenger 300 . . . . . . . . . . . 14, 34, 35, 91, 107, . . . . . . . . . . . . . . . 148, 600 . . . . . . . . . . . 16, 51, 142, 147, 601-1A . . . . . . . . 77, 601-3A . . . . . . . . 51, 601-3A-ER . . . . . 103, 601-3R . . . . . . . . 34, 111, 604 . . . . . . . . . . . 12, 15, 26, 35, 42, . . . . . . . . . . . . . . . 51, 103, 107, 111, . . . . . . . . . . . . . . . 142, 147, 148, 605 . . . . . . . . . . . 23, 29, 34, 103, 148, 650 . . . . . . . . . . . 48, 850 . . . . . . . . . . . 29, 121,
Learjet 31A . . . . . . . . . . . 37, 121, 31ER . . . . . . . . . . 42, 35A . . . . . . . . . . . 36, 111, 142, 36A . . . . . . . . . . . 143, 40 . . . . . . . . . . . . 36, 42, 40XR . . . . . . . . . . 103, 45 . . . . . . . . . . . . 13, 27, 36, 48, 91, . . . . . . . . . . . . . . . 103, 130, 45XR . . . . . . . . . . 13, 34, 35, 51, 101, . . . . . . . . . . . . . . . 103, 148, 55 . . . . . . . . . . . . 37, 55C . . . . . . . . . . . 139, 60 . . . . . . . . . . . . 51, 77, 103, 60XR . . . . . . . . . . 29, 35, 103, 121, . . . . . . . . . . . . . . . 131, 138, 148,
PAGE
II . . . . . . . . . . . . . 33, 37, V. . . . . . . . . . . . . . 33, 140, X . . . . . . . . . . . . . 12, 37, 77, 103, 115, XLS . . . . . . . . . . . 14, 109, XLS+ . . . . . . . . . . 22, CJ1. . . . . . . . . . . . 13, 33, 101, 107, CJ1+ . . . . . . . . . . 12, CJ2. . . . . . . . . . . . . 12, 33, CJ2+ . . . . . . . . . . 101, CJ3. . . . . . . . . . . . 33, 35, 48, 103, 148, Bravo . . . . . . . . . 36, 37, 77, 101, 103, Conquest II . . . . 43, Grand Caravan . 91, Excel . . . . . . . . . . 33, 101, 109, 142, Encore . . . . . . . . 33, Encore + . . . . . . 12, Jet . . . . . . . . . . . . 37, 107, Mustang . . . . . . . 109, M2 . . . . . . . . . . . . 33, Sovereign 12, 35, 93, 109, 148, SII . . . . . . . . . . . . 43, Ultra . . . . . . . . . . 101, 129, 140, 182P . . . . . . . . . . 33, 208B Caravan . . 141,
AIRCRAFT
900LX . . . . . . . . . 3, 35, 73, 146, 148, 2000 . . . . . . . . . . 11, 36, 91, 93, 107, 2000LX . . . . . . . . 3, 35, 35, 48, 77, 121, . . . . . . . . . . . . . . . 148, 2000S . . . . . . . . . 3,
FOLLAND
Avanti II . . . . . . . 142,
PIPER Cheyenne II . . . . 107, Meridian . . . . . . . 43,
Turbo Commander 690B. . . .37,
IV . . . . . . . . . . . . . 10, 11, 103, IVSP . . . . . . . . . . 11, 25, 63, 73, 115, . . . . . . . . . . . . . . . 147, V. . . . . . . . . . . . . . 22, 103, 107, 115, 100 . . . . . . . . . . . 109, 147, 150 . . . . . . . . . . . 109, 109, 200 . . . . . . . . . . . 10, 22, 37, 41, 44, . . . . . . . . . . . . . . . 109, 147, 148, 280 . . . . . . . . . . . 136, 144, 450 . . . . . . . . . . . 10, 14, 25, 35, 36, . . . . . . . . . . . . . . . 46, 73, 109, 148, 550 . . . . . . . . . . . 10, 14, 22, 26, 35, . . . . . . . . . . . . . . . 44, 47, 63, 73, 109, . . . . . . . . . . . . . . . 133, 134, 148, 650 . . . . . . . . . . . 16, 22, 35, 44, 46, . . . . . . . . . . . . . . . 73, 91, 650ER. . . . . . . . . 46,
SABRELINER
HAWKER BEECHCRAFT Beechcraft Premier IA . . . . . 36, 1900D . . . . . . . . . 93,
King Air 200 . . . . . . . . . . . 36, 107, 250 . . . . . . . . . . . 101, B200 . . . . . . . . . . 77, 101, 109, 350 . . . . . . . . . . . 33, 77, 109, B90 . . . . . . . . . . . 37, C90 . . . . . . . . . . . 109, 144, C90A . . . . . . . . . . 107, F90-1 . . . . . . . . . 43,
FALCON JET
Hawker
7X . . . . . . . . . . . . 3, 11, 14, 42, 47, 93, . . . . . . . . . . . . . . . 146, 147, 10 . . . . . . . . . . . . 36, 147, 50 . . . . . . . . . . . . 16, 111, 121, 146, 50-40 . . . . . . . . . 147, 50EX . . . . . . . . . . 12, 14, 22, 48, 121, . . . . . . . . . . . . . . . 146, 900B . . . . . . . . . . 11, 22, 36, 93, 103, . . . . . . . . . . . . . . . 132, 135, 146, 900C . . . . . . . . . . 42, 146, 900EX . . . . . . . . . 27, 48, 146, 900EX EASy . . . 3, 11, 115, 146, 147,
400XP . . . . . . . . . 109, 700A . . . . . . . . . . 36, 750 . . . . . . . . . . . 109, 800A . . . . . . . . . . 42, 800XP . . . . . . . . . 13, 41, 109, 132, 850XP. . . . . . . . . 35, 103, 109, 900XP . . . . . . . . . 16, 41, 109, 4000 . . . . . . . . . . 41, 121,
65 . . . . . . . . . . . . 36,
SOCATA TBM 700B . . . . . 36, TBM 700 C2. . . . 137,
HELICOPTERS AGUSTAWESTLAND A109 . . . . . . . . . 91, A109 Power . . . . 148, A109C . . . . . . . . 121, A109E Power . . 13, 35, AW109SP. . . . . . 107, A119 KE . . . . . . . 107, AW139 . . . . . . . . 13, 48, Koala. . . . . . . . . . 109,
BELL 206 L4. . . . . . . . . 143, 212 . . . . . . . . . . . 143, 412 EMS . . . . . . 143, 427 . . . . . . . . . . . 103,
EUROCOPTER AS350 B-2 . . . . . 13, 144, AS355-F-2 . . . . . 91, AS355N . . . . . . . 107, BK 117C1. . . . . . 107, EC 120 B . . . . . . 91, 143, EC 130 B4 . . . . . 77, EC 135 P2+ . . . . 109, EC 135 OB. . . . . 13, EC 135 T1 CDS. 107, EC 135 T2i . . . . . 13,
MCDONNELL DOUGLAS MD900 . . . . . . . . 109,
IAI
SIKORSKY
Astra SP . . . . . . . 111, Astra SPX. . . . . . 93, 103,
S-76C++ . . . . . . 13, 27, 115, S-76D . . . . . . . . . 27,
anywhere, everywhere - on pc, smartphone and tablet. AVBUYER MAGAZINE – August 2015
PIAGGIO
GULFSTREAM
328 . . . . . . . . . . . 107, 328-310 . . . . . . . 35, 148,
EMB-135 LR . . . 91, EMB-145 EP . . . 91, Legacy 600 . . . . 35, 36, 91, Phenom 100 . . . 103, Phenom 300 . . . 103,
PAGE
ROCKWELL
DORNIER
EMBRAER
AIRCRAFT
Gnatt . . . . . . . . . . 36,
The best aircraft for sale search 4
PAGE
EditorWelcomeFinal.qxp_JMesingerNov0621/07/201510:23Page1
EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)208391 6777 Editorial@avbuyer.com 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 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, One Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055
Editor’s
Welcome
An Asset that Benefits Everyone ransportation is an enabling technology for economic growth and improved quality of life. That concept is not new; it is well established and broadly accepted throughout the world. While the mode of transportation often differs between regions and societies, the fact remains that when a primary mode of travel is disrupted, everyone suffers. That fact was illustrated several years ago when severe weather disrupted the primary river system used to transport goods in an African country. The economic fallout in the region was immense. In today’s global economy, safe and efficient air transportation is a basic requirement for commerce and for national wellbeing. People who never travel via aircraft, or directly interact with aviation benefit from society’s access to the global airspace. The variety of commercial goods shipped by air—from fresh flowers to livestock to computer parts—is vast and surprising, and the many workers related to those goods are beneficiaries of the air transportation system. For many countries, such as embattled Greece, tourism is a key driver of the economy; most tourists arrive via air. Thus access to - and use of - airspace everywhere must be a national responsibility; in other words, a public utility, not a privatized system. In the US, Representative Bill Shuster (Republican from Pennsylvania and Chairman of the House Transportation and Infrastructure Committee) called for privatizing the nation’s Air Traffic Control system. If successful, Shuster would essentially be handing control of airspace access to the five or six major airlines that dominate scheduled air travel. This group includes the same “big guys” who are being challenged by the US Justice Department for colluding to control airline capacity in order to keep airfares high.
T
Shuster’s thinking is wrongheaded. Airspace is a national asset, and as such should be subject to oversight by a nation’s elected representatives, as it is currently in the US. Rather than using his office to curtail access to airspace, Representative Shuster should be calling for government funding for advancement of aviation infrastructure, such as the FAA’s NextGen system. Everyone in the country will benefit from the improvements possible with NextGen technology, thus those investments should be facilitated by funds from the nation’s General Funds (not solely from dedicated fees such as the General Aviation fuel tax or the Airline ticket tax). The European Commission appears to take a more enlightened approach to funding ATC modernization. It recently approved a $365 million (329m Euro) program to co-fund the start of an industrial partnership between the aviation industry and the public sector to support the Single European Sky Air Traffic Management Research (SESAR) program. AvBuyer’s August issue continues to provide active participants in Business Aviation with intelligence and need-to-know material that helps operators, buyers, sellers and brokers fulfill their areas of responsibility. Within the overall theme of Fleet Planning, Dave Higdon summarizes the perspectives of several operators, Elliott Aviation’s Jim Becker discusses economic and functional obsolesce, and Gamit’s Nadeem Muhiddin offers thoughts on supply and cost of spares. And, as usual, readers are privy to the research and analysis of Rollie Vincent and Mike Chase as well as others associated with JETNET.
AvBuyer—is pleased to serve, and we welcome your feedback..
Jack Olcott Editorial Director & Publisher, AvBuyer - your source for Business Aviation Intelligence
Mechanicsburg, PA 17055 Advertising Enquiries see Page 5
www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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Editorial Focus 30 Business Aircraft Fleet Renewal Missions and decisions, planning and
money… What’s the key to managing
the turnover of a company’s fleet?
54 High Flyers Interview Ken Brock, CEO, Names & Numbers,
explains his passion for flying and
why his successful Kansas-based firm cherishes its Flight Department…
78 Carbon Fibre & The Cabin AMAC’s Waleed Muhiddin discusses
the pros and cons of less traditional
materials in cabin completions – specifically the recent trends for carbon fibre.
114 Aircraft Comparative Analysis – Falcon 900LX How does Dassault’s Falcon 900LX square
up against Embraer’s Legacy 650? Find out in this month’s Comparative Analysis!
8
AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
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Contents August2015 Volume 19, Issue 8
T BizAv Intelligence 18
24
38
38
84
Measurements of Growth: BizAv market analysis, reflections, trends and comment...
Refurbishment Choices: How to make an older airplane equal to new
88
What a Difference a Day Makes: Optimism abounded at the Teterboro Regional Forum
Is Bigger Better? What size aviation company is the best employer for you?
90
Creating a Flight Department: Garnering support from decision makers and stakeholders
96
The Effects of Poor CRM: How will you prevent CRM violations in your flight department?
98
Understanding Spare Parts Support: The A-Z process of parts procurement
102
Retail Price Guide: 20-year Turboprop aircraft price guide from The Aircraft Bluebook
106
Specifications: Turboprop aircraft performance and specifications comparisons
Economic & Functional Obsolescence? (2 of 3): When does upgrading an older aircraft make sense? JETNET >>KNOW MORE: What are South America’s Business Aviation trends?
T Boardroom 58
The Virtue of Data Driven Management: That which is measured improves – including BizAv…
62
Old Habits Die Hard: What are the difficulties of making good aircraft pricing decisions?
66
Business Aircraft Acquisition Checklist (Part 1): The items aircraft buyers should consider carefully
70
Differentiate Among Aviation Insurance Carriers: There’s good news for operators! Read on…
T Flight Department 72
T Community 120 BizAv Review: Aircraft in
development & certification, OEM Bites and Arrivals
Next Month •
GAMA Q2 Shipment Report/Analysis
•
Cockpit Avionics
•
Safety – Managing PBN
Avionics Mandates (Part 8): A focus on NextGen mandate impacts and status…
Advertising Enquiries see Page 5
www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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BIZAV INTELLIGENCE T MARKET INDICATORS
Measures of Modest Growth
How Has the Business Aviation Market Panned-Out in the First Part of 2015? As the heat of the summer encourages many to consider heading for the beaches to enjoy the time-proven benefits of sun, sand and sea, Rolland Vincent, Editor, Market Indicators, pauses to review a number of Business Aviation market indicators through the first half of 2015.
I
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
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ndustry growth (remember that?) has been relatively modest by many measures. In the first half of 2015, growth has been stubbornly absent, and no doubt discouraging some prospective buyers from coming to the transaction table. Those who are buying continue to find good values/deals for aircraft - especially in the pre-owned segment with newer, well maintained assets on cost-perhour programs. Flight activity has increased modestly, and sales of new and pre-owned aircraft are also trending somewhat higher, but these are still not what many would call the “good old days” of even just 7-8 years ago. Overall inventory available ‘for sale’ continues to hover at about 11% of the fleet, and pricing for both new and pre-owned aircraft is generally soft. Over the last several months, there has been a notable shift in market sentiment, with owners and
AVBUYER MAGAZINE – August 2015
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operators of light and mid-size jets beginning to express more optimism than those operating large cabin business jets. The dramatic downward shift in demand from the BRICS and other emerging markets has encouraged many to look towards the US for short-term sales opportunities. After a tough Q1 2015, US GDP growth is now expected to be in the range of 2.3-2.5%, at least according to the latest forecasts which, like the weather and the price of oil, is notoriously difficult to predict. Europe, despite the scourges of a potential Grexit and a never-ending debate on panEuropean policy, shows signs of strength after a prolonged period of stagnation. The latest economic forecast prepared in early July pegs Euro Area GDP growth in 2015 at 1.5%, and faster yet in the large national economies of the UK and Germany, Europe’s two largest country markets for business aircraft. Indications are that flight activity in June 2015 in Aircraft Index see Page 4
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the world’s two most important markets – the US and Europe, together accounting for about 80% of the business jet fleet - is mixed. Business jet cycles in the US were up 3.4% in the month of June 2015 versus June 2014, according to the latest FAA records on IFR arrivals and departures, as tracked by ARGUS (p24). For the 12-month period ending in May 2015, cycles were up 2.8% vs. the prior year, driven primarily by increased US domestic activity (see Table A). For the trailing 12-month period ending in June 2015, business jet cycles were up 1.9% and turboprops were up an encouraging 6.7%, according to Eurocontrol (see Table B). Meanwhile, pre-owned business jet transactions (whole retail sales) through the first six months of 2015 numbered just over 1,000, down 5% worldwide over the same period in 2014, according to JETNET records updated through midJuly. Seven of the last eight months (from November 2014 through June 2015) have registered lower transaction volumes than in the same month of the prior year. For the 12-month period ending June 30, 2015, worldwide transaction volumes are unchanged from the prior year. In what appears to be an industry-wide trend, activity levels have stabilized at or near-zero growth for the time being.
30% share of new business jet deliveries, followed by Gulfstream (25%), Textron Aviation (23%), Embraer (13%) and Dassault Falcon (7%). These patterns are similar to those of 2014, when Bombardier accounted for 29% of new delivery units, Textron Aviation for 22%, Gulfstream for 21%, Embraer for 17%, and Dassault Falcon for 8%, according to JETNET databases. By region, North America accounts for 62% of new business jet deliveries in 2015 year-to-date (up from 59% at the same time last year), followed by Europe at 22% (vs. 20% in 2014 YTD). These two regions are far and away the leading markets for
Business Aviation, and bellwethers for the industry – market sentiment indicators from JETNET iQ Surveys continue to indicate that owners/operators in these two regions remain ‘relatively optimistic’ over the next 12 months. Latin America and Caribbean deliveries account for 7% of the world total so far this year (vs. 8% in 2014 YTD), while Asia Pacific has slipped to just 6% (vs. 9% in 2014 YTD). Combined, the remaining deliveries to the regions of Africa, Middle East and Former Soviet Union account for about 3% of deliveries in 2015 YTD, unchanged from 2014.
New Jet Deliveries
Deliveries of new business jets through the first half of 2015 are up 3% over the first half of 2014, according to JETNET databases updated through mid-July 2015. By size category, deliveries of Large Jets (defined as Challenger 605 up though Airbus ACJ/Boeing BBJ-class aircraft) are unchanged year-over-year in the first half of 2015. As expected, we’re beginning to see improvement in both the light and midsize jet segments, consistent with improvement in the economic outlook in North America and, to a lesser extent, parts of Europe. In fact, based on available data through mid-July 2015, deliveries of Medium Jets (aircraft from the Citation XLS+/Learjet 75 up through the Challenger 350/Gulfstream G280) are up 6% so far this year. Small Jet deliveries, which we categorize as aircraft from the Eclipse EA550 through the Learjet 70, are up 5% YTD. By manufacturer, Bombardier remains the volume leader so far in 2015 with a Advertising Enquiries see Page 5
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BIZAV INTELLIGENCE T MARKET INDICATORS
Buyers’ Desire
At this point in time, we might ask: What are buyers seeking in their aircraft? What are the attributes that they value the most? Which aircraft might best suit these requirements? JETNET iQ’s surveys of business aircraft owners and operators typically reach more than 500 owners and operators each quarter in more than 50 countries. Drawn randomly from a pool of more than 21,000 fixed-wing turbine owners and operators worldwide, respondents to JETNET iQ Surveys reflect a representative cross-section of Business Aviation customers and provide details on their brand preferences (aircraft, engines, avionics, FBOs), aircraft purchase and selling intentions (both new and pre-owned), aircraft purchase inhibitors, and aircraft purchase criteria, amongst other things. In the Q1 2015 JETNET iQ Survey, 509 respondents from 53 countries were asked to provide a ranking of up to five of the most important factors that they considered when they made their most recent business jet purchase. These purchase criteria are provided here (Chart A). For presentation purposes, we assign a weighting factor to each criterion. Their “Most Important” purchase criterion is allocated a weight of “5”; their “2nd Most Important” criterion is allocated a weight of “4”, etc. We then tally these weighted scores across all respondents and present them as represented here, according to the size category of business aircraft that the respondent has in operation. These categories are identical to those
definitions described above. At the lower end of the size-category spectrum (Turboprops and Small Jets), owners and operators indicate that they are most interested in performance, cabin size/capacity, purchase price, and operating costs. Cabin and range considerations become more and more important in the purchase decisions of operators in the Medium and
Large Jet categories. With these and other insights – such as expert knowledge on the maintenance condition and exposure-to-price ratio of a specific pre-owned aircraft, sales professionals can be better prepared to address issues that are of most interest and concern to buyers. MI www.rollandvincent.com
BizAv Market to Rise 13.8% Frost & Sullivan’s recent business aircraft forecast analysis predicts the market will amount to a $27.94bn business in 2020, a 13.8% increase over the $24.55bn in billings postulated last year... The analysis reveals that charter, lease and fractional business models will be affected as companies look to reduce costs. “As the economy stabilizes, the operating efficiency of innovative designs will push sales and pilot the global business aircraft market to new heights,” predicts Wayne Plucker, Frost & Sullivan aerospace and defense director. While the global business aircraft market fell after the economic downturn in 2008 and was largely sustained by
large-cabin jet sales, Plucker believes the market’s now showing “substantial signs of recovery” thanks to the midsize jet segment. North America and Europe are forecast to remain the largest markets, even as Asia-Pacific, China, India and the Middle East become “significant” growth centers. “Business aircraft OEMs can finally profit from the demand that intensified as businesses waited for an improvement in the economy,” Plucker says. “While the heavy aircraft segment will maintain production levels, the light aircraft market will experience a rapid growth in the near future.” MI www.gamaaviation.com continued on page 24
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AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
Discover the right way. The right people. The right process. Whether you’re buying or selling a Gulfstream G650, or Citation CJ3, the purchase or sale of your aircraft is important to us. And when you choose an intelligent group of people to facilitate the transaction, the process is a success. CALL OR VISIT JETSALES.COM TO LEARN MORE
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FOR SALE: NEW TO MARKET
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FOR SALE: MAJOR PRICE REDUCTION
2007 Global 5000
2002 Gulfstream G200
2014 Gulfstream G650
Serial Number: 9158 Asking Price: $18,750,000 Hours: 1,723 TTAF Landings: 690
Serial Number: 58 Asking Price: $5,950,000 Hours: 3,584 TTAF Landings: 1,834
Serial Number: 6076 Now Asking: $69,990,000 Hours: 49 TTAF Landings: 22
•B atch 3 Software Upgrade w/ FANS 1/A+ CPDLC and SBAS w/LPV Approach capability • Triple FMS • HUD & EVS
• Engines enrolled on Pratt & Whitney ESP Gold • Enrolled on Rockwell Collins CASP • G ogo Biz ATG 5000 Broadband Internet with Wi-Fi
•D elivered September 25, 2014 • Factory Warranty • Block Point 1 (ASC-901 & ASC-18A) complied with
•T riple CD-820 Control Display Units • Autopilot Emergency Descent Mode • H oneywell AIS-2000 Satellite TV
FOR SALE: PRICE REDUCED
• G ogo Vision UCS-5000 On-demand In-flight Entertainment System • D ual Collins FMS 6100 • 12C (144mo) Inspection complies with 10/28/14
•P redictive Windshear, SwiftBroadband & More • Fwd Galley, Fwd & Aft Lavs, 4 Seating Sections — 17 Passenger Configuration
FOR SALE
FOR SALE
2001 Gulfstream V
2013 Citation XLS+
1994 Falcon 900B
Serial Number: 642 Now Asking: $11,900,000 Hours: 11,166 TTAF Landings: 4,233
Serial Number: 6138 Asking Price: $8,500,000 Hours: 317 TTAF Landings: 283
Serial Number: 134 Asking Price: $7,395,000 Hours: 5,025 TTAF Landings: 2,395
•E ngines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP •T wo Owners Since New
• Cessna Maintained, Fresh Inspections • Single Channel SwiftBroadband • IFIS, XM Weather, Jepp Charts, TCAS-4000 Change 7.1
•E ngines enrolled on Honeywell MSP Gold, APU enrolled on Honeywell MSP • Two Owners, Excellent Pedigree
• FAR Part 91 Professionally Operated and Maintained • H oneywell Avionics Protection Plan (HAPP)
FOR SALE
• ProParts, PowerAdvantage+ & AuxAdvantage • D ual FMS-3000 (FMS 4.0), WAAS/LPV & Dual SBAS GPS Receivers
FOR SALE
•P rofessionally Maintained and Operated • Low Time/Cycles for Model-Year • WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1
FOR SALE
1997 Falcon 50EX
2011 Gulfstream G550
2000 Global Express
Serial Number: 260 Call For Pricing Hours: 4,741 TTAF Landings: 1,890
Serial Number: 5316 Asking Price: $39,950,000 Hours: 2,557 TTAF Landings: 739
Serial Number: 9026 Asking Price: $14,500,000 Hours: 5,772 TTAF Landings: 2,133
•E ngines enrolled on Honeywell MSP Gold, APU enrolled on MSP • O ne Owner Since New • Very low total time to cycle ratio
• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • A SC 910 w/ Enhanced Navigation
•E ngines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP, Smart Parts Plus
•C omplied with the 3C check and Wing Tank Modification (SB 496R2) in May, 2015
•T CAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities • Gogo Biz Broadband Internet, SwiftBroadband
•B atch 3 Software Upgrade w/ FANS 1A+ CPDLC and SBAS w/ LPV Approach, ADS-B Out • SwiftBroadband
COMING SOON
UNDER CONTRACT: SELLING
UNDER CONTRACT: SELLING
2000 Falcon 900EX
1994 Falcon 50
FILE PHOTO
2009 Challenger 605 Hours: 1,092 TTAF Call for Pricing Landings: 331
DEAL PENDING: ACQUISITION
UNDER CONTRACT: ACQUISITION
• Engines enrolled on Smart Parts Plus with Engine Coverage, APU on MSP FILE PHOTO
Gulfstream G100
Gulfstream G650
DEAL PENDING: ACQUISITION
FILE PHOTO
SOLD: JULY 2015
ACQUIRED: JULY 2015
FILE PHOTO
Global 6000
FILE PHOTO
2010 Global XRS
ACQUIRED: JULY 2015
ACQUIRED: JUNE 2015
FILE PHOTO
Gulfstream G550
Global 6000
SOLD: JUNE 2015
FILE PHOTO
Gulfstream G100
FILE PHOTO
Falcon 900EX
SEE ALL OF OUR LISTINGS JETSALES.COM Visit jetsales.com for full listings, blog posts, industry insight & more!
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MarketIndicators.qxp_Layout121/07/201511:46Page4
BIZAV INTELLIGENCE T MARKET INDICATORS
BizAv Activity - US & Canada June Business Aviation flight activity posted a decrease from May to finish the month down -0.2%; a small decline considering June has averaged a decline of -3.0% from May for the previous three years…. Results by operational category were mostly flat, with Part 91 posting an increase of 0.1%. The Part 135 market technically finished flat, but was actually 30 flights lower than May. The Fractional market posted a monthly decline of -1.8%. Looking at the aircraft categories, turboprops continue to perform well posting an increase of 3.1%, marking the fourth straight monthly rise for the turboprop market. Small cabin aircraft posted the only monthly rise in the jet categories, up 0.1% from May, while midsize and large cabin aircraft posted declines of -2.7% and -3.2% respectively. The largest monthly gain was recorded in the Part 135 turboprop segment, up 4.7%.
Year-over-Year
Reviewing year-over-year flight activity (June 2015 vs. June 2014); TRAQPak data indicates that June 2015 posted an increase of 3.4%; beating the TRAQPak forecast of 1.9%. Results by operational category showed more growth in the Part 91 and Part 135 markets, up 2.6% and 6.2% respectively. The Fractional market finished the period down -0.5%. Flight activity by aircraft category was positive for all categories, with large cabin aircraft posting the largest gains, up 6.2% from June 2014. The turboprop market continues to show signs of stabilization with an increase of 5.3% (the fourth year-over-year increase in a row). The small and mid-size cabin markets posted yearly increases of 2.5% and 0.8%, respectively. The largest year-over-year gain for an individual segment occurred in the Part 135 turboprop segment, which saw an increase of 12.2%.
MI www.argus.aero
Challenger Market Spotlight
Are you thinking of buying or selling a used Bombardier Challenger 300, 604 or 605? Then you’ll need to know how they’re trending on the market right now... In his online exclusive blog available at AvBuyer.com, Elliott Aviation’s Jim Becker shines some insight on the Challenger 300/604/605 markets… How is the Challenger 300 faring since 24
AVBUYER MAGAZINE – August 2015
BizAv Activity Europe
June Business Aviation departures in Europe increased 1.87 percent year-overyear, to 80,954, according to WingX Advance. Piston and turboprop activity accounted for the gains, rising 10.9 percent and 4.7 percent, respectively, while business jet flying decreased -1.5 percent. Year-todate, flights in the region are still lagging by -1.1 percent from last year. Much of June’s growth came as a result of activity in Western Europe, up 6 percent from a year ago. In particular, Germany and France accounted for 37 percent of all flights in the region and overall activity in these two countries rose by over 2,300 flights over last year. Turboprop activity provided the strongest growth in Germany whereas France saw the strongest growth in piston activity. Business jet flying increased 8 percent in Germany, but was flat in France. Activity in the Mediterranean was weaker, and the Russian market continued to subside, falling 15 percent last month. Flying in the CIS region is down 30 percent year-to-date. MI www.wingx-advance.com
being replaced on the production line by the 350? What can you expect to pay in a soft market for a Challenger 604? Is there more activity year-to-date in the Challenger 605 market? Analysing recent transactions, units for sale trends and other contributing factors, Mr. Becker offers his observations on these markets. MI Read the full analysis via http://www.avbuyer.com/articles/ z-favorite-1/bombardier-challenger-market-spotlight-2015/ T
www.AVBUYER.com
Aircraft Index see Page 4
FreestreamAugust.qxp21/07/201517:34Page1
2007 Gulfstream G450
2009 Gulfstream G450
• Price: Make Offer • Total Time: 1850 hrs • Landings: 775 • Engines Enrolled on RRCC • HUD/EVS • SecuraPlane External Camera System • Airshow 4000 • Honeywell MCS 7000 SATCOM • 14 Passenger Interior • Aft Galley • Forward Crew Lavatory
• Price: Make Offer • Into Service 2010 • TTAF: 1402 • Landings: 668 • Engines on RRCC • Part 135 Compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger Configuration
2010 Gulfstream G450
2011 Gulfstream G450
• Price: Make Offer • Total Time: 849 hrs • Landings: 455 • Engines on RRCC • SV-PFD (Synthetic Vision – Primary Flight Display) 2.0 • Honeywell HD-710 High Speed Data System • Part 135 Compliance (Up to 10 hours) • Aft Galley • 14 Passenger Interior
• Price USD $24,900,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior
1996 Gulfstream GIVSP
• Price Reduced • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior FREESTREAMAIRCRAFTLIMITED
FREESTREAMAIRCRAFT(BERMUDA) LIMITED
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FREESTREAMAIRCRAFTUSALIMITED
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NewYork +12013656080 aircarftsales@freestream.com
FreestreamAugust.qxp21/07/201517:34Page2
2008 Gulfstream G550 S/N: 5176 • Price : US$29,950,000
2009 Gulfstream G550 S/N: 5231
• Total Time: 3466.5 hrs • Landings: 953 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Available for viewing Immediately in Bridgeport, Connecticut
• New price just released • 1243 AFTT • 514 Cycles • Engines on RRCC • APU on MSP • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Forward Galley • 18 passenger configuration
1998 Boeing BBJ S/N: 29273 • Price reduced
Boeing BBJ S/N: 36714. Reg: VP-BFT
• Total Time Airframe: 3743:34 Hours • Landings: 917 • Delivered with Fresh C1 • 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
• $58,950,000 • Into Service 2009 • Total Time Airframe: 2849 Hours • Landings: 741 • 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
Challenger 604 S/N: 5426
• $6,495,000 • Total Time: 6329:55 hours • Landings: 3397 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7 • 12 Passenger Interior
FreestreamAugust.qxp21/07/201517:34Page3
2006/2007 Global Express XRS • Make offer • 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
Learjet 45 S/N: 167
• Make Offer • AFTT: 6589 hours. Landings: 5271 • 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
Falcon 900EX S/N: 87
• Price reduced • TTAF: 5,345.16 • Landings: 2,922 • 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
2012 S76D
• 2012 S76D like new (delivered 2013) • Only 19 hrs TTSN • Utility Interior • 12 passenger seats (3 x 4)
Sikorsky S-76C++ S/N: 760757
• Price reduced • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System FREESTREAMAIRCRAFTLIMITED
FREESTREAMAIRCRAFT(BERMUDA) LIMITED
FREESTREAMAIRCRAFT(H.K.) LIMITED
FREESTREAMAIRCRAFTUSALIMITED
London +442075843800 sales@freestream.com
Hamilton,Bermuda +4415051062 sales@freestreambermuda.bm
HongKong +85227245620 info@freestreamhongkong.com
NewYork +12013656080 aircarftsales@freestream.com
JMesingerAUGUST15.qxp_JMesingerNov0621/07/201510:19Page1
BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE
What a Difference a Day Makes Jay Mesinger sensed optimism coursing through the industry veins at the recent NBAA Regional Forum in Teterboro. Was it exhibit-hall hype, or something altogether deeper rooted?
I
get fired up about NBAA and the people who gather when the industry bell sounds, as it did in Teterboro, NJ in June. It was an early morning bell for a Leadership Council Breakfast that kicked off the Regional Forum. For those not familiar with the Council, it comprises approximately 120 members who’ve stepped up to the plate and increased their dues-base to $10,000.00 annually. This began a few years ago as NBAA worked diligently to fund several important advocacy programs like No Plane No Gain. The Council continues today, and NBAA CEO & President Ed Bolen always takes the opportunity to have a breakfast or other event to bring the group together and discuss the important legislative items that directly threaten our community. More importantly, he takes the time to listen to the group and hear its ‘boots on the ground’ concerns. By the end of the Forum, Teterboro – always the highest draw for any of the annual NBAA Regional Forums – hadn’t disappointed with over 3,100 attendees, beating the previous record of around 2,500. Packed with both new and used aircraft on static display, vendor booths and enthusiastic attendees, the event also hosted an array of educational topics that are always relevant and well-attended. The registration fee included access to the educational programing, a great networking lunch opportunity and a full day of aviation conversation.
orders from North America, and pre-owned activity is also shifting back to the States. This doesn’t mean activity has stopped in other parts of the world; it just means the bulk of the transactions and growth have shifted. So much of our sales growth has been focused on the emerging markets over the last decade that this resurgence of business in North America is welcomed! A look at the available inventory of pre-owned aircraft in most segments shows that the inventory ‘for sale’ is mostly located outside of North America, which is part of the shifting phenomenon. When sales were booming in distant countries, aircraft were being sold out of the US. Now with slowing economies and other concerns in these countries, inventory is being offered back into the area of growth—the US. Other very positive trends include modification shops being busier than they have been for some time. The majors report the size of their projects to be larger in terms of dollars committed than they’ve seen for many years. Other service-related businesses are also seeing the increase in activity. Engine and airframe programs are experiencing increased growth, and fuel suppliers are enjoying the increase. It seems as if we, as an industry, have hit our stride.
“ Most important is the tone and feel of our industry...”
Optimism
Most important is the tone and feel of our industry apparent at the Regionals. Nine out of 10 people that I spoke with at the event reported business was looking up. Optimism was a theme of the day, and business is ticking along at a positive growth rate. Sure, aircraft prices remain in flux. However, transactions were inching up and we all know what happens when an aircraft sells: business gets going again; pilots get employed; insurance policies get sold; hangars get rented; fuel is purchased; and modifications get booked. Our industry continues to be important to towns, cities and states, and, most importantly, employment gets a boost because routine commerce is accelerated! If we take a careful look at some of the industry trends, we see that the future of growth will be in North America because of our strong economy. Every indicator speaks to the pendulum swinging back towards North America. Prognosticators predict this swing to last as long as ten years. Manufacturers are seeing their order books bulge with 28
AVBUYER MAGAZINE – August 2015
Trickledown
A huge thank you to NBAA and its dedicated staff - it is so enriching to have a get-together in Teterboro. In the coming months we should all begin to feel the trickledown-effect of this business renewal. We can certainty expect some ebbs and flows, and there is no reason to believe that unstable pricing will not be a normal occurrence for the foreseeable future. After all, the reality of our ‘new normal’ should include the idea that aircraft are depreciating assets. Every day, every hour, equipment begins to decline in value. This should be a fairly predictable and manageable decline – one we can all live with once we accept this reality—but the trend to watch and appreciate is the positive growth that we are seeing. T
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Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. With 40 years’ experience in the aircraft resale market, Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Contact him at jay@jetsales.com Aircraft Index see Page 4
YO U R FI RST CH O ICE FO R H I G H E N D P R E - OWN E D
Global Express XRS 2012 (aircraft featured on cover) S/N 9428 | Hours 400 | Engine program
Global Express XRS 2009 S/N 9246 | Hours 2007 | Engine program
Global Express XRS 2009 S/N 9283 | Hours 1432 | Engine program
Challenger 850 2009 S/N 8078 | Hours 1127 | Engine program
Challenger 605 2013 S/N 5925 | Hours 1330 | Engine program
LD SO
Learjet 60XR 2011 S/N 409 | Hours 2360 | Engine program
Learjet 60XR 2009 S/N 364 | Hours 2245 | Engine program
FO R I N Q U I R I E S CO NTAC T YO U R D E D ICATE D SALE S D I R EC TO R US WEST COAST STEVE R AHN 714 - 401-2337 | US SOUTH CENTR AL CARL LOW 214 - 415 -3129 US NORTH CENTR AL ZAC WACHHOLZ 316 - 648 -7416 | US NORTH EAST CHUCK THOMAS 561-234 -9960 US SOUTH EAST SCOTT MAGILL 904 -716 - 8946 | L ATIN AMERICA NIC ALIAGA +1-316 -285 - 4457 EUROPE, MIDDLE EAST AND ASIA CHIKO KUNDI +1-514 - 825 -7783 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. ©2015 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.
DDBA0307_BBA_PreOwnedAdAugust2015AVBuyer_V14.indd 1
2015-07-13 12:04 PM
BOMBARDIER BUSINESS AIRCRAFT PRE-OWNED AD 2015 NEW FORMATION (V9) AV BUYER - FULL PAGE - TRIM SIZE 205 X 270 MM PDF/X-1A:2001 STANDARD WITH OUTPUT PROFILE U.S. WEB COATED (SWOP) V2
BUY&SELLAUG15.qxp_Finance21/07/201512:22Page1
BIZAV INTELLIGENCE T OWNERSHIP
Business Aircraft Fleet Renewal:
Missions & Decisions, Planning & Money ‘Fleet renewal’, ‘fleet replacement’, ‘fleet upgrading’ - all are different names for a common process: Managing the turnover of a company's aircraft, notes Dave Higdon. But what is the key to getting it right? or many multi-aircraft operations, fleet renewal tends to be an ongoing affair, assuring continuous access to a viable, cost-effective, mission-capable fleet, even though for 75 percent of business aircraft operators, that fleet consists of just one aircraft (per NBAA Fact Book). Irrespective of the number of aircraft that comprise the fleet, however, from speaking with a number of pilots engaged in the process of fleet renewal the considerations and concerns largely follow the same thinking, even if they do vary in scale. “When you have a real 'fleet' to manage, the planning and execution lead-times multiply with fleet size,” said the chief pilot for a small Midwest real estate company, adding that companies operating a single airplane tend to act on the same catalysts that influence companies managing multiple aircraft – namely economics, capabilities, efficiencies and age.
F
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
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AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Advance Planning
Consultants generally recommend that flight departments make advance plans for potential renewals, replacements and upgrades. “Selling and buying a complex, expensive asset like a business aircraft isn't something that you start on Monday and finish on Friday,” noted one consultant. “Ideally you give yourself plenty of time to analyze, shop and transact. That's true whether you’re considering a new airplane or something pre-owned.” Planning fleet upgrades generally involves more than asking how much more (or less) will meet the company's needs. An aircraft renewal project understandably draws scrutiny from the people handling the funds; the process also involves the people who most use the aircraft for satisfying company needs. The solution most commonly suggested is datadriven planning, according to the several consultants interviewed for this story. Aircraft Index see Page 4
BUY&SELLAUG15.qxp_Finance21/07/201512:23Page2
Consider how the following operators handled the eventuality that the only constant is change, including where aircraft are concerned...
Follow The Finances
A data-driven replacement/renewal plan includes: • Planning to tap company resources for the renewal; • Validating the logic for the change; • Providing a starting point for the finance, legal and tax experts in the company to assess the proposed change; • Informing the executives to help them make a smarter decision; • Helping the flight department make its case with the data employed, thus giving the department a more authoritative voice in the process. Numerous catalysts exist that prompt a change of aircraft such as new and different missions; the inability of existing aircraft to handle changing demands; business expansion that adds new or different needs – or territories; or the mere costs of continuing to fly the existing aircraft. Data on how the present aircraft is used – how many flights, to where, and carrying whom – along with aircraft flight hours and the various costs (fuel, maintenance, insurance, etc.) can help decision makers see the basis for the needed change. In comparison, a flight department unprepared for an upgrade may find itself in reactive mode should executives unilaterally decide to renew or replace one or more aircraft. The lead-time involved can run into weeks, months, even years – particularly if the existing aircraft's age runs into double digits. Advertising Enquiries see Page 5
When the small real estate company upgraded from a piston to a turboprop, the company owner understood that decision meant moving into a higher operating-expense bracket. But given that costs and deficiencies of the existing pressurized, turbocharged cabin-class piston model began to become a burden on the company's travel needs, the propjet actually helped eliminate costs induced by maintenance. “The new airplane let us reduce travel times and allowed us to expand our reach,” the chief pilot explained. “Our people gained back precious time.” Years after fully depreciating that propjet, similar issues involving maintenance and productivity surfaced, prompting another step up. An examination of how the candidate aircraft would fit into the company's travel was undertaken, using historical data. Trip-by-trip comparisons of the prospective replacement options versus the propjet led the company to its conclusion. “This renewal needed more financial horsepower than our own operations could justify,” the pilot explained. “But the potential benefits of a faster, more-comfortable aircraft proved powerful – so we moved ahead.” Today the new aircraft – a light jet – spends part of its time flying on a Part 135 certificate, which helps offset its costs; the balance of its flying time goes to the real estate company. “In the end it was about growing the company while keeping within our finances, and this arrangement does both.” And once again the accelerated depreciation available wasn't used. “The accountant told me it made more sense for us to spread out the tax benefits. He made his financial case, just as I sold the firm on how much time we could save by stepping up our cruising speed about 100 knots.” Aging equipment tends to need more maintenance, more often. Engine overhaul costs can be a catalyst to replace an aircraft. By the same token, engine fuel efficiency continues to improve on new models, but older aircraft tend to become less fuel efficient with age. All factors considered these days, operating older business aircraft becomes an economic challenge. Operating and maintenance costs aren't always the sole underpinning to fleet renewal decisions, however, though they are significant. Similarly, tax benefits alone seldom drive a company to replace an aircraft. Thanks to new-equipment warranties, hourly maintenance coverage for the engines and airframe, tax implications and the popularity of the light jet, the owner of the real estate company saw a small but significant financial benefit in transitioning to a light jet with the management firm handling charter flights. As our real estate firm’s chief pilot put it, “Your results may vary; check out everything.”
Mission Not Accomplished
Seldom, if ever, does a company invest in a business aircraft without a mission defined for that investment. Savvy operators learn quickly how to deploy the aircraft to support revenue and profit growth, improve personnel productivity, support their customers' needs and, not surprisingly improve employee motivation and satisfaction. All good – until, that is, the aircraft no longer delivers what the company needs.
www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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BIZAV INTELLIGENCE T OWNERSHIP
Reasons for this vary: A change in missions; number of missions; number of people flown; or destination change is identified. The need for an aircraft that is more mission-suitable drives many a fleet renewal. And planning for the upgrade can start long before that time arrives. One transnational company with three aircraft employs a rolling renewal process to help stay ahead of ‘mission creep’ and to always have aircraft no older than seven years. One factor in this company's process requires acting while the residual value remains high for the outgoing asset, according to a lead pilot with the Great Lakes region company. “The last time we expanded the fleet was because we had a new mission to fulfill – international expansion – and needed a large-cabin trans-oceanic jet to support those trips,” the pilot recalled. Since international trips generally occur only about once a month, the aircraft selected was chosen to fit well with its two smaller mid-cabin hangar-mates used on domestic trips. “It works well on our medium and short trips, and if runway length is an issue we have the smaller jets to deploy; they can each reach both coasts from our headquarters.” Before any of this company's jets hit the age of five, the chief pilot for the type starts working with staff - from finance and its internal clients - to select a replacement, typically for delivery two years later. “That helps us stay on the cutting edge while keeping overall costs in check,” the pilot explained. But each time the drivers remain constant: Efficiency and mission fulfillment.
When Size Matters
The “mission creep” mentioned above sometimes involves moving more people between the same points (as opposed to more flights to more, or further-away destinations). The need to carry more people in the cabin may require flying with a reduced fuel load to stay within operating and regulatory limits. That, in turn, may require adding a stop – necessitating a two-leg trip in the same aircraft that previously handled the mission non-stop. This outcome works almost as inefficiently as sending two aircraft to accommodate the people when the usual aircraft lacks the capacity to fit them all into the cabin. “Sending two aircraft? That’s always expensive, and usually inefficient,” explained the senior pilot for a Northeast concern with manufacturing facilities scattered across the US. After an expansion in 2013, the company found itself needing to move more people than could be handled by either of its two existing aircraft. “We were making the same number of trips but increasingly facing loads that meant making a fuel stop...but we really couldn't justify a third aircraft.” The solution started to materialize with an unsolicited call from a broker representing a client interested in the smaller of the company's two jets. “We were already starting to research a replacement for that aircraft and looking at models able to handle the new demands and carry us through a few more years of growth,” the senior pilot explained. The broker's client needed to downsize from its mediumcabin jet, and company executives wanted to replace it with a smaller aircraft still capable of handling the lighter missions. What might have been a tailor-made solution (the two companies swapping jets with a bit of cash to the company divesting itself of the medium jet) fell apart because the larger jet still lacked the payload to accomplish the missions needed by the 32
AVBUYER MAGAZINE – August 2015
Northeast-based concern. “We found a taker for our light jet, but didn't find a keeper to replace it,” the senior pilot recalled. But another bright spot emerged: The broker. “He had a line on a jet that, admittedly, was larger than what we were originally considering, but he showed us why it was a good choice.” The super-midsize jet being considered offered much greater range than originally sought – and with that ability came the flexibility to carry fuel for the shorter legs and still use the payload for the extra people and baggage the smaller jet couldn't handle – thus solving the company's problem. “And”, the senior pilot added, “the option started company executives looking at opportunities opened up by the larger jet. It presents us with options unavailable with our old capabilities.”
When a Plan Comes Together!
Whether adjusting upward for growing needs or dialing back because of reduced requirements, the best approach remains a planned transition – and plans take time to research, develop and execute. “Changing aircraft should be approached the same as any other investment in a company's production assets,” said one consultant who regularly works with clients on fleet renewal and replacement projects. “The smartest companies don't buy production equipment without a plan; they don't invest their dollars without an idea of why or when. Managing the fleet, whether one aircraft or 10, should command the same degree of thought and planning as any other asset used to make the company effective.” T
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Aircraft Index see Page 4
EagleAugust.qxp23/07/201509:55Page1
2861 Aviation Way, West Columbia, SC 29170 The Citation Specialist
2014 CITATION M2, S/N 525-0822
2007 CESSNA CITATION CJ3, S/N 525B-0162
2001 CITATION ENCORE, S/N 560-0584
2000 CITATION EXCEL, S/N 560-5119
PRICE REDUCED
2002 CITATION CJ1, S/N 525-0498
2000 CITATION CJ2, S/N 525-0396
1992 CITATION V, S/N 560-0177
2003 KING AIR 350, S/N FL-379
ALSO AVAILABLE: 1992 CITATION II, 1972 CESSNA 182P
Phone International: (803) 822-5520 sales@eagle-aviation.com or visit www.eagle-aviation.com After hours contact Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 • Ralph Lacomba +1 803 822-5578
Aircraft Sales, Maintenance, Avionics, Paint & Interior, Executive Charter, 24/7 Line Service
Project1_Layout128/07/201512:19Page1
Project1_Layout128/07/201512:20Page1
ACObsolescenceAUGUST15.qxp_Finance21/07/201511:31Page1
BIZAV INTELLIGENCE T OWNERSHIP
Economic & Functional Obsolescence? (Part 2) Upgrading Older Aircraft Makes Sense For Many Operators...
Jim Becker is a valued and respected Accredited Senior Appraiser with the American Society of Appraisers. He also holds an FAA Airframe & Power Plant Mechanic license. With nearly 25 years in the aviation industry, 20 of those years have been with Elliott Aviation in the capacity of valuing aircraft. Contact him via jbecker@elliottaviation.com
38
Last month, Elliott Aviation’s Jim Becker discussed economic and functional obsolescence as it applies to older corporate aircraft. Can it make economic sense to invest an amount in an aircraft exceeding its market value? e have found that, for many operators, the answer to the above question is ‘yes’. Despite the fact that an aircraft has a physical life and an economic useful life (see Part 1 in the July edition of AvBuyer p78), older corporate aircraft are indeed viable solutions to a certain type of operator as we’ll discover below… In the past year alone, over 600 jets older than 25 years have transacted, not only including older
W
AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Challengers, Citations, Hawkers, Learjets and Gulfstreams, but also those built by companies that are no longer making aircraft (i.e. Sabreliner and IAI). The evidence shows that owning a jet older than 20 years can make sense to various operators. Even though many of these aircraft are facing economic obsolescence, their owners have chosen to invest the capital necessary to bring the aircraft up to modern standards. Aircraft Index see Page 4
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BIZAV INTELLIGENCE T OWNERSHIP
Who Invests & Why?
There are several reasons why an owner/buyer would choose to invest in a decades-old airplane. In some cases, it’s an operator who has owned their aircraft for many years: It is a known entity to them - they know its maintenance and operational history and are comfortable with their aircraft’s performance and operating costs. They don’t have a foreseeable change in their typical flight mission, and by keeping their older jet, they don’t need to re-train their flight crew on a different aircraft type. I recently spoke with the owner of an older model Hawker 800XP who invested in modernizing their aircraft with the latest Honeywell CDS/R with FMS 6.1 avionics, along with new paint and interior. While that investment neared the value of the aircraft, they have owned the jet for many years and were very comfortable flying it. Their crew is familiar with operating the aircraft and, for them the size of the cabin was perfect for their mission needs. Similarly, I saw an owner of a late-1970s King Air 200 recently spend over $1.5m dollars on upgrades, replacing the avionics with a state-of-the-art Garmin G1000 panel, upgrading the engines with more powerful PT6A-52s, and refurbishing it with a new paint and interior, all-new wing boots and fuel cells. To some, it would seem pure folly to invest this kind of money in an aircraft with a value well below $1m, but if you dig deeper, you can see why it made sense for them (they had purchased the aircraft new and it had served them well for about forty years). The cost of replacement like-for-like with a newer model would have been greater. Generally speaking, this particular owner-type is happy with their maintenance-provider, and the aircraft owned still receives a good level of support from the OEM. Another motivated group would be the aircraft buyer who simply doesn’t want to pay the price of a newer model. They can purchase an older aircraft, and similar to the owners in the above case studies upgrade the avionics, paint and interior even the engines in some cases. Although this buyer-type may have invested more in the aircraft than its market value, they end up with an aircraft that has been brought up to modern 40
AVBUYER MAGAZINE – August 2015
standards for less money than buying a newer aircraft already at those standards. A third group also seeks to take advantage of the low acquisition cost of an older aircraft… Some charter operators have been taking advantage of price declines for older jets. Although the acquisition savings may be offset somewhat by higher operating costs, it still makes economic sense to them to follow this route. In many cases they can charge the same hourly rate for an older aircraft as for a newer one, especially if the cosmetics are good.
The Lending Myth
When used aircraft prices started falling in 2008, many aircraft lenders restricted the types of aircraft that they were willing to finance. Buyers of older aircraft aged 15-years-plus found limited choices for finance as many lenders refused to underwrite those jets. This put additional downward pressure on these models. It’s a myth, however, that aircraft lenders won’t loan on an older aircraft. Companies such as Aircraft Finance Corporation (as an example) specialize in older aircraft. While no age restriction is placed, there is a preference to loan on aircraft with fewer than 10,000-12,000 airframe hours though.
Closing Thoughts
Hopefully the above discussion illustrates that an older aircraft that might have become obsolescent in the opinion of some is not necessarily obsolescent to all. There can be many reasons to purchase, or continue flying an older aircraft. Many factors will determine whether an aircraft can be operated economically or, in fact, has become obsolete. The ultimate decision maker is you. You decide if your aircraft is still providing the required level of service and reliability and if, in some cases, it is worth it to you to invest an unrecoverable sum of money in that aircraft. Next month, we’ll focus specifically on the buying segment for older aircraft and consider what the buyer of an older aircraft should consider to ensure they walk away from the deal smiling… Stay tuned! T
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Hatt&AssociatesAugust.qxp_Layout120/07/201515:52Page1
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1998 Hawker 800XP S/N: 258387. Reg: N835TM 10,557 Hours since New Engines enrolled on MSP Aircell Wi-Fi Part 135 No Damage History
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1985 Citation SII • S550-0036
1983 King Air F90-1 • LA-205
1982 Conquest II • 441-0222
1978 Conquest II • 441-0037
2006 Piper Meridian • 4697229
2001 Piper Meridian • 4697058
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AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
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BIZAV INTELLIGENCE T GLOBAL MARKETS
South America’s Business Jet & Turboprop Fleet Trends Ahead of LABACE2015, Mike Chase and Marj Rose share the latest JETNET >>KNOW MORE statistics for the used business jet and turboprop markets in South America. TABLE A - Worldwide Fleet of Business Aircraft
he eyes of the industry turn to Sao Paulo, Brazil for LABACE, set to be held on August 1113, 2015. As we break down the numbers of the world fleet of business aircraft (Table A), we can see that South America is home to 1,418 – or 8% - of the wholly-owned business jets, and 1,923 (14%) of the wholly-owned business turboprop fleet. South America ranks fourth among continents for the size of its business jet fleet, and second for business turboprops. (It’s interesting to note that only 34 business jets currently separate third-placed Asia and fourth-placed South America.
T
CHART A - Ten-Year Fleet Record, South America
Ten-Year Record
Ten Year View South America Business Jets & Turboprops June 2006 to June 2015
2500
Number of Aircra
2000
Business Jets Turboprops
1500 1000 500
1,923 1,418
South American Business Jets (By OEM)
1,070
Textron (Hawker, Beechjet and Cessna) lead all Business Jet OEMs for aircraft in operation in South America by some distance (see Chart B, overleaf), followed by Bombardier and Embraer. These ‘Top Three’ OEMs account for a combined 85% of the 1,418 business jets in South America.
532
0
Source: JETNET; Presenta!on and Analysis by Chase & Associates
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AVBUYER MAGAZINE – August 2015
Chart A (right) depicts the ten-year record of the business jet and turboprop fleets based (as opposed to registered) in South America. Business turboprops are more numerous than business jets, but both segments have shown strong and steady growth over this ten-year period (2006 to 2015) while maintaining roughly the same separation during the period.
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BIZAV INTELLIGENCE T GLOBAL MARKETS
CHART B - South American Business Jets (By OEM) Business Jets - South America - June 2015
CHART C - South American Business Turboprops (By OEM) Business Jets - South America - June 2015
Other 25
Jetstream 65 3.4%
Falcon
81
Gulfstream
6% 2%
108
Textron
8%
Embraer 178 12%
Bombardier 312 22%
Bombardier Embraer
Textron 714 50%
Gulfstream Falcon Other
Other 154 8%
Turbo Commander 220 11.4% Piper Cheyenne 228 11.9%
Textron Piper
Textron 1,256 65.3%
Turbo Commander Jetstream Other
South American Business Turboprops (By OEM)
TABLE B - Top-Ten Operating Countries
Of the turboprop OEMs, again Textron (Hawker and Cessna) lead the way in South America with 1,256 aircraft (65.3%) of the total 1,923 business turboprops in operation there. Piper and Turbo Commander comprise the remaining ‘Top 3’ OEMs, and combined with Textron account for 88.6% of all the business turboprops in South America (see Chart C, above).
Top South American Operating Nations
The Top Four Business Aviation operating countries in South America (Brazil, Venezuela, Argentina and Columbia) account for 94% of all the business jets, and 87% of all business turboprops within the region. Brazil leads, with 817 business jets and 801 turboprops. Brazil’s expected GDP decline for 2015 is -1.4% and return to growth is 0.06% for 2016, according to the IMF Economic Outlook. (The World GDP is expected to grow at 2.6% for 2015 and 3.3% for 2016 as reported from a base year of 2014.) As depicted in Tables B and C, we outline the top ten largest fleets for business jets and turboprops, by country, within South America.
TABLE C - Top-Ten Operating Countries
Business Jets & Turboprops (Make/Model)
Table D (opposite) illustrates that the Embraer Phenom 100 (96 units) and Textron Caravan 208B (229 units) lead the top-ten business jet and turboprop models based
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Aircraft Index see Page 4
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TABLE D - Business Jets & Turboprops (Make/Model)
in South America respectively. Also, included in this table is the comparison of the total Business Jets and Business Turboprops by model based around the world.
TABLE E - Fleet Age Comparisons
Fleet Age Comparisons
Finally, illustrated in Table E (right) is the age of the aircraft fleet, comparing Worldwide, US and South America. The most significant finding is the number of business turboprops aged 31 to 40 years (highlighted) that form 41% of all business turboprops operating in South America. This is a very high percentage compared to the other age groupings and suggests that future retirements could make way for newer and younger business turboprop deliveries into the region in the future. (Business jets aged 31-plus years make up 25% of the population within South America.)
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.
Summary
South America continues to be a major market for business jet and turboprop aircraft activity and most forecasts are optimistic about this market. As noted, the large fleet of aging turboprops in the region may present an opportunity for some aircraft OEMs, as replacements could be required soon! The question is: will they be replaced with turboprops or will we see upward movement into entry-level or mid-size business jets? As always, we will continue to monitor this market and update our findings. T Are you looking for more market insight? Visitwww.avbuyer.com/articles/category/ business-aviation-market-insight Advertising Enquiries see Page 5
JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com.
Search for the world’s best jets at AvBuyer.com www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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BOARDROOM T CASE STUDY
High-Flyers:
BizAv Produces Better Profit Numbers Successful Pittsburg, Kansas-based Names and Numbers nurtures and cherishes its flight department, Ken Brock tells Rani Singh. Here’s why… en Brock, CEO of Names and Numbers, thinks back to one hot summer’s day. “A Piper Cub – who knows what it really was – landed in a field, out of gas. Along with most of the local six-year-old kids I escorted the pilot on foot to the local gas pump where he got enough gas to fly again. “As he lifted off from the meadow, he made a climbing turn not more than 100 feet in the air and looked directly at me and waved goodbye. From that day forward, I had the ‘bug’ and a fascination for flying that would last a lifetime.” Since then, Ken has flown a Cessna 150, a PA-12 and a J-3. In a PA-28-140 he made a solo flight cross-country to McComb, Illinois and back. He continued to build flight time in a variety of Piper 140s until he earned his private certificate in 1970, after which he enjoyed flying a Beech Baron (which he
K 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.
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AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
later changed for a C90B King Air). There was more fun to come. “In March 2001, my wife, Debbie, bought an hour of time in a P-51 as a birthday gift, which offered a great hour of aerobatics and a really special event.” Ken pressed on, building time in the King Air and later bought a Premier I business jet in May 2004. “In about that same timeframe, I traded the King Air C90B for a B200, and in 2007, traded the Premier I for a Premier IA. For a while, our Flight Department owned two Premiers. I traded the KA 200 for the latest Premier, but in December, 2010, we took delivery of a Cessna Citation Mustang in place of the older Premier. Having started in 1965, Ken has been flying for 50 years now, and ever since his business began growing, it has been a great convenience to have access to an airplane for business trips. Aircraft Index see Page 4
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BOARDROOM T CASE STUDY
How It Began
After the company he worked for previously was sold, Ken was able to buy a fledgling company— Names and Numbers, which publishes telephone books designed specifically for the communities they serve—from a friend. “Each book has a significant amount of local information not easily or quickly available otherwise,” Ken outlines. “For example, we have a cross-reference section in our books that allows you to look up a person by their phone number if that is all you have. Our directories are very well used and in demand in each of the markets we serve.” Having acquired the company Ken opted not to relocate it. “Pittsburg is a small town in SE Kansas where there is a quality of life and a work ethic that lends well to successful businesses,” he notes – especially with the assistance of Business Aviation. “I could fly to a meeting and arrive within three hours, then return home that same day. Flying commercially or driving would have taken much longer as I live two hours from a commercial airport. Having our own aircraft makes it possible for us to fly directly to our destination from our home. We can achieve in one day the amount of work we would do in two to three,” he elaborates. “I am currently type-rated in both of the jets that make up our flight department today, and I do fly ‘left-seat’ on many of our trips,” he notes. “Without our flight department we could never have built our company like we did. We currently serve 70 different markets in 11 states and use the airplanes in our flight department on a weekly basis.”
Match to Mission
Ken’s flight department is a vital organ of his company, one that he takes great care of, with great interest. As this article was being written, Names and Numbers was taking ownership of a Cessna Citation XLS jet to replace its Premier IA and join the Citation Mustang the company already owns. He offered that his flight department's goals are to serve the company’s business needs more efficiently. When Names and Numbers is able to upgrade its aircraft, the decisions made are always with business needs in mind. There were many factors in the decision-making process to purchase the XLS, according to Ken, much like any other business decision. It didn't happen overnight, and it was part of a long-range plan. His team chose the XLS based on its performance as well as the reputation for reliability and good service from Cessna. “The XLS will fly, for example, at 45,000ft compared to the 41,000ft of our Premier,” Ken added. “This means we can climb above nearly all storms and often out of the heaviest head-winds.” In addition to the capability of getting above the weather, the XLS provides a longer range. “We are located in the midwest, so with the XLS we now have the capability of flying anywhere in the US without making a fuel stop – even with a full load. 56
AVBUYER MAGAZINE – August 2015
“Additionally, the fuel capacity on the XLS will allow us to make economical fuel purchases. We will save a great deal on jet fuel simply by having the option of buying fuel where we want, and when we want. “Meanwhile, our Citation Mustang is utilized for shorter distances or for when we have fewer passengers. Again, this option enables our flight department to operate as efficiently as possible.”
Racking Up Experience
About 25 years ago, Ken set a goal of flying 5,000 hours over 50 years. Over his half-century of flight, Ken has surpassed that goal with more than 5,200 hours. “Since aviation is only about 120 years old, I guess I can say I’ve been flying about half of aviation’s existence! I can definitely say without reservation it is still as much fun today as it was when I first climbed into the cockpit of a Piper Cub in 1965. What other vocation would remain enjoyable for 50 years?” Ken’s enthusiasm pervades his company. The professional pilots that work in the flight department at Names and Numbers each have been there nearly 10 years and enjoy their work. “I hope I will inspire some six-year-old to fly like the ‘Piper Cub’ guy inspired me so many years ago,” Ken smiles in conclusion. “Aviation has for me been a wonderful, rewarding part of my life!” T
“We can achieve in one day the amount of work we would do in two to three.”
Are you looking for more Business Aviation Case Studies? Visit www.avbuyer.com/articles/categories/ business-aviation-interview-case-studies www.AVBUYER.com
Aircraft Index see Page 4
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BOARDROOM T OWNERSHIP
The Virtue of Data-Driven Management
That Which is Measured Improves... For professionals who fly with precision and leave nothing to chance, it is time for Business Aviation leaders to apply metrics in their managerial duties, suggests David Wyndham…
C
onventional Wisdom has a quaint, comforting sound to it. Unfortunately, when challenged or tested, much of it can be found to be based on half-truths. Aviation is a science. Professional pilots pride themselves on the precision of their flying. The management of the flight departmental also requires precision. Thus, as a Board, you should be looking for useful ways to measure your Flight Department’s performance and the value of the company aircraft as a business tool. One area that is ideally suited for measurements is the maintenance condition of the aircraft.
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AVBUYER MAGAZINE – August 2015
Scheduled Airlines were the first drivers of reliabilitycentered maintenance. Conventional wisdom years ago suggested that old parts fail most frequently and that the best way to prevent a problem was to overbuild a part initially and replace it while much of its useful life remained. Research driven by data and expanded over many years led to aircraft maintenance systems that now are both robust and cost-effective. Today, parts are replaced when their condition warrants replacement—hence the name “on-condition” for such a maintenance protocol. Business Aviation was late to adopt this view, but today this community
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is a leader in data-driven maintenance. In particular, the civil helicopter community has taken a leadership role in maintenance monitoring with Health and Usage Monitoring Systems, typically known as HUMS. With over a decade of experience, the civil helicopter industry has discovered that not only does aircraft reliability increase when aircraft condition is monitored, there also are benefits to safety and operational control too. CAMP Systems started out with basic computerized maintenance tracking. Today the company has developed advanced systems for tracking and reporting the maintenance condition of the aircraft, and has expanded into engine health monitoring for Pratt & Whitney and Honeywell engines. Other thirdparty companies also work on data collection systems for business aircraft. Advertising Enquiries see Page 5
Meanwhile, Gulfstream’s PlaneConnect is an aircraft health, trend and monitoring system that collects reams of data on the aircraft’s status and datalinks that information to the maintenance team on the ground for analysis as the aircraft begins its descent for landing. Thus ground crews are aware of any issue that must be addressed prior to the aircraft’s next departure. Dassault Falcon is implementing a similar system with its newest models. The Falcon 5X will be equipped with an on-board self-diagnosis system called FalconScan, which will monitor the aircraft systems and collect about 10,000 parameters in real time. The technological advancement that has enabled monitoring of aircraft condition is the ability for near instant communication. The Internet, Wi-Fi, cellular data and satellites have provided real-time data collection and reporting to the flight department. Today, Business Aviation recognizes the use of data tracking for maintenance. In fact, it is difficult to sell a turbine airplane that does not have some sort of electronic record-keeping and maintenance reporting. For the aircraft and engines, we are moving toward measurements and data reporting in real-time. But there are many more opportunities to make use of data in the management of the aviation operation. Tracking internal engine temperatures can lead to better understanding of the wear inside an engine. Tracking the operations of the flight department itself can also yield valuable metrics that aviation managers can use to minimize fuel burn and fly more efficiently. While quality control engineer and statistician W. Edward Deming is often credited with saying “What you don’t measure can’t be managed” (he didn’t), measurements for measurement’s sake leads to data overload and an inability to see the trends that matter. With regards to measurements, the corollary statement is, “If you step on the scale, you’d better do something about it.” Raw data without a system for analysis and a mindset to use the information data provide, are of little value.
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
“With regards to measurements, the corollary statement is, ‘If you step on the scale, you’d better do something about it.’”
Management’s Role
Data-based management starts at the top. A corporation thrives on profit and loss. Management has a number of metrics that indicate not only the current profitability of the company, but trends that will affect long-term profitability. What are some of the metrics your company uses for its various business units? Yardsticks need to be tailored to the business www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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BOARDROOM T OWNERSHIP
“Knowing what to measure and tracking trends will yield small, but meaningful improvements.”
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function. A metric that works for Human Resources might lack meaning and usefulness in the manufacturing process. What are the metrics, or “keep” measures, that can help determine how well your flight department is doing its job? Business Aviation is a means of transportation for the firm’s personnel and clients. As such, immediately after safety, service should be your Flight Department’s top priority. Measuring customer service, however, is not a familiar activity. With safety, accidents are a terrible measure, but they are indeed a metric. Organizations that value safety seek smaller measures like incidents as well as processes and procedures that are not followed properly, to track their quest for safe operations. Using such measures, intervention can be instituted before tragedy happens. The concept of developing and using metrics can be applied by the aviation manager to identify problem areas before they become debilitating. Successes also can be measured. Knowing what to measure and tracking trends will yield small, but meaningful improvements. Data to be measured can be more than hours flown and passengers carried. Things like denied trip requests and days the aircraft is unavailable due to maintenance can lead to a discussion of whether the current aircraft is adequate or whether it is time for another aircraft. Tracking sales made by passengers flown on the business aircraft as well as new contracts signed as a result of meeting with clients also are very important metrics of a business aircraft’s usefulness.
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Flight departments should be led by managers who appreciate the need to be data oriented. Part of this mindset comes from the corporation’s culture. I’m working with several companies to develop and maintain various metrics that the flight departments can use to improve the levels of service as well as better manage their costs. Staffing, additional duties, and days away from home are also being looked at by this group. Using a datadriven philosophy, the group is making positive progress to improve as a flight department and service organization for the corporation. Just as the flight department needs to focus on supporting the goals of the company, so must metrics support the ability of the flight department to use their assets wisely and cost effectively. Organizations like the National Business Aviation Association and Helicopter Association International are supporting these measurements though education and industry cooperatives. The leadership of this effort comes from forward-looking aviation managers who understand and support the needs of the corporation. T Are you looking for more Business Aviation Ownership articles? Visitwww.avbuyer.com/articles/ category/business-aviation-ownership
Aircraft Index see Page 4
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BOARDROOM T BUYING & SELLING
Old Habits Die Hard
The difficulty of making good pricing decisions. Jay Mesinger characterizes aircraft brokerage as “…one of the most unsophisticated sophisticated industries in the world”. So what does that mean to you? Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Contact Jay at jay@jetsales.com
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uying and selling business aircraft involves complex financial transactions, usually with considerable sums of money changing hands. We use procedures unique to our industry, such as “Back-to-Back” transactions, at times with limited transparency. We engage highly successful entrepreneurs and major corporations in sales that are documented by seemingly incomplete contracts. Sophisticated business people are participating in
AVBUYER MAGAZINE – August 2015
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a sophisticated form of transportation—Business Aviation—using some of the world’s most sophisticated and technically advanced products, yet we have no recordation body that accurately captures or documents what has transpired. To repeat, we are participants in the most unsophisticated sophisticated industry found anywhere. Buyers say they paid less and Sellers say they received more when aircraft change hands in the marketplace. Knowing what actually happened is Aircraft Index see Page 4
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difficult to ascertain for participants on either side of the transaction. Without accurate and good data, however, it is very difficult to make good decisions about pricing. In other transactional markets such as buying and selling real estate, accurate pricing is captured by the government’s sales tax division and the industry’s recordation bodies. When your realtor provides you with comparable sales prices for homes in your neighborhood, you know what to ask for your property. In other words, you have good data with which to work.
Why Not in Business Aviation?
Our industry offers nothing in regard to third-party objectivity. Bills of Sale for aircraft, which are available to the public and should provide good data, typically state the change of ownership was for “$1.00 + OVC” (other valuable considerations). Brokers are often bound by non-disclosure language, thus participants cannot give other brokers or reporting books accurate sales prices. Consider companies whose role it is to keep our industry abreast of sales prices. There are two, Aircraft Bluebook Digest and Vref. Both are good and reputable publications. Both have been around for years, and both are owned and operated by seasoned industry professionals. But they can be no better than the input they receive from contributing participants. The old saying, “garbage in, garbage out” applies. I cannot state the situation with greater simplicity. If people who provide information to the reporting books are not accurate (worse, if they are not truthful), we all lose. Perhaps those reporting are well intentioned, thinking that if they report higher prices the market will not look bad, or conversely reporting lower numbers will make the market look inviting. But they are misguided—they are doing no one any favors. Every quarter, I call both Bluebook and Vref to discuss my current inventory on the market. I give them the history of pricing that may have taken place for each aircraft between the present and when they published their last book. Also, within reason, I talk about sales prices since their last book was distributed. Like my peers, our company is often bound by confidentiality agreements, but within a range of possible transaction prices I feel ok that the information I convey will lead to more accurate pricing data. The better the resources we all have, the better our industry will be and the better a potential broker can represent his or her client. All participants win with better data. The smarter our industry the more sophisticated we can become.
“The better the resources we all have, the better our industry will be and the better a potential broker can represent his or her client.”
Many Moving Parts
Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/ articles/category/business-aviation-ownership/
Other challenges regarding accuracy and transparency exist, but solving a few big issues such as pricing accuracy will be a significant step forward 64
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and there will be fewer problems to solve. Often between the date pricing books are published and the present there will have been very few - or in some cases no - transactions. Such inactivity carries its own set of difficulties. (Do the books ever look at inactivity between quarters and wonder if perhaps there were few or no transactions because the prices are too high? I hope not.) Pricing books are in the business of reporting transactions, not predicting or shaping a languishing market. They are expected simply to report on market activity since the previous quarter (although I do often see large pricing swings when there are very few transactions to report from the prior quarter). I have mentioned to the management of both pricing books that in those quarters with no transactions perhaps the data should be denoted in another color or just left out of that quarter’s books (possibly with a note that signifies the lack of activity). The market is complicated. Reporting meaningful data is complicated. I wish there was a better answer for establishing appropriate asking prices, sales prices and residual value calculations. The answer, however, has been the same for years— interpolate! Have researchers in the market daily, build relationships with other dealers and brokers, and urge industry touchpoints to respond accurately and honestly. Imagine an industry where you could come to work every day, turn on your computer and see a report with accurate asking prices and corresponding purchases. Some realists might label that scenario a miracle, but others might say our unsophisticated industry was one step closer to sophistication! T
www.AVBUYER.com
Aircraft Index see Page 4
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BOARDROOM T BUYING & SELLING
Business Aircraft Acquisition Checklist (Part 1)
Items Buyers Should Consider Carefully. Identifying the steps involved with acquiring and using a business aircraft will reduce the likelihood of surprises and lead to a more successful experience with Business Aviation, notes attorney Chris Younger. Here are some tips... Board of Directors evaluating the purchase of a business aircraft must consider a multitude of issues in conjunction with the aircraft acquisition process. Many of these items require long lead times to complete. Tax planning, conducted in advance of the closing, is essential to minimizing the effective costs of aircraft ownership and operations. Similarly, aircraft financing transactions, which often have the longest lead times of all the components in aircraft transactions, need to be planned and commenced in the earliest stages of the aircraft acquisition process. Finally, operational considerations, such as whether the aircraft will be managed in-house or by an external management company, must be addressed in an orderly fashion. Board Members must ‘run the traps’ (or insist
A Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations. Mr. Younger can be contacted at cyounger@gkglaw.com
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that their advisors do their homework) early to ensure that all necessary issues are spotted and addressed prior to the company making a commitment to acquire. It makes sense to approach the process by utilizing the concept of a business aircraft acquisition ‘checklist’ that includes the following…
1. Business Aviation Experts
The Board should first and foremost assemble and retain an experienced team to address the acquisition. Experts knowledgeable in brokering, taxes and technical subjects related to Business Aviation are essential. Be advised that Business Aviation has unique requirements, thus the team the company used to acquire land for a new factory is not the best choice for advising on aircraft acquisition. Aircraft Index see Page 4
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BOARDROOM T BUYING & SELLING
air carrier operating certificate to be flown in FAR Part 135 commercial operations, it is also ideal to involve the management company in the aircraft inspection process for the purpose of identifying all equipment requirements, and to confirm that the aircraft meets all requirements for its operation under FAR Part 135.
3. Structuring & Tax Planning
The structuring of the company’s use of Business Aviation should be determined prior to the acquisition of the aircraft to ensure that all open items are addressed in connection with making an offer on a specific aircraft. The Board must access relevant sales tax, federal excise tax and income tax issues as well as FAA regulatory considerations. Furthermore, certain tax planning opportunities, particularly relating to sales tax, should be explored. Implementing the recommended tax planning may take considerable time due to the potential need to form a new entity to acquire the aircraft and to procure applicable tax-related registrations for the purchasing entity.
4. Aircraft Financing
In addition, the Board may need to retain other specialists, such as a customs broker, depending on the nature of the transaction and the specific aircraft to be acquired. By hiring an experienced aviation team, the Board will receive the best advice regarding selecting the aircraft make/model that fits the company’s mission profile; identifying the pool of target aircraft available; narrowing the list to those aircraft that are most appealing based on technical specifications, layout, price, maintenance history and cosmetic appearance; and spotting potential legal and tax issues that may exist depending on where the aircraft is currently located, where it will be based, and how it will be owned and operated.
2. Aircraft Management & Operations
The Board and its aviation team will need to decide if the aircraft will be managed “in-house” or by an external management company, and whether it will be available for lease to a charter operator to offset aircraft ownership and operating costs. If the Board and its aviation team decide that the company will hire an outside third party to manage the aircraft or allow a charter operator to lease the aircraft, much focus will shift to selecting the appropriate service providers since they will have a significant impact on a successful outcome. Thus it is best for the Board to decide in advance how the aircraft will be managed and the flight department structured. If the aircraft will be added to a charter operator’s 68
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“The structuring of the company’s use of Business Aviation should be determined prior to the acquisition of the aircraft.”
If the company plans to finance the aircraft’s purchase, the Board should immediately engage in the process of soliciting loan proposals and identifying a preferred lender. The process of negotiating the loan terms is often an arduous and time-consuming exercise. While most lenders generally request specific information on the aircraft to be acquired, they are typically able to provide general financing terms in advance if certain specific aircraft parameters are provided (such as model year, price range and aircraft type). A lender will also be able to commence the lender’s due diligence process regarding the borrower and credit committee approval of the loan prior to the identification of a specific aircraft. If the Board is in a position to purchase the aircraft without financing, it may be useful to negotiate the terms of the loan during the time that the aircraft is in its pre-purchase inspection but fund the loan after the aircraft is acquired. This will allow the Board to focus on the key elements of each stage of the aircraft acquisition process. It also provides the lender greater comfort regarding the status of the collateral securing the loan, which often allows the lending process to proceed more smoothly. However, there is a drawback to this approach since the incentive to finalize the financing may not be as strong on either side of the table once the aircraft is purchased. Next month, we will conclude our study with a discussion of additional terms an aircraft buyer should consider carefully. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/ business-aviation-ownership/
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Aircraft Index see Page 4
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BOARDROOM T INSURANCE
Differentiate Among Aviation Insurance Carriers There’s Good News for Operators
In a crowded field, how do aviation insurance carriers set themselves apart from their competitors, asks Stuart Hope?
O 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
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f course every business is different, but in the highly regulated and mature field of aviation insurance creating something unique is exceedingly difficult. The actual product being sold is simply a future promise to pay, should certain events occur. The physical product is a stack of papers most buyers don’t read. Except for seasoned insurance professionals, it’s nearly impossible to pick up a policy and determine the quality of the written word inside. Yet there is a vast difference between insurers, their policy forms, their claims service, and their supplementary offerings. In the last few years, several of the top-tier insurance companies have leveraged those differences to pull away from the pack.
Safety
Two of the oldest legacy insurers, Global Aerospace and USAIG, launched a cafeteria plan of safety serv-
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ices several years ago that they continue to expand and improve each year. Global has branded its coverage ‘SM4’, and USAIG is calling its coverage ‘Performance Vector’. These offerings are for their insureds operating professionally-flown turbine business aircraft. Global’s SM4 program focuses on four areas – planning, prevention, response and recovery. To that end, it has partnered with safety experts in each discipline including such well-known names as Convergent Performance for human factors training, Calspan for upset recovery training, Baldwin Aviation for helping flight departments implement an SMS or IS-BAO certification, and Fireside Partners for Emergency Response Planning and Delivery. USAIG’s Performance Vector is similar, partnering with specialists including Convergent Performance, Aircare International (emergency procedures training in land and water evacuation as well as Aircraft Index see Page 4
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firefighting using aircraft cabin simulators), Alertness Solutions (fatigue management skills for the flight crew), and Prism (safety management systems solutions). Other insurers have similar offerings although they don’t promote them to the same extent as USAIG and Global. Starr Aviation provides safety and loss control services free of charge to its insureds through its Safety & Loss Control team, which is comprised of three Board Certified Safety Professionals. AIG Aviation offers safety and loss control services that range from detailed risk assessment surveys and document manual reviews to mentoring of safety program management and employee training. Allianz Aviation partners with AeronomX to provide loss control services including SMS development, IS-BAO consulting, and flight ops manual review.
How it Works
The safety companies that partner with insurance underwriters provide their expertise and services on a fee basis to any aircraft owner. Insureds receive discounted rates that have been negotiated with the insurance provider based on volume. With Global and USAIG, the insured can select one of the safety service modules offered each year from one of the providers and the insurance company will pay for the service. There are limitations, so check with your individual insurer to determine exactly what portion of the cost they will cover for a given safety offering. Of course, the insured can pay over and above for any additional services they would like at the insurance company’s lower negotiated rate.
Advertising Enquiries see Page 5
“As a broker, I find these safety services a hard sell (even though it’s not a sell it’s ‘free’.”
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www.AVBUYER.com
Interestingly, even though the insurance companies are willing to pick up all or some of the tab for these fee-based safety services, the programs initially have received a lukewarm reception. As a broker, I find these safety services a hard sell (even though it’s not a sell—it’s “free”). I don’t know if it is difficult or confusing for the insured to cull through all the options and understand exactly what is being provided or how much the insurer will pay on the insured’s behalf. Maybe it’s unclear how much time is required to complete some of these courses. Perhaps we are seeing a form of performance anxiety on the part of operators, fearing a safety expert may judge a flight department inferior – does this information then get back to the insurance company (it does not) with potential negative consequences. Maybe safety is somehow considered “not cool”, so operators are not interested. Whatever the impediments, taking advantage of these free or highly discounted services is a nobrainer. If you are an aircraft owner who is insured with one of the insurance companies showing safety leadership, you should be jumping all over these features. The safety courses/offerings are given by some of the best minds in their respective fields, and most are available to you at little or no cost. I’m here to tell you: Safety is the hallmark of professionals. It is interesting that the flight departments that are always trying to get better are the ones that have availed themselves of the insurance companies’ programs. Isn’t that what being a pro is all about? T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance
July 2015 August 2015 –– AAVVBBUYER UYER M MAGAZINE AGAZINE
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FLIGHT DEPARTMENT T AVIONICS MANDATES
Avionics Mandates (Part 8)
Helping you understand avionics advances and related
requirements for equipage, Ken Elliott reviews aviation technologies within the
NextGen/SESAR architecture, this month focusing on mandate impacts and status. s we venture past the midpoint of 2015, it is appropriate to take stock of the impacts of NextGen and SESAR mandates. Below you will find a potpourri of perspectives on this fluid technology transition that is expected to level-off around 2020. Since 2015 began, we have seen several changes in how authorities are addressing mandates. An aggressive FAA has been supporting ADS-B equipage while a noncohesive Eurocontrol has further delayed the implementation of DataComm requirements under EU operating rules. Operators do not suffer well such a flip-flop on requirements, especially in the case of EU DataComm. This technology is partially driven by varying levels of preparedness across the different nation states of Europe. Regulators and the authorities responsible for ground equipage need to understand the long-term impact that results when mandates are delayed. While delay may be the right answer for the moment, the conditions that arose and created the need for postponement could and should have been avoided. There is a very large group within the aviation
A 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 kenelliott@jetcraft.com or www.jetcraft.com
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community that considers it totally appropriate to delay equipage, approvals and training for avionic mandates, often based on the previous record of date-stretching or later relaxation of rules for certain types of aircraft and operators. Delaying implementation dates is fodder for their cause. But as outlined in previous articles, the industry cannot sustain a torrent of last minute upgrades from 2018-2020, for example.
FAA, Industry & Financial Support Cooperation
Apart from the FAA consideration of relief for ADS-B GPS requirements for legacy air carrier operators, the Administration has stood firm on the 2020 ADSB rule regarding to whom it applies and which equipment is needed for operations in which airspace. FAA has applied its resources to understanding and answering the concerns of operators, including small GA, creating forums for industry and user groups. It has also enabled funding for lower-cost solutions of ADS-B. In parallel with FAA efforts to enable operators to add ADS-B, finance groups such as NEXA Capital  Aircraft Index see Page 4
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1994 Gulfstream GIV-SP Serial Number: 1242 Asking Price: $6,495,000 Hours: 4,171
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FLIGHT DEPARTMENT T AVIONICS MANDATES
Partners LLC are providing favorable loans to all US-based GA operators that may, over time, be used for NextGen equipage. NEXA has also placed an order for 10,000 L3 Lynx multilink ADS-B units as part of a Jumpstart 2020 Program for ADS-B across light GA. Sadly NEXA was meant to be both publicly and privately funded to support these kinds of pro-
grams, but at this time is only funded via private means. Another development that is encouraging for operators is the industry partnership of rivals to pool their unique resources into a single solution. A recent example of this cooperative approach is the announcement by both Rockwell Collins and Universal Avionics to partner
on an ADS-B solution for aircraft equipped with certain of their existing products. This arrangement allows anyone with Universal Satellite-Based Augmentation System (SBAS) Flight Management Systems (FMS) to integrate with Rockwell TDR-94D Transponders. While still requiring an STC, the ground working of sharing integration, proprietary data and factory support is laid. Both the FMS and the transponder models are ADS-B ready, making this approach a winwin between providers and their users. Another aspect of these creative solutions available for mandate solutions in the market place is their aptitude for growth. If, for example, the equipment such as an FMS can provide for the new Lateral Path Vertical (LPV) approaches and provide DataLink messaging, then there is a selling advantage to the aircraft owner going forward. Often operators, in a desperate effort to keep costs to the minimum, will resolve for the short-term but set themselves up for failure later, especially when it comes to selling the aircraft.
Europe in Review
DataLink rules under Eurocontrol have yet again changed, pushing back dates to those outlined in Sidebar A (top, left). While the FAA wrestles with the potential spin-off of its Air Traffic Organization (ATO) into a public-private arrangement, it at least has singular authority across all of the 50 states and the District of Columbia. On the other hand the European Commission (Transport) and its aviation divisions, have the disparate interests of all 28 member states to grapple with. So it is no small miracle that it now has Version 1 of a SESAR Deployment Plan well underway. For those who like to peer into a murky magic mirror and ponder on the future this, at least, provides a way forward for those technologies currently being embraced.
A Deeper Look into FAA’s NextGen Wishing Well
Merging the current implementation agenda into the future, the FAA is focusing on four NextGen areas (see Sidebar C, bottom, left). Using the RTCA NextGen Implementation Working Group (NIWG) and other ad hoc work groups focusing on metrics development, ADS-B, DataComm harmonization and PBN implementation, the FAA is attempting to focus limited 74
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Aircraft Index see Page 4
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resources on critical areas of its national airspace and infrastructure. On June 3, 2015 the FAA updated Congress on the current status of NextGen. While the brief report poses the positive spin to ensure continuation of the funding stream for airspace programs, it is a useful read for those wishing to know at high level where we are today regarding NextGen. Read it here:
Finally for GA operators a review of the FAA’s NextGen website could be helpful to understand the benefits and expected national airspace impacts (www.faa.gov/nextgen).
Some GA Equipage Concerns
For aircraft brokers, buyers and sellers, the realistic equipage status of a specific
aircraft is of significant concern nowadays. Just a quick look at Table A will show you how frustrating it can be to find out exactly where an aircraft serial number stands with respect its NextGen mandate status. (Note; the term NextGen is here referring to all PBN, DataComm, ADS-B and other requirements that are either mandated or operationally required from a global
https://www.faa.gov/nextgen/media/CNO%20 Report_Final.pdf
Down in the weeds, but still under the watchful eyes of Congress and the Government Accountability Office (GAO), the FAA is also working with RTCA committees to better measure the implementation of NextGen in US airspace. Fortunately, due to Congress insistence, the interests of all stakeholders need to be monitored. This includes the very different operational characteristics of Business GA in an arena where air carrier flight track interests dominate. Metroplex areas, while centered on major hub airports, include a number of regional GA airports. NextGen implementations and particularly PBN (RNP approaches) at hub airports, are of concern with respect to unintentional impacts to secondary airport operations. The key consideration of any change to our shared airspace is “do no harm”. On a wider front and in a spirit of collaboration, the US and EU have been sharing their NextGen and SESAR programs. Focusing on interoperability, between both ground and air portions of their Air Traffic Management systems, they have developed a Memorandum of Cooperation (MOC). View this document at: http://www.sesarju.eu/sites/default/files/ documents/reports/State-of-Harmonisation.pdf
Of course the big US NextGen success story for GA is WAAS LPV, an SBAS solution that compliments ILS. Further, when operators use HUDs with EVS (EFVS), they may complete Category II equivalent straight-in approaches at thousands of runway ends. Even without EVS, operators can fly low visibility approaches into thousands of non-ILS approach runway ends. Looking much like part of an Impressionist painting, the map of US WAAS-LPV procedures, with and without ILS, is a result of an astounding achievement by the FAA and its partners. No other region of the world can offer such a wealth of low visibility procedures for appropriately approved aircraft and crews. Advertising Enquiries see Page 5
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FLIGHT DEPARTMENT T AVIONICS MANDATES
perspective). Making this situation worse are changes made to mandates, either by date or by equipage. As mentioned previously, this is a concern with DataComm in the EU. FAA’s ongoing DataComm clarification, particularly as to how equipage requirements may impact Business GA, adds uncertainty. The term equipage is in itself a generalization because it includes software needs that can change like the weather and complicate an operator’s authorization
to use installed hardware. Aging aircraft that have fallen ‘off the radar screen’ of OEM primary attention are in an even worse situation, unless you work with an MRO that has real expertise on the aircraft model of interest. As mentioned, both in this article and previous AvBuyer articles, there are great solutions being offered by MROs for legacy aircraft. However, Table A still applies as some of these creative solutions are very dependent on existing avionics that can
vary dramatically by serial number or simply because an owner upgraded differently to the norm in the past, by their own preference. To be fair to aircraft OEMs there are several quality mandate upgrades available for those aircraft considered ‘off the radar’. Shop around before major decisions are made. It is hardly surprising, therefore, that given these uncertainties and with respect to NextGen/SESAR or ICAO mandates that many operators, sellers and buyers want to hold out on upgrades. However, as demonstrated last month, installation considerations overall still favor an earlier, rather than later, implementation of upgrades. A good OEM or MRO, and there are several, will help you navigate the complexity and specifics of upgrades.
Where We’ve Come From
Most of us like to know at least a little of our genealogy because it helps us understand both our heritage and, perhaps, the complexity of who we are today. Equally, a reflection on the development of our national airspace from humble beginnings to modern day complexity helps keep the roadmap in a proper perspective. We have arrived at a complexity that is driven by economics, population, the environment, demand for efficiency and above all, a need for increased safety. Our common airspaces are under an everincreasing usage demand, while upcoming regional airspaces across other continents are playing ‘rapid catch up’. Sidebar D (left) clearly demonstrates the need for an integrated (or at least seamless) airspace across the regions of North America and Europe. The aviation industry and authorities across different oceans and borders have come a long way since Orville & Wilbur Wright. But with unmanned aircraft systems (UAS) entering the mix of airspace users in the near future, the need for NextGen/SESAR and ICAO integration is paramount. Business GA users are typically far better technologically prepared for NextGen than their air carrier counterparts, so despite the concerns addressed in this article, overall, there is room for increased optimism, as we pass the 2015 mid-year mark. T Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/businessaviation-avionics
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Aircraft Index see Page 4
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FLIGHT DEPARTMENT T COMPLETIONS & REFURBS
Carbon Fibre & The Cabin The Pros and Cons of Using a Less Traditional Material in the Cabin
Carbon fibre has been used in aircraft completions for some
time but is relatively new as decorative material in the outfitting industry, notes AMAC’s Waleed Muhiddin. What’s its potential, and why has it taken this long to catch on?
Waleed Muhiddin is VP Strat. Ops & Business Dev. at AMAC Aerospace, which is a market leader in a number of services, including Completions, Maintenance, Charter & Brokering, located at Basel EuroAirport, Switzerland. AMAC caters to every level of Aviation enquiry and/or consultancy. Contact Waleed via info@amacaerospace.com or visit www.amacaerospace.com
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O
ver the last few years a trend to incorporate visible carbon fibre textures into VIP aircraft has emerged that is comparable to the interior designs found in high-profile sports cars. In some instances, owners who like the look of the carbon fibre in sports cars have requested a similar look within their aircraft cabins. It’s a very nice material to have inside a cabin, visually, but it does take a great deal of love and care to achieve the desired finish. Decorative carbon fibre should be sourced selectively – ideally from vendors that also supply the high-end automotive industry. Samples should be closely analysed by the completions center with regard to age of the fibres, the weaves that are implemented, and batch production to ensure that
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only the newest and best materials are used in completion projects. Once the finest quality material has been selected, the application of decorative carbon fibre is comparable – although slightly different - to wood veneer application. Barely thicker than a sheet of paper, the visible carbon fibre is carefully glued onto the structural panel (typically honeycomb composite). Around 20 layers of varnish are then applied, following which the varnish is sanded to eliminate flaws (rising bubbles, speckling, cracks and/or blemishes). You should speak to your completions/refurbishment center about the application process as well as the varnish formula used, as this needs to be tailored to the characteristics of the carbon fibre Aircraft Index see Page 4
Swiss Excellence in Business Aviation
Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations.
AMAC Aerospace Switzerland AG
Henric Petri -Strasse 35 4051 Basel, Switzerland
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sheets. It took eight months of testing at AMAC to develop the best process and obtain the desired levels of quality of varnish that revealed the unique characteristic of the material. After the process has been honed by the completions center, carbon fibre can be used in a variety of places within the cabin, and we have installed it on seat surrounds, decorative flat panels, and curved full-height panels and trims. A recent ACJ319 completion utilized a high amount of decorative carbon fibre, and, to our knowledge that completions project used some of the highest quantities of decorative carbon fibre yet.
significant – thus its use is all about its aesthetic value. There is no overlooking the currently high cost of good quality carbon fibre along with the work required to perfect its finish. Unless significant gains are made in terms of the cost of the material, the
Boundless Potential?
So does this mean that the potential for carbon fibre is without limits? Essentially, yes – provided that it fulfils the necessary certification requirements. But what is so special about carbon fibre, and why is its popularity growing as a decorative material? Let’s consider some other, more traditional materials used for decorative purposes within the cabin. Metal work, a more solid material than carbon fibre, requires more time to work than the refining finish applied to carbon fibre. Leather, another traditional material, has a different nature to its worked application and can be a time-consuming material to work with, depending on the complexity of the designs for the leather finish. As such, carbon fibre is unlikely to replace any of the more traditional materials used in completions, but this material broadens the options for the aircraft owner - complementing the wood veneers, laminates and paints that are currently widely used in cabin completions. While lighter than wood veneer, the weight savings gained from carbon fibre are not 80
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Aircraft Index see Page 4
What do aircraft operators want from their interiors? Customization. Who can make most any goal and budget a reality with creative solutions? Duncan Aviation.
Lori Browning, an aircraft designer from Duncan Aviation’s Battle Creek, Michigan, location, says every business aircraft operates differently, challenging her to come up with unique solutions daily. “The key to developing the best solution is interviewing the customers to uncover their main priorities,” says Lori. “Some customers come in with exactly what they want, but after looking at the aircraft and considering its use, I usually see something they haven’t considered.” That’s the type of knowledge that only comes with nearly a decade of experience. Lori says her team can accommodate most requests, but they like as much lead time as possible to minimize the aircraft’s downtime. Duncan Aviation’s team members can order parts and complete the engineering, as well as most designs, before the aircraft inputs, making the process smoother for everyone. “Even something small, like ordering parts for new china inserts can require a few weeks, so operators are always happier in the end if they plan ahead,” says Lori. For the rest of the story visit www.DuncanAviation.aero/experience/lori.php.
+1 402.475.2611 | 800.228.4277 Experience. Unlike any other.
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likelihood of it replacing other materials is low. Nevertheless, industry experience with carbon fibres may help drive the costs down gradually. Having developed our process, we are producing applications more effectively and therefore at a lower cost than previously. The overall costs are still higher compared to traditional wood veneer, but that is directly related to the acquisition cost of the carbon fibre sheets. Ultimately, I do predict a growing demand for carbon fibre, and we are responding by developing a seat incorporating a carbon fibre shell. While the overall structure of the seat won’t change (the skeleton structure is made using aluminium), the decorative areas of the seat are always open to development, and it is this aspect of the design that we seek to exploit. The business class seats in the airline world tend to have plastic shells, but in the Business Aviation world, those details are usually more tailored.
From Brief to Cabin
When a client speaks with a designer or a design department, the brief is usually concise and very specific as to what a principle wishes to have within the cabin. We have seen completion projects for
cabins using one type of wood and cabins that use a combination of materials. But increasingly today we see clients moving toward new materials that aren’t commonly used within aircraft cabins. When a principle briefs the designer, the designer will try to approximate the levels of style and comfort desired, and that in turn is communicated to the completion center. The complex part of this process comes with transferring the design package into something known as ‘X-Ref’, a working document that identifies where bulkheads are positioned, how curved panels bring two rooms together, and details such as lamps and lighting. Approximating the level of style and ambiance inside the cabin then filters down to the type of material requested, such as carbon fibre. It is from the ‘X-Ref’ that engineers will be able to pinpoint where the carbon fibre should be applied, whether there are any curves required, and if stress lines need to be cut to accommodate seat controls and/or cabin controls. Therefore carbon fibre, as with other, more traditional materials, is truly one that can be utilized anywhere. T
“Nevertheless, industry experience with carbon fibres may help drive the costs down gradually...”
More information from www.amacaerospace.com
SELECTED COMPLETION & REFURB CENTERS Aeria Interiors
San Antonio, Texas, USA www.aeriainteriors.com
Airbus Corporate Jet Centre
Toulouse, France www.airbuscorporatejetcentre.com
AMAC Aerospace
Basel, Switzerland +41 58 310 3131 www.amacaerospace.com
Associated Air Center Dallas, Texas, USA www.associated.aero
BizJet International
Tulsa, Oklahoma, USA www.bizjet.com
Comlux America
Indianapolis, Indiana, USA www.comluxaviation.com
Dassault Aircraft Services New Castle, Delaware, USA (302) 322-7500 www.dassaultfalcon.com
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Duncan Aviation
Battle Creek, Michigan, USA (269) 968-8351 Lincoln, Nebraska, USA (402) 479-4298 www.duncanaviation.aero
Farnborough Aircraft Interiors Farnborough, UK +44 (0) 1252 377234 www.aircraftinteriors.co.uk
Flying Colours
Peterborough, Ontario, Canada www.flyingcolourscorp.com
GAMA Engineering
Surrey, UK www.gamaengineering.co.uk
GDC Technics
San Antonio, Texas, USA www.gdctechnics.com
Greenpoint Technologies Kirkland, Washington, USA www.greenpnt.com
Hillaero Modification Center Lincoln, Nebraska, USA www.hillaero.com
www.AVBUYER.com
Innotech Aviation
Montreal, Quebec, Canada www.innotechaviation.com
Jet Aviation
Basel, Switzerland www.jetaviation.com
Lufthansa Bombardier Aviation Services Berlin, Germany www.lbas.de
Lufthansa Technik
Hamburg, Germany www.lufthansa-technik.com
PATS Aircraft Systems
Georgetown, Delaware, USA www.patsaircraft.com
RUAG Aviation
Berne, Switzerland www.ruag.com
SR Technics
Zurich, Switzerland www.srtechnics.com
Aircraft Index see Page 4
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Refurbishment Choices
Making Old Airplanes Equal to New... Keeping a faithful older airplane no longer means foregoing the capabilities and touches of a newer airplane, notes
Dave Higdon. Today’s refurbishment choices are plentiful… 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
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ithin Act 2, Scene 1 of Shakespeare’s The Tempest, Antonio's exchange with Sebastian hints at the characters' opportunities to control their future – the unchangeable past being only an influence. Likewise, operators of older business aircraft can look to the recent past of BizAv equipage to embrace a future for their older aircraft. The Completions industry and the new aircraft equipment lists can serve as a guide since much of what goes into new aircraft can be retrofitted to most existing aircraft. Many operators prefer the economics of upgrading their existing aircraft, with options that deliver
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capabilities comparable – or identical – to gaining the abilities available with a newer aircraft purchase. The upgrade path offers benefits and technologies unavailable when the aircraft first flew. Options stretch from the cockpit through the cabin and, in turn, allow the operator to retain a proven airframe while providing passengers and crew new aircraft-comparable equipment and capabilities. Within the scope of this article we’ll focus on the cabin. Regardless, in many cases the upgrade will cost significantly less than replacing the aircraft to gain the same level of capability. Across size categories, upgrade options are available from Small to Large Cabin aircraft. Aircraft Index see Page 4
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Doesn’t your aircraft interior deserve the very best standard of workmanship and finish?
Here at Farnborough Aircraft Interiors we are in the business of making your aircraft interior stand out from the rest. From a full interior completion to a small repair, we are ready to support you with the very best quality work and quick turnaround. Please ask about the many services available for your aircraft.
FAI is based at our custom facility in Farnborough serving aircraft owners, MROs and OEMs.
Established in 1986 we are now recognised as a leading specialist in corporate and private interiors for both fixed wing and rotary wing aircraft. All of our work is performed to the very highest standards by our skilled team and is backed up by great customer and after-sales service. We can support our work with the below approvals, and are happy to work with any other Part 21 J & G Organisations:
EASA.21J.125 Design Approval DAOS Approval ALTG/07/03/11/309 UK.21G.2637 Manufacturing Approval UK.145.01308 Maintenance Approval Tel: +44 (0) 1252 377234 Email: sales@aircraftinteriors.co.uk Web: www.aircraftinteriors.co.uk
Advertising Enquiries see Page 5
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Cabin Fever...
Technology that allows busy workers and executives to maintain office-like connections to the world increasingly pervades new aircraft cabins. They provide a new range of options for retrofitting and upgrading existing aircraft. Consider this: Gulfstream's new Satcom Direct Router (SDR) is available on new G450 and G550 aircraft, but is also available as a retrofit system on the same airframes. Passengers can download an app on their smartphones to access Satcom’s GlobalVT service. And there's more in store: Gulfstream plans similar FAA STCs to add this cabin upgrade to its G650, G650ER, GV and GIV aircraft. Yet this capability isn't merely a Gulfstream option. A number of similar options that are not OEM-specific or OEM-originated exist for other aircraft makes and models all the way down to piston singles. BendixKing's AeroWave SB100, for example, is a lightweight, Ka-Band system sized for everything from piston aircraft through Small-Medium jets and most turboprop airframes in between.
“The finance folks can help sort out the better approach – as long as they make an applesto-apples assessment.”
The Inside Job
The furnishings of a well-used aerial office signal the age and mileage of a business aircraft the instant you step into the cabin. Adding or upgrading office hardware aboard the aircraft 86
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often involves removing and replacing furnishings in order to remove and install wiring and systems for the new hardware. Such times, say refurb shops, are ideal to give the furnishing and finishings their own makeover. The degree to which an operator pursues this upgrade varies widely. Some opt for incremental work, replacing and restoring bright work, carpeting and headliners for minimal-costs. Others go further, sometimes as far as a complete cabin makeover including seats, foam, upholstery, lights, metalworks, sidewalls and headliners. New galleys and, of course, lavatories can all become part of the process. The finance folks can help sort out the better approach – as long as they make an apples-toapples assessment with cabin touches, matching what a different aircraft provides.
Maintaining Transparency...
One often-overlooked improvement is the cabin window. Years of exposure – to sun, de-icing fluids and atmospheric pollution can render these ‘transparencies’ somewhat short of transparent. New technologies in aircraft transparencies offer new functionality, including electronically dimmed windows and different types of shades. Of course, a straight replacement with new versions of the originals may be all that's desired or approved. It's essentially a decision with both Aircraft Index see Page 4
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economic and comfort components attached. Ditto for modernizing the curb appeal of older business-turbine aircraft with new external paint: such a project takes time and may be best done when the aircraft is already scheduled to be in the shop for other maintenance needs.
Comfort Zone
Among latest and most-popular of options available to older aircraft is in-flight entertainment. The general capabilities include the ability for passengers to use their personal smartphones to make calls, surf the Internet and exchange email and files from, and to, virtually anywhere in the world with a connection. Many avionics-and-airframe STCs exist to carry forward the digital revolution to many other analog and early digital-era aircraft, including inflight office capabilities, in-flight entertainment and global Internet access - thanks to satellite systems orbiting in the same space as GPS satellites. Alternatively, an operator can opt for ways to bring a little R&R to the main cabin. Whether Bombardier or Gulfstream, Citation or Learjet, Embraer, Falcon or Hawker, systems exist that allows passengers to watch live television or listen to music – both streamed from a satellite connection or via DVD, CD or a personal media player. Advertising Enquiries see Page 5
The Bottom Line…
“So what is needed to help fulfill your professional pursuits in-flight, or help you unwind en route home?”
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So what is needed to help fulfill your professional pursuits in-flight, or help you unwind en route home? How much new utility would an upgraded cabin add? How much maintenance money and time would be saved? Sorting out the financial aspects should run parallel with deciding what's needed – and how to accomplish the desired upgrades. Keeping that still-relevant aircraft no longer means going without today's modern touches and capabilities. It does mean deciding what's needed, how to finance the changes, and when to schedule the work. And remember to plan alternative lift while the work’s being done to help staff stay mobile and efficient. T Are you looking for more articles on Refurbishment? Visit www.avbuyer.com/articles/category/business-aircraftrefurbishment
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Is Bigger Better?
What Size Company is the Best Employer for You? Reflecting on his past, Pete Agur suggests that not everyone fits well in a large organization. But how can you know? Peter Agur is Chairman & Founder of VanAllen - a leading Business Aviation consultancy firm. He is a member of the Flight Safety Foundation’s Advisory Committee, NBAA’s Safety Committee and NBAA’s CAM Committee (emeritus). Contact him via pagur@vanallen.com.
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fter two years of studying aerospace engineering at the University of Colorado, I was asked by my father to join him for breakfast. The theme of his coffee talk: his tuition money and my grades were a mismatch. Being ripe for the draft (it was 1967), I immediately began my search for an employer. I did not want to slog through rice paddies. I wanted a flying job. The Navy (Dad’s alma mater), Air Force and Marines each asked if I had a four-year degree. The Army asked if I could turn my head and cough. I became an Army Aviator. During my year in Viet Nam, I learned one of
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the most important life lessons – that I am best suited for small organizations. After three months as a Peter Pilot, I became an Aircraft Commander. I earned a reputation as a competent Huey driver, but I had a hard time taking idiotic orders, as defined by me. The last straw came when a First Lieutenant required enlisted flight crews to also do guard duty to improve his ability to sleep at night. That meant my crew would get little, if any, rest prior to reporting for a full day of flying. I could not get the offending officer to change his mind. I did the next most logical thing: I joined my crew on the perimeter. The next morning, as we all prepared to launch Aircraft Index see Page 4
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for the day’s missions, I noticed an unusual sight. Our flight physician was walking down the flight line stopping by each ship for a moment or two. We were about to crank our engine when he stepped up on the skid toe next to my window and asked me to take off my helmet. He looked into my eyes. With a twinkle in his, he asked how much sleep I had last night. I said, “Enough”. He smiled as he replied, “Wrong answer. You’re grounded for fatigue.” The ripple effect of not having enough pilots for the day’s missions went straight to my favorite First Louie. I had not expected this. Being a big organization guy, the Doc did.
Bigness Prevails
That was not the end of the saga. Within a few weeks, our unit was tapped for two crews to be assigned to a black ops mission, Volunteers Only. Somehow I got “volunteered”. The mission was flown by the Air Force (except for the two Army Hueys). We carried our passengers, a team of two Special Forces guys and four mercenaries, into the heart of Indian country. These six snake-eaters were dropped near routes used for taking our POWs north to Hanoi and into areas suspected to contain concentrations of bad guys. Their mission was to gather intelligence and, when the opportunity presented itself, recover a POW or kidnap a high-ranking enemy officer. These teams were committed! They rarely came out prematurely. It was only after they ran out of food or had been compromised. Extractions could be very exciting. Flying with these close-knit folks clarified that life lesson: I am especially well-suited for small, entrepreneurial organizations. Of course once you learn a life lesson, it helps to heed it. After getting out of the Army and finishing college, I set out to find my niche within the aviation world. I was fortunate to land at Beech Aircraft – the original Beech chaired by Mrs. Beech. There were 12,000 employees with only 73 of us insured to fly all those wonderful airplanes. My responsibilities were simple: take a new airplane, a fuel card and go make customers happy. For me, it was a dream job. But, after a few years, the luster was lost when I realized Wichita could not move quickly enough to meet the changing and diverse needs of customers. I was young, and I was on the front lines. Of course, I knew the questions and all the answers. Even though my boss was sympathetic, I was politely asked to just do my job. Maybe I was just ahead of my time. I hear people complain about today’s Millennials not wanting to wait for their turn to lead. It seems their outcry is, “Patience, my foot. I want to fix something!” Not being a quick learner, after leaving Beech for green pastures, I suffered through big corporate America (and Japan, and Germany) for a total of Advertising Enquiries see Page 5
“ The talent supply is not keeping up with the industry’s needs. The result is that career-seekers can be, and should be, picky.”
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13 years before I experienced my second highquality/high-functioning small team. That was 30 years ago. I’ve never been professionally happier.
Moral
The vast majority of aviation professionals get into the industry because they love aircraft. Their hearts are into flying or fixing these things that defy gravity. From the 1960s until now there has often been a waiting list for the truly great jobs. That meant you took the jobs you could get, and you made the most of them. The tide is turning. The Boomers are finally vacating all those choice seats they have held onto with a near-death grip. The talent supply is not keeping up with the industry’s needs. The result is that career-seekers can be, and should be, picky. When you are looking at your options, stick with where you fit (big or small organizations) and you’ll be more likely to love what you do, and be where you can do it. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/
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Creating a Flight Department (Part 3)
Garnering Support from Decision Makers and Stakeholders Leveraging statements of Vision, Mission and Guiding Principles described previously by Fred Haap and Jack Olcott, the person tasked with formulating a Flight Department should structure a business unit that serves the overall enterprise. Fred Haap is an ISBAO accredited auditor and past Chairman of NBAA. During his distinguished career in aviation, Mr. Haap also spent nearly 30 years as a corporate aviation department manager & pilot, logging more than 13,000 flight hours in a variety of aircraft. Contact him via fhaap3@aol.com
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usiness Aviation has matured since days long past when the CEO snapped his fingers and like magic a business aircraft appeared. Perhaps establishing a flight activity was never quite that simple, but there was a time when one or two key influencers would decide if the firm would use a business aircraft. Now this form of air transportation is subject to far more scrutiny, especially from senior management and divisional heads likely to share in the allocation of costs for operating the Flight Department. Thus it is essential to present a
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business plan and Flight Department structure that garners broad support. As emphasized in the preceding articles of this series, the person responsible for creating a Flight Department should prepare a comprehensive Business Plan that leaves no doubt that use of a business aircraft serves stakeholders and will be well-implemented. The most efficient and ultimately effective tool for conveying that message is the Plan’s statement of Vision and Mission, which should have been generated from discussion and consultation with the individuals likely to benefit from the Aircraft Index see Page 4
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Best Global Express Value ■ Fourteen passenger interior with aft private conference area and forward crew rest ■ Forward and Aft Lavatories – Forward full service galley with espresso maker, microwave and high temp oven ■ Enrolled in engine, APU and airframe programs ■ Batch 3 avionics upgrades including ADS-B allowing for worldwide operations
EMB-135LR and EMB-145EP ■ EMB-135LR – 16 seats / EMB-145EP – 50 seats ■ EMB-135 enrolled in all programs for airframe and engines ■ Fresh heavy inspections and landing gear overhaul by Embraer
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firm’s use of the aircraft. Such discussions enable the Plan’s author to build support for Business Aviation within the enterprise. The greater the participation from heads of company business units in the formulation of a Flight Department governing documents, the broader will be the understanding of what the Flight Department can do for the firm and its stakeholders.
WHO’S AVIATION WISHES WILL BE PRIORITIZED?
Support through Structure
Business Aviation has matured sufficiently to offer a variety of delivery systems ranging from full ownership of a business aircraft to occasional charter. Aircraft can be purchased, leased, coowned with another, or shared. Fractional ownership, a popular form of Business Aviation, is simply shared ownership allowable under the provisions of Federal Aviation Regulation 91.501 coupled with operational support provided by an aviation management company. Charter can be purchased by the mile or flight hour as required, or arrangements can be made to acquire a specific number of flight hours during a calendar year, thereby assuring aircraft availability. A Flight Department can be structured to incorporate one or more of these delivery systems, depending on needs to be satisfied. Thus it is possible to serve the diverse requirements and expectations of stakeholders, provided those needs are identified and the Business Plan presents a Flight Department structure that is credible and cost-effective. Such an approach, shaped by the Department’s Vision, Mission and Governing Principles, builds support throughout the enterprise. The broad array of options and the likelihood that the Flight Department could deliver such a menu of capabilities must be communicated to stakeholders, however. Never assume that the benefits of Business Aviation are obvious to the uninitiated. Consider the following scenario: From interviews with decision makers and stakeholders (those most likely to use Business Aviation), the predominant need for a business aircraft is meeting with current and potential customers situated within 500 miles from company headquarters, many in remote locations. Additionally, management and division heads want to travel efficiently between the firm’s various manufacturing locations. Yet the CEO sees great opportunity for expansion overseas in Africa and possibly China. Should the Flight Department be structured to serve the CEO’s need for flights across 10 time zones non-stop, knowing that a business aircraft capable of such international flights is not the best choice for the shorter flights that represent the bulk of demand? Meeting only the CEO’s wishes is no way to 92
AVBUYER MAGAZINE – August 2015
build support for Business Aviation throughout the company. Nor is it the best way to deal with shareholders demanding the best balance between opportunity and quarterly profits. Support for the flight department can be broad by structuring a department that operates the aircraft most capable of fulfilling the majority of travel needs and chartering a long-range business jet for the limited times when special capability is required. Business today—prompted somewhat by employees’ use of social media, a probing press and activist shareholders—no longer operates in a vacuum. For Business Aviation to gain traction within an enterprise, there must be support for this unique form of transportation. A compelling Flight Department Business Plan is the key to developing that support. www.AVBUYER.com
Aircraft Index see Page 4
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FLIGHT DEPARTMENT T MANAGEMENT
Dealing with Details
To use a business aircraft safely and efficiently requires specific knowledge of what is available as well as a modicum of experience with Business Aviation. Furthermore, preparing a compelling Flight Department Business Plan is in itself challenging. Thus it is not uncommon for an enterprise considering Business Aviation to either hire someone who has strong and relevant credentials to develop the Business Plan or engage one of the several competent consulting firms with a track record of Flight Department development. Even firms with Business Aviation experience often turn to outside experts when restructuring an established Flight Department to acquire and operate a new model of business jet. For example, when transitioning from a turboprop to a business jet offered by the same manufacturer, a Fortune 100 company with more than a dozen years of Business Aviation experience prepared a strong case for restructuring its Flight Department for jet operations and hired a seasoned aviation specialist with jet experience to provide assistance. The individual, company or enterprise consid-
ering Business Aviation has a wealth of options that can be identified in the Business Plan and managed by the Flight Department. Designing insightful and compelling statements of Vision, Mission and Governing Principles through direct involvement with decision makers and stakeholders, and using that process to gain support for Business Aviation, you have the foundation on which a Flight Department can be formed. You can offer a structure that blends the best of each aspect of Business Aviation, thereby expanding the breadth of support. Next month we’ll add additional specifics to complete your Business Plan and launch a successful Flight Department. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flightdepartment-management/
“ The individual, company or enterprise considering Business Aviation has a wealth of options...”
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Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations. AMAC Aerospace Switzerland AG Henric Petri -Strasse 35 4051 Basel, Switzerland
94
AVBUYER MAGAZINE – August 2015
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Telephone + 41 58 310 31 31 info@amacaerospace.com www.amacaerospace.com
Aircraft Index see Page 4
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Safety1August15.qxp_Finance21/07/201511:09Page1
FLIGHT DEPARTMENT T SAFETY
The Effects of Poor CRM How will you manage your Flight Department?
Don’t let Crew Resource Management violations manifest within your flight department, warns Mario Pierobon. Be proactive; nip them in the bud before an incident occurs that everybody regrets. 96
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www.AVBUYER.com
Aircraft Index see Page 4
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n February 2010, a Czech-registered Citation Bravo departed Prague international airport on a night-time IFR flight to Karlstad airport, Sweden. While the airplane was climbing to cruising altitude, the copilot asked the captain if she had ever flown a roll at night. The conversation developed. Reaching FL260 the co-pilot rolled 30° to the left and immediately 20° to the right, following which ATC gave clearance to climb from FL260 to FL330. At FL270, the captain asked the co-pilot if their altitude was high enough to perform a roll. The copilot confirmed that the altitude was sufficient. Five seconds later with the nose pitched up to 14° a roll to the right was initiated. Within four seconds the airplane was flying upside down. It rolled a further 90° in the next four seconds, and as it did so, the heading changed. The nose dropped in an almost vertical dive of -85°. The computed airspeed increased from 240 knots at the initiation of the roll to 380 knots during the descent. The flight crew lost control of the airplane and it crashed in a forest below.
I
Poor CRM
As part of the investigation, the German aircraft accident investigation body (BFU) stated that the pilots were not trained in aerobatics, nor was the airplane designed or approved for aerobatics. Contributing to the loss of control was the fact that night-time conditions caused a lack of visual references outside the airplane. Most importantly the BFU concluded that the personal relationship between the two pilots led to a lack of professional behaviour on the flight-deck. The behaviour of the crew on-board the crashed Citation Bravo was very poor from a Crew Resource Management (CRM) perspective, a discipline that the crew members should have been familiar with.
The Dirty Dozen
So how can a Flight Department identify and eliminate poor Crew Resource Management within their own cockpits? One of the most popular ways to perform CRM and Human Factors (HF) training is via the so called ‘dirty dozen’, a list of HF precursors that can lead to accidents or incidents, as originally developed by Gordon Dupont in 1993 when working for Transport Canada: 1. Lack of communication; 2. Complacency; 3. Lack of knowledge; 4. Distraction; 5. Lack of teamwork; 6. Fatigue; 7. Lack of resources; 8. Pressure; 9. Lack of assertiveness; 10. Stress; 11. Lack of awareness; 12. Norms. Advertising Enquiries see Page 5
With regard to the Citation Bravo accident it’s possible to identify how several of the items played their part in the occurrence (although the protagonists of this event were most certainly aware of them). First was a lack of teamwork: the captain was weak in her leadership function and the co-pilot, who should have been a follower, overstepped the boundaries of his function as second-in-command. The captain exhibited a lack of assertiveness. Perhaps she knew that a roll with a business jet was just not right, but allowed her standards to be compromised by the attitude of the co-pilot. Additionally, workplace norms were such that highrisk attitudes such as that of the co-pilot were not effectively captured and dealt with.
IS-BAO & CRM
Global standards govern the delivery of training on, and application of, CRM. The International Standard for Business Aircraft Operations (IS-BAO), based upon the International Civil Aviation Organization (ICAO) Annex 6 Part 2 (international General Aviation), requires crew members to be trained in, understand and apply CRM. IS-BAO further recommends that schedulers, dispatchers, maintenance personnel and others connected with the operation receive HF training, and that recurrent CRM and HF training should be provided at least every 24 months. One of the benefits of HF and CRM training is the opportunity for an organization capitalizing on the content to improve communication and better appreciate human (and team) performance limitations. Walking the talk of CRM and HF training has proven to enhance workplace and safety performance of both commercial and noncommercial operators. Indeed, with the advent of Safety Management Systems (SMS), there’s an opportunity for the thoughtful and proactive organization to earn significantly from a by-product of CRM and HF training. The awareness of HF is an important precondition for the development of an SMS, which heavily relies on individuals being supported, and not penalized, for filing air safety reports. These allow aviation organizations to better manage their safety performance, based on the risk-levels of identified issues. An operation-wide appreciation of human and organizational performance limitations works as an enabler of effective reporting, and thus improved safety performance. This goes beyond the traditional effectiveness of CRM and HF training in preventing accidents, and enters more subtly into the domain of promoting inherently safe working practices. The cockpit should be a professional environment with no room given for CRM or HF violations. Capitalize on the tools and training available today to prevent violations from springing up within your flight department, to the detriment of everybody... T www.AVBUYER.com
“ ...the co-pilot, who should have been a follower, overstepped the boundaries of his function as second-incommand.”
Mario Pierobon works as a Safety Management Consultant and Content Producer. He is currently involved in a major airside safety research project at Cranfield University in the UK. Contact him via marioprbn@gmail.com
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FLIGHT DEPARTMENT T MAINTENANCE
Understanding Spare Parts Support
The A-Z Process of Parts Procurement Trading aircraft parts is a trader’s business, notes Gamit’s Nadeem Muhiddin. Working with someone who understands the market and knows the value of parts is essential. Nadeem Muhiddin is the General Manager at Gamit, which specializes in Aviation Asset Management. Specifically, Gamit is an industry leader in aircraft and engine auditing and comprehensive technical management. Contact Nadeem via n.muhiddin@gamit.co.uk or visit www.gamit.co.uk
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he price for a part can fluctuate on an almost weekly basis, based simply on supply and demand. For example a Hydro Mechanical Unit (HMU) in 2010 may have been worth up to $200,000 whereas in today’s market pricing for that part has dropped to circa $80,000. It pays to work with a management company that has its finger on the pulse. Another factor at play is the timing of a parts delivery. If an aircraft is in the shop for scheduled maintenance, then a standard 3-4 day lead-time to receive a part is acceptable. However if the aircraft is AOG, the need for a part becomes far more urgent, and more effort is required to source the part to be delivered to the aircraft.
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AVBUYER MAGAZINE – August 2015
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Gamit was recently called to support an Airbus ACJ319. The aircraft was in Rome on the Saturday, due to depart on Sunday. An AOG call was received on Saturday at 4pm for a replacement windshield, including adhesives. That was a big ask: for starters, only limited personnel are available on a Sunday in Rome; the adhesives are considered hazardous material requiring special handling; and finally, the windshield would need to be crated in a wood palletised box due to its size and weight. After much organization, the deadline was met: the parts were sourced from four different vendors, shipped on a dedicated flight and trucked directly to the aircraft. Aircraft Index see Page 4
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As you can imagine, this was all highly timeintensive, none of which could be handled by a regular courier service. It’s almost impossible for any single parts stockist company to hold inventory of every component for all aircraft types due to the volume of part numbers there are for each aircraft type. Thus, you are well advised to work with a management company that is plugged into a global supply chain network.
Transaction Types
There are a number of transaction types available where aircraft parts are concerned. Due to the high value of component parts, they retain a certain worth (even when unserviceable) and are not thrown away when they break. The typical industry transaction types are as below. • Outright sale: This is a clear, black and white outright sale. • Flat rate exchange: For a fixed-price the client will receive a serviceable part and send their unserviceable part back to the vendor. This is typically a more expensive but low-risk strategy because the client knows at the beginning what the costs are. [There have been cases of over and above charges for some solutions. Suppliers may include a standard repair in the flat-rate cost with any other internal damage/work required incurring additional charges.] • Exchange fee & cost of repair: In this scenario the client typically pays between 8-15% of fair market value for the exchange fee on the first invoice. The unserviceable part is then returned to the vendor who will send it for repair or overhaul. That shop visit cost is passed on to the client as a second invoice, thus representing a higher risk to the operator as the cost is variable, although the cost is typically cheaper than flat rate (above). • Loan: If the option is available, a component can be supplied on a loan basis to be installed to the aircraft while the defective component is shipped to the workshop for repair. This can be costly as the loan component is charged at a daily rate (1%); plus the cost to repair the defective unit, to change the component out (twice), and test and re-certificate the loan unit once returned. On the plus-side, the client retains their component for the long-term. • Repair: Remove the part from the aircraft and send to the repair shop for rectification and recertification. If the aircraft is in maintenance for a long period, it is possible to remove the component from the aircraft after establishing the component is defective, send for rectification and recertification, then ship back to be refitted all while the aircraft is in the hangar.
has a thorough knowledge of the parts industry, along with your specific need.
Certification
As with all aircraft maintenance, rotable and lifelimited components are no different - certification is essential! Without the component certificate, an engineer is not legally permitted to fit the part in the airplane. Gamit has a strict ‘Quality’ mentality to ensure only the highest standards are met. Thus procurement is only done through an approved vendor network. All vendors should be vetted to ensure they can fulfil the supply agreement, that they are selling accurately, and that they are financially sound. It has been known for companies to go into
With the available possibilities, operators are wise to discuss their options with somebody who Advertising Enquiries see Page 5
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FLIGHT DEPARTMENT T MAINTENANCE
administration mid-transactions, for parts to arrive with inadequate paperwork, or for parts simply not to arrive. Vendor performance must be tracked in terms of delivery times, speed of response to price requests, and price trending, among other areas. Ideally your selected management company would work with vendors to continuously improve customer satisfaction.
Shipping
Logistics plays an important role in spare parts support. There’s no use in locating the best part available at a price that’s half that offered by all other vendors but being unable to receive it within the required time frame. Procurement will often come from outside of the continent where the aircraft is based, meaning shipping consistently plays an important part in the deal. While the large majority of freight is done via air transportation, other issues are important to factoring the required timing of a part delivery – for example, within Europe road transport links are also good. Furthermore, each country has its own protocols in terms of information required for goods to clear customs. In our experience some countries are very easy to trade in and out of, while others are exceptionally difficult - potentially resulting in lengthy delays. Hazardous goods will typically add fees because the staff handling the goods must be correctly trained – and not all flights are permitted to carry hazardous goods on board. Thus it is essential to plan accordingly, working with somebody who has a thorough knowledge of the nuances of shipping globally.
Handling “Fail on Fit”
Due to the age and complexity of component parts there are occasional instances when the serviceable component fails on installation, or within the warranty period. Are you sufficiently experienced in handling suppliers and repair stations to ensure that any faulty components (when the fault is confirmed under the manufacturer’s test procedures) are repaired with no additional costs incurred? It is, of course, preferable to minimize the chance of encountering premature failure of a part. Gamit’s QA approved suppliers policy – for example – ensures parts are sourced from OEMapproved, FAA/EASA certified repair stations, thereby reducing that risk.
Aging Aircraft Parts Requirements
cycles, meaning that their MTBF is reduced. In some circumstances, OEMs either no longer manufacture or are unable to support the component parts due to obsolescence. That situation reduces the number of available units in the marketplace, makes the repair of defective components difficult, increases costs, and is time consuming. As with the other aspects of parts supply that we’ve covered, availability of aging components should be firmly managed to minimize the expense and disruption to your flight operations. Expertise is readily available to help you navigate this complex area of the market should you choose to source it. T Are you looking for more articles on Maintenance? Visit www.avbuyer.com/articles/category/business-aviationmaintenance/
“Thus it is essential to plan accordingly, working with somebody who has a thorough knowledge...”
With today’s economic climate whereby older generation aircraft are remaining in operational service longer, additional hurdles are experienced with spares supply. Parts that are available in the market have accumulated a high number of hours and 100
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www.AVBUYER.com
Aircraft Index see Page 4
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FLIGHT DEPARTMENT T 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…
W
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 102
AVBUYER MAGAZINE – August 2015
model years from 1996 through Summer 2015 (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 King Air B200GT reported in the Summer 2015 edition of the Bluebook shows US$3.1m for a 2010 model, US$2.9m 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 106 of this issue. www.AVBUYER.com
Aircraft Index see Page 4
JeteffectInventoryAugust.qxp21/07/201512:03Page1
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Year
Model
Serial No.
1998
Astra SPX
91
1991
Challenger 601-3A/ER
5086
2000
Challenger 604
5431
2008
Challenger 605
5754
2008
Citation CJ3
525B-0263
1998
Citation Bravo
550-0858
2002
Citation X
750-0178
1999
Falcon 900B
174
1987
Gulfstream GIV
1008
1987
Gulfstream GIV
1021
1999
Gulfstream GV
576
2006
Hawker 850XP
258787
2005
Learjet 40XR
45-2028
2000
Learjet 45
079
2005
Learjet 45XR
282
2009
Learjet 45XR
385
2001
Learjet 60
229
2007
Learjet 60XR
320
2011
Phenom 100
50000223
2015
Phenom 300
505-TBD
2010
Bell 427
56080
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FLIGHT DEPARTMENT T RETAIL PRICE GUIDE
Turboprops Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL
2015 US$M
2014 US$M
2013 US$M
2012 US$M
2011 US$M
6.0
5.0
4.7
4.4
2010 US$M
2009 US$M
2008 US$M
2007 US$M
2006 US$M
BEECH KING AIRS KING AIR 350I
7.445
4.0
KING AIR 350 KING AIR 250
3.6 6.1
5.0
4.0
KING AIR B200
3.8
3.6
3.4
3.3
KING AIR B200GT KING AIR C90GTX
3.892
3.2
2.5
2.3
3.3
3.1
2.2
2.1
KING AIR C90GTI
3.4
3.3
3.2
2.6
2.5
1.7
1.6
1.375
1.3
1.35
1.3
1,325
1,275
1,225
2.3
2.2
2.6
2.5
2.4
1.250
1.150
1.1
2.2
1.9
1.8
2.9
2.7
2.0
1.9
KING AIR C90GT KING AIR C90B KING AIR C90SE
CESSNA CARAVANS 208 GR. CAR- EX
2.479
2.4
2.3
208 GR. CAR-675/G1000
2.162
2.1
2.050
1.925
1.775
1.675
1.575
208B GR. CAR 208B SUP. C/MASTER EX
1.475 1.425
2.48
2.3
2.0
208B SUP. C/MASTER/G1000
1.850
1.750
1.650
1.550
1.450
1.825
1.725
1.625
1.525
1.425
208B SUP. C/MASTER
1.4
208 CAR-675/G1000
2.0
208 CAR-675 208 CAR PIAGGIO AVANTI - P180
7.195
6.0
5.0
4.5
3.7
3.4
3.0
2.4
PILATUS PC-12/47E NG
4.712
4.3
4.0
3.7
3.5
3.3
3.1
2.8
PILATUS PC-12/47 PILATUS PC-12/45 PIPER MERIDIAN-PA46-500TP
2.220
1.850
1.750
1.650
1.550
1.450
1.350
QUEST KODIAK-100
2.017
1.7
1.5
1.350
1.225
1.150
1.0
SOCATA TBM 900
3.798
3.400 2.9
2.7
2.5
2.4
2.3
SOCATA TBM 850 SOCATA TBM 700C2/EFIS
1.675
SOCATA TBM 700B/EFIS SOCATA TBM 700/EFIS SOCATA TBM 700
AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM
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Aircraft Index see Page 4
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RETAIL PRICE GUIDE T FLIGHT DEPARTMENT
What your money buys today
SUMMER 2015 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$M
1996 US$M
YEAR OF MANUFACTURE $ MODEL BEECH KING AIRS KING AIR 350I
3.1
3.0
2.7
2.6
2.5
2.4
2.3
2.2
2.1
2.0
KING AIR 350
2.4
2.3
2.2
2.1
2.0
1.9
1.8
1.7
1.6
1.5
KING AIR B200
KING AIR 250
KING AIR B200GT KING AIR C90GTX KING AIR C90GTI KING AIR C90GT 1.550
1.500
1.450
1.4
1.350
1.3
1.250
1.2
1.150
1.1
0.9
0.850
0.825
0.8
0.775
KING AIR C90B KING AIR C90SE
CESSNA CARAVANS 208 GR. CAR- EX 208 GR. CAR-675/G1000 1.175
1.125
1.1
1.050
1.0
0.950
0.925
0.900
0.875
0.850
208B GR.CAR 208B SUP. C/MASTER EX 208B SUP. C/MASTER/G1000
1.25
1.2
1.150
1.1
1.050
1.125
1.1
1.050
1.0
0.950
1.0
0.950
0.925
0.900
0.875
208B SUP. C/MASTER 208 CAR-675/G1000 208 CAR-675
0.900 2.125
2.050
1.975
1.900
1.825
0.875
1.750
0.850
0.825
1.675
1.6
0.800
208 CAR PIAGGIO AVANTI - P180 PILATUS PC-12/47E NG PILATUS PC-12/47
2.3
2.2
2.1
2.0
1.9
1.0
0.925
0.850
0.775
0.700
1.8
1.7
1.6
1.5
1.4
PILATUS PC-12/45 PIPER MERIDIAN-PA46-500TP QUEST KODIAK-100 SOCATA TBM 900 SOCATA TBM 850
1.625
1.575
1.525
SOCATA TBM 700C2/EFIS 1.475
1.425
1.375
1.325
SOCATA TBM 700B/EFIS 1.275
1.225
SOCATA TBM 700/EFIS 1.2
SOCATA TBM 700
AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 5
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FLIGHT DEPARTMENT T SPECIFICATIONS
Aircraft Performance & Specifications Turboprops
T
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 Ultra-Long-Range & Large 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. Tel: +44 (0) 20 8391 6770; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com
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
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 - Seats Full is the maximum IFR range of the aircraft with all 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
•
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. continued on page 108
106
AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
BoutsenAugust.qxp_Layout121/07/201512:05Page1
AircraftPer&SpecAug15.qxp_PerfspecDecember0622/07/201511:51Page1
BEE CHC RAF T KI NG AIR 250
TURBOPROPS
BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 GT BEE 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 NEX TAN T AE ROS PAC E G9 0XT BEE CHC RAF T KI NG AIR B20 0
FLIGHT DEPARTMENT T SPECIFICATIONS
$1,067.57
$1,220.43
$1,205.02
$1,191.95
$1,097.37
$866.42
$1,328.75
$1,464.46
CABIN HEIGHT FT.
4.8
4.8
4.8
4.8
4.8
4.8
4.8
4.8
CABIN WIDTH FT.
4.5
4.5
4.5
4.5
4.5
4.5
4.5
4.5
CABIN LENGTH FT.
12.4
12.4
12.4
12.4
12.4
12.4
16.7
16.7
CABIN VOLUME CU.FT.
218
218
218
218
218
218
303
303
DOOR HEIGHT FT.
4.3
4.3
4.3
4.3
4.3
4.3
4.3
4.3
DOOR WIDTH FT.
2.25
2.25
2.25
2.25
2.25
2.25
2.25
2.23
BAGGAGE VOL. INT. CU.FT.
48
48
48
48
48
54
54
55
BAGGAGE VOL. EXT. CU.FT.
-
-
-
-
-
-
-
-
CREW #
2
2
2
2
2
2
2
2
SEATS - EXECUTIVE #
5
5
5
5
5
5
6
7
MTOW LBS
10100
10100
10100
10485
10100
10500
12500
12500
MLW LBS
9600
9600
9600
9700
9600
9700
12500
12500
B.O.W. W/CREW LBS
7210
7200
7200
7235
6625
7235
8820
8780
USEABLE FUEL LBS
2573
2573
2573
2573
2573
2573
3645
3645
PAYLOAD WITH FULL FUEL LBS
377
387
387
737
902
752
125
165
MAX. PAYLOAD LBS
2950
2306
2306
2143
3205
2143
2180
2220
RANGE - SEATS FULL N.M.
640
-
-
903
640
-
920
636
MAX. RANGE N.M.
940
981
981
1152
940
-
1580
1575
BALANCED FIELD LENGTH FT.
4519
4519
4519
3888
4519
-
5300
3925
LANDING DIST. (FACTORED) FT.
3692
4007
4007
4002
3692
-
4417
4625
R.O.C. - ALL ENGINES FT PER MIN
2010
1953
1953
1953
2000
-
2448
2437
R.O.C. - ONE ENGINE OUT FT PER MIN
495
474
474
474
554
-
745
682
MAX. CRUISE SPEED KTAS
250
270
270
274
250
-
290
310
NORMAL CRUISE SPEED KTAS
234
-
-
274
234
-
283
301
L/RANGE CRUISE SPEED KTAS
195
206
206
204
195
-
226
232
2
2
2
2
2
2
2
2
PT6A-21
PT6A-135A
PT6A-135A
PT6A-135A
PT6A-21
H80
PT6A-42
PT6A-52
VARIABLE COST PER HOUR $
ENGINES # ENGINE MODEL
108
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Aircraft Index see Page 4
AradianMay.qxp22/04/201515:01Page1
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
www.aradian.com UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com Also in: South America, South Africa, Russia, Spain, Germany, India & UAE
AircraftPer&SpecAug15.qxp_PerfspecDecember0622/07/201511:51Page2
CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GR AND CAR AVA N EX DAH ERSOC ATA TBM 700 C2
BEE CHC RAF T KI NG AIR 350 iER CES SNA 208 CAR AVA N
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
FLIGHT DEPARTMENT T SPECIFICATIONS
$1,476.52
$1,496.94
$1,472.80
$1,489.17
$622.61
$630.17
$678.06
$758.12
CABIN HEIGHT FT.
4.8
4.8
4.8
4.8
4.5
4.5
4.5
4.1
CABIN WIDTH FT.
4.5
4.5
4.5
4.5
5.3
5.3
5.3
4
CABIN LENGTH FT.
19.2
19.2
19.2
19.5
12.75
16.75
16.75
10
CABIN VOLUME CU.FT.
344
344
344
344
271
352
352
143
DOOR HEIGHT FT.
4.3
4.3
4.3
4.3
4.2
4.2
4.2
3.9
DOOR WIDTH FT.
2.25
2.25
2.25
2.23
4.08
4.08
4.08
3.5
BAGGAGE VOL. INT. CU.FT.
56
56
56
55
32
32
32
30
BAGGAGE VOL. EXT. CU.FT.
16
16
16
-
-
-
-
5.9
CREW #
2
2
2
2
1
1
1
1
SEATS - EXECUTIVE #
8
8
8
8
9
9
9
5
MTOW LBS
15000
16500
15000
16500
8000
8750
8807
7394
MLW LBS
15000
15675
15000
15675
7800
8500
8500
7024
B.O.W. W/CREW LBS
9885
10400
10000
10585
4940
5270
5305
4889
USEABLE FUEL LBS
3611
5192
3611
5192
2224
2224
2247
1887
PAYLOAD WITH FULL FUEL LBS
1604
1008
1489
823
871
1291
1290
654
MAX. PAYLOAD LBS
2615
2600
2500
2415
2860
3230
3195
1143
RANGE - SEATS FULL N.M.
1440
1878
1440
1635
325
529
494
1000
MAX. RANGE N.M.
1550
2311
1550
2365
835
789
739
1200
BALANCED FIELD LENGTH FT.
3300
5105
3300
5105
2055
2420
2742
3100
LANDING DIST. (FACTORED) FT.
4140
4760
4143
4770
2508
2625
2800
3750
R.O.C. - ALL ENGINES FT PER MIN
2700
2400
2700
2400
1234
975
1331
1570
R.O.C. - ONE ENGINE OUT FT PER MIN
622
337
622
337
-
-
-
-
MAX. CRUISE SPEED KTAS
320
303
320
303
186
184
194
292
NORMAL CRUISE SPEED KTAS
310
303
310
265
175
182
187
290
L/RANGE CRUISE SPEED KTAS
234
238
234
238
147
156
162
255
2
2
2
2
1
1
1
1
PT6A-60A
PT6A-60A
PT6A-60A
PT6A-60A
PT6A-114A
PT6A-114A
PT6A-140
PT6A-64
VARIABLE COST PER HOUR $
ENGINES # ENGINE MODEL
110
AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
JHopkinson1August.qxp23/07/201512:32Page1
Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com
follow us on twitter@HopkinsonAssoc
1984 Learjet 35A S/N: 35A-505, Reg: C-GJDA, TTSN: 8,377 hrs, Garrett TFE-731-2-2B, MSP Gold, Collins ADF60, Dual Collins VHF-22C Com, RVSM, Dee Howard Thrust Reversers, Medevac Interior
Challenger 604 7470 AFTT, Engines on Smart Parts Plus, APU on MSP Gold, Great Pedigree, Two Owners Since New, Delivered with Fresh 192 month, Fresh Landing Gear
Gulfstream Astra SP 7143 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax
Falcon 50 13,634 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating, APU on MSP
Challenger 601 3R 7336 AFTT, GTCP-150 APU, GoGo Wifi, Engines on GE “On Point”, Airshow 400, 10 Passenger
John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7
AircraftPer&SpecAug15.qxp_PerfspecDecember0622/07/201511:52Page3
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 850 DAH ERSOC ATA TBM 900
FLIGHT DEPARTMENT T SPECIFICATIONS
$873.28
$823.28
$1,590.12
$1,437.75
$895.30
$887.98
$602.24
$599.87
CABIN HEIGHT FT.
4.1
4.1
5.8
5.8
4.75
4.83
3.9
4.5
CABIN WIDTH FT.
4
4
6.1
6.1
5
5
4.2
4.8
CABIN LENGTH FT.
10
10
14.9
17.5
16.9
16.92
12.3
15.5
CABIN VOLUME CU.FT.
143
143
393
393
356
356
106
248
DOOR HEIGHT FT.
3.9
3.9
4.4
4.4
4.5
4.42
3.8
4.1
DOOR WIDTH FT.
3.5
3.5
2
2
2
2
2
4.1
BAGGAGE VOL. INT. CU.FT.
30
30
16
16
34
40
20
38
BAGGAGE VOL. EXT. CU.FT.
5.9
5.9
44.15
44.15
-
-
-
-
CREW #
1
1
2
2
1
1
1
1
SEATS - EXECUTIVE #
5
5
6
6
7
7
5
5
MTOW LBS
7394
7394
11550
12100
10450
10450
5092
7255
MLW LBS
7024
7024
10945
11500
9920
9921
4850
6690
B.O.W. W/CREW LBS
4589
4556
8000
8500
6565
6782
3663
3975
USEABLE FUEL LBS
1910
2017
2802
2802
2704
2704
1140
2110
PAYLOAD WITH FULL FUEL LBS
931
857
798
848
1226
1009
331
1220
MAX. PAYLOAD LBS
1443
1476
1800
1300
2475
2257
1187
2515
RANGE - SEATS FULL N.M.
1102
989
980
752
1340
1309
489
524
MAX. RANGE N.M.
1214
1495
1440
1364
1660
1635
1091
845
BALANCED FIELD LENGTH FT.
3100
2823
3100
3500
2450
2450
2000
1720
LANDING DIST. (FACTORED) FT.
3750
3750
4550
4417
2783
2783
1950
1933
R.O.C. - ALL ENGINES FT PER MIN
2005
2005
2950
2600
1680
1920
1556
1338
-
-
756
680
-
-
-
-
MAX. CRUISE SPEED KTAS
320
320
390
363
261
280
267
180
NORMAL CRUISE SPEED KTAS
316
316
354
346
261
268
262
154
L/RANGE CRUISE SPEED KTAS
255
252
310
314
209
209
225
133
1
1
2
2
1
1
1
1
PT6A-66D
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
112
AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
T
It’s easy to see which Falcon owners have long-range plans.
Aviation Partners High-Mach Blended Winglets boost performance instantly on all Falcon 900, 2000 and 50 series aircraft. Retrofit now. You’ll climb faster, cruise higher, and fly farther than ever before. Call +1 (206) 762-1171 or fly to aviationpartners.com. ®
™
Name: 316010_AviationPartners_cc14.indd Date: July 17, 2015 2:12 PM Trim: 205mm x 270mm Bleed: 213mm x 278mm Live: 185mm x 246mm Fonts: Franklin Gothic, Mrs. Eaves, Helvetica EPro: DangerBoy (206) 293-3688 316010_AviationPartners_cc14.indd 1
7/17/15 2:13 PM
AirCompAnalysisAug15.qxp_ACAn21/07/201512:38Page1
FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE
Aircraft Comparative Analysis: Dassault Falcon 900LX In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular business jets for the purpose of valuing the Dassault Falcon 900LX. A 2015 large cabin Falcon 900LX has a list price of $43.3m.
O
ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values. The field in this study includes Embraer’s Legacy 650 business jet. Both the Legacy 650 and Falcon 900LX were launched in 2009 following the great recession. So how have these two aircraft fared during this post-recession recovery? 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
114
Brief History
The Dassault Falcon 900 aircraft first flew on September 21, 1984. It is unique because it – along with its siblings, the smaller Falcon 50 and the Falcon 7X, an advanced development – are the only business jets currently (or previously) produced with three engines. The Falcon 900 was developed from the Falcon 50, itself a development of the Falcon 20 aircraft, and the 900’s engineering included computer-aided design and the incorporation of composite materials. Subsequent, improved models include the Falcon 900B featuring newer versions of its Honeywell TFE-731
AVBUYER MAGAZINE – August 2015
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engines and increased range, and the Falcon 900EX featuring further improvements in engines and range along with an “all-glass” flight deck. The Falcon 900C is a lower-cost companion to the Falcon 900EX and replaced the Falcon 900B. In 2003, Dassault began offering the EX with the new EASy (Enhanced Avionics System) digital cockpit based on the Honeywell Primus Epic. In 2005, the Falcon 900DX entered service. Both the Falcon 900EX EASy and Falcon 900DX ended production in 2010. At EBACE 2008, Dassault announced another development of the 900 series; the Falcon 900LX, incorporating High-Mach Blended Winglets designed by Aviation Partners, Inc. These same winglets are being offered for the entire Falcon 900 series as a retrofit kit.
Worldwide Appeal
There are 43 wholly-owned Falcon 900LX aircraft in operation worldwide with none in shared ownership or in fractional ownership. By continent, North America has the largest fleet percentage at 46%, followed by Aircraft Index see Page 4
LEASSingleAugust.qxp_LEAS21/07/201512:14Page1
Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 2008 Citation X s/n 750-0289
8 pax., Engines on Corporate Care, ATG 4000 Wi-Fi, Aircell Axxess II Iridium phone, Operating Part 135, SATCOM AFIS, Improved TR’s Airshow 4000 Plus, One Owner Since New
2007 Global Express XRS s/n 9191
13 pax. Many upgrades-IAC Batch 3 Software Upgrade, FMS Mod to FANS 1/A+ & RNP4 capability, GPS Mod & Intro of SBAS/LPV Approach, ADS-B Out, TCAS 7.1, Domestic & Int’l Wi-Fi, Satellite TV, Operating Part 135
1995 Gulfstream IVSP s/n 1269
16 pax. Engine O/H 4/2013, Eligible for Corporate Care, APU Upgrade to GTCP36-150G On MSP Gold, Avionics on HAPP, Operating Part 135, Partial Interior Refurb. 9/2014 & 1/2012, Triple IRS, Axxess II Iridium Satphone
2004 Falcon 900EX EASy s/n 137
12 pax. Engines & APU on MSP Gold, New Paint & Interior 9/2014, Enhanced Avionics Suite EASy II, Synthetic Vision, Enhanced Navigation, ADS-B Out, TCAS 7.1, Domestic & Int’l Wi-Fi, GoGoBiz Text & Talk, CPDLX Wiring
1995 Gulfstream IVSP s/n 1262 1997 Gulfstream V s/n 504
15 pax. Engines on Condition Eligible Corporate Care, Satellite TV, Inmarsat SATCOM w/7 ch. Wi-Fi Router (Swift Broadband), True North Phone, ADS-B-Out, TCAS II w/Chg. 7.1, 24-48-CMP Codes 5/2014. Soft Goods 2012
2007 Sikorsky S-76C++ s/n 760695
8 pax. Low time, Only 580 Hrs., Beautiful Custom VIP Interior, 500 Hr. insp. c/w 9/2012, Emergency Flotation Sys., Avionics on HAPP, Excellent Dispatch Reliability, One Owner, Always Hangared
13 pax. Engines on RR Corporate Care, APU on MSP, Avionics on HAPP, Aircell ATG-4000 GoGoBiz Wi-Fi, Aircell Axxess II Iridium Satphone, APU Enclosure Ventilation Mod, Currently Operated Part 135
1994 Gulfstream IVSP s/n 1236
16 pax. Engines Eligible for Corporate Care-475 Hrs TSOH, Aircell ATG 4000 w/GogoBiz Internet/Wi-Fi, Aircell Axxess II Iridium Satphone, ADS-B Out, SBAS/lLPV GPS Approaches, -150 APU Upgrade, 2 US Owners Since New
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
AirCompAnalysisAug15.qxp_ACAn21/07/201512:40Page2
FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE
Table A - Payload & Range MTOW (lb)
Max Fuel (lb)
Fuel Usage (GPH)
Max Payload (lb)
Avail Payload w/Max Fuel (lb)
Max Fuel Range (nm)
Max P/L w/Avail fuel IFR Range (nm)
Falcon 900LX
49,000
21,000
274
4,464
1,800
5,000
3,810
Legacy 650
53,572
20,600
362
4,938
1,909
3,980
3,076
Model
Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator; B&CA May 2015 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide
Chart A - Cabin Cross-Sections Dassault Falcon 900LX
Embraer Legacy 650
Europe (at 27%) and Asia (24%) for a combined total of 97%. Additionally, seven (16.3%) of the fleet are leased, according to JETNET.
Payload & Range
The data contained in Table A (left) are sourced from Conklin & de Decker and B&CA’s May 2015 issue. A potential operator should focus on payload capability. The ‘Available Payload with Maximum Fuel’ for the Falcon 900LX is 1,800 lbs, which is less than the Legacy 650 (1,909 pounds). In addition, Table A shows the fuel usage by each aircraft in this field of study. The Falcon 900LX at 274 gallons per hour (GPH) has 24.3% less fuel consumption (88 gallons) than the Legacy 650 (362 GPH). Thus, the Falcon 900LX with three engines is the more fuel-frugal according to data from Aircraft Cost Calculator.
Cabin Cross Sections
Souce: UPCAST JETBOOK
Chart B - Range Comparison Embraer Legacy 650 Dassault Falcon 900LX
3669.480 Nm 4680.000 Nm
Source: Aircraft Cost Calculator
116
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According to Conklin & de Decker, the Falcon 900LX cabin volume is 1,218 cubic feet and its cabin length is 33.2 ft. The Embraer Legacy 650 has a larger cabin volume at 1,656 cu ft - 36% greater. This owes to its additional length (49.8 ft) compared to the Falcon 900LX. Note from Chart A, left (courtesy of UPCAST JETBOOK) that the Falcon 900LX offers greater cabin height and width, however. As depicted by Chart B (left) and using Paris, France as a origin point, the Falcon 900LX shows more range coverage than the Embraer Legacy 650—reaching most of Asia, Africa and the United States non-stop, as sourced from Aircraft Cost Calculator (ACC). Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range 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 weatherrelated obstacles. Aircraft Index see Page 4
AirCompAnalysisAug15.qxp_ACAn21/07/201512:47Page3
Powerplant Details
Chart C - Cost per Mile*
The Falcon 900LX is powered by three Honeywell TFE 731-60 engines, each offering 5,000 pounds of thrust (lbst). The Legacy 650, meanwhile, uses two Rolls-Royce AE 3007A2 engines, each offering 9,020 pounds of thrust.
US $ per nautical mile $0.00
$6.00
$3.00
Q $6.12 Q $5.37 Q
Legacy 650
Cost Per Mile
Falcon 900LX
Using data published in the May 2015 B&CA Planning and Purchasing Handbook and the August 2014 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2014 edition was $6.18 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 (top, right) details ‘Cost per Mile’ and compares the Falcon 900LX to its competition factoring direct costs, and with each aircraft flying a 1,000nm mission with 1,600 pound (eight passengers) payload. The Legacy 650 shows the highest cost per nautical mile at $6.12, 14% more compared to the Falcon 900LX at $5.37.
*1,000nm, 1,600lbs payload mission costs
Chart D - Variable Cost US $ per hour $0
$1,000
$2,000
Q $2,355 Q $2,301
Legacy 650 Falcon 900LX
Total Variable Cost
The ‘Total Variable Cost’ illustrated in Chart D (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 Legacy 650 shows a cost at $2,335, which is marginally higher than the Falcon 900LX at $2,301.
Table B - Comparison Table
Aircraft Comparison Table
Table B (right) contains the new prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Falcon 900LX and Legacy 650 have more than 10 Advertising Enquiries see Page 5
Long Range Speed (kts)
Cabin Volume (cu ft.)
Max Payload w/avail fuel range (nm)
Used New Vref Price $m
In-Operation
% For Sale
New & Pre-owned Sold*
Gulfstream Falcon 900LX GV
459 430
1,218 1595
5,416 3,810
$16.5 $43.30 ‘02
191 43
12.0% 16.3%
1.1 20
Falcon 7X Legacy 650
459 425
1,656 1506
5,000 3,076
$25.0 $31.60 ‘07
236 73
11.0% 9.3%
1.6 36
Model
*New & Pre-owned Full Sales Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref; ACC
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FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE
TABLE C - Part 91 & 135 MACRS Schedule MACRS SCHEDULE FOR PART 91 Year Deduction
1
2
3
4
5
6
-
-
20.00 %
32.00 %
19.20 %
11.52 %
11.52 %
5.76 %
-
-
1
2
3
4
5
6
7
8
14.29 %
24.49 %
17.49 %
12.49 %
8.93 %
8.92 %
8.93 %
4.46 %
MACRS SCHEDULE FOR PART 135 Year Deduction
Source: NBAA
TABLE D - MACRS Depreciation Schedule 2015 FALCON 900LX - PRIVATE (PART 91) Full Retail Price - Million Year
$43.300 1
2
3
4
5
6
20.00 %
32.00 %
19.2 %
11.5 %
11.5 %
5.8 %
Depreciation ($M)
$8.7
13.9
8.3
5.0
5.0
2.5
Depreciation Value ($M)
$34.6
20.8
12.5
7.5
2.5
0
Cum. Depreciation ($M)
$8.7
22.5
30.8
35.8
40.8
43.3
Full Retail Price - Million
$43.500
Rate (%)
2015 FALCON 900LX - CHARTER (PART 135) Year Rate (%)
1
2
3
4
5
6
7
8
14.3 %
24.5 %
17.5 %
12.5 %
8.9 %
8.9 %
8.9 %
4.5 %
Depreciation ($M)
$6.19
10.60
7.57
5.41
3.87
3.86
3.87
1.93
Depreciation Value ($M)
$37.11
26.51
18.94
13.53
9.66
5.80
1.93
0.00
Cum. Depreciation ($M)
$6.2
16.8
24.4
29.8
33.6
37.5
41.4
43.3
Source: Vref
percent of their respective fleets currently ‘For Sale’. However, the Falcon 900LX at 16.3% is higher than the Legacy 650 at 11%.
Depreciation Schedule
Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified
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AVBUYER MAGAZINE – August 2015
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 C, above). 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
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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 business aircraft 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 non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (left) depicts an example of using the MACRS schedule for a 2015 Falcon 900LX aircraft in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a used retail value of $43.3 million, per Vref Pricing guide.
ASKING PRICES VS AGE, QUANTITY AND ENGINES
Chart E (top right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Falcon 900LX including the Legacy 650. The current pre-owned market for Falcon 900LX aircraft shows a total of seven aircraft ‘For Sale’ with two displaying an asking price, thus we have plotted those two. We also added other large and super-medium cabin preowned business jets of similar ilk with asking prices ranging from $6 million to $36 million. The equation that we derived from these asking prices and Aircraft Index see Page 4
AirCompAnalysisAug15.qxp_ACAn22/07/201516:45Page5
other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. Demand and Value are on opposite sides of the same Price axis. Thus, the market for new/used Falcon 900LX responds to at least four features: Years, Max Cruise Mach, Quantity, and Price.
Chart E - Value & Demand
A Study of Pre-owned Falcon 900LX Compared to the Legacy 650 and Other Similar Business Jets
Productivity Comparisons
The points in Chart F (right) 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:
Others may choose different parameters, but serious business 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 Falcon 900LX, as shown in the productivity index is very productive compared with its competitor. Primary reasons to consider the Falcon 900LX are range, fuel economy, higher cruise speed, lower cost per hour and variable costs. The Falcon 900LX has a smaller cabin volume compared to the Legacy 650 – at least in terms of length - and has a higher acquisition price. Operators should weigh their mission requirements precisely when picking the aircraft option that is the best for them.
Summary
Within the preceding paraAdvertising Enquiries see Page 5
Chart F - Productivity Price (Millions)
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.
$60.0
Falcon 900LX
$40.0
Legacy 650
$20.0 $0.0 0.0000
2.0000
4.0000
6.0000
8.0000
Index (Speed x Range x Cabin Volume / 1,000,000,000)
graphs we have 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 performance that might factor in a buying decision, however. The Falcon 900LX continues
to be very popular in the market today. Operators should find the preceding comparison informative. Our expectations are that the Falcon 900LX, which started delivering in 2009, will continue to do very well in the new and pre-owned markets for the foreseeable future. T
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COMMUNITY NEWS T TURBINE TRENDS
Business Jets of the Future Snap-Shot Guide to Turbine Trends Today, every major Business Aviation OEM has an extensive program of aircraft in development. Find out more about them here… his month we showcase 14 bizjet models from nine manufacturers ranging in price from $1.96m for the six-passenger, 1,200nm Cirrus SF50 Vision, to the $72.8m, 7,300nm-range Bombardier Global 7000. Recent research from JETNET iQ suggest that range, cabin size, performance and comfort are the key elements that customers want from their heavy long-range airplanes. In the medium jet category the four key requirements are, cabin size, range, purchase price and performance and the small jet segment, again in order of choice, are
T
Bombardier Global 7000
performance, purchase price, value for price and operating costs. These new jets on the way, will be armed with the very latest cabin technology, to cope with the demand for connectivity via iPads, iPhones, Blu-Ray and all the other in-flight communications expectations that customers insist on having today. We trust you’ll find the following outlines helpful to update you on the status of the in-development and certification projects in the jet markets.
Bombardier Global 8000
Bombardier Challenger 650
The Global 7000 has a stretched fuselage allowing for an extra cabin zone and larger windows. There are literally thousands of ways to customize the interior from finishes to features, and layouts based on research of the best hotels, yachts and high-end furniture brands to evaluate the highest levels of luxury and match or surpass these levels of opulence. www.bombardier.com
The Global 8000 is designed for exceptional range requirements. Its three-zone cabin will offer flexibility and choice when defining the floor-plan and incorporate an advanced cabin management system. The aircraft will feature a Global Vision flight deck, including four large LCD screens, a HUD system, EVS and SVS.
The Challenger 650 is an improved version of the Challenger 605. A re-styled cabin includes wider seats, ergonomic side-ledge design, new in-flight entertainment system and Lufthansa Technik’s Nice CMS. New GE CF34-3B engines produce 5% more thrust, shorter take-off, more payload capacity and greater range.
www.bombardier.com
www.bombardier.com
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Ultra Long Range $72.8m N/A N/A 4+17 6ft 3in 54ft 7in 8ft 2in N/A N/A 7,300 nm 516 kts 51,000 ft Bombardier Vision 2 x GE Passport 20
Ultra Long Range $69.0m N/A N/A 4+13 6ft 3in 45ft 7in 8ft 2in N/A N/A 7,900nm 516 kts 51,000 ft Bombardier Vision 2 x GE Passport 20
Long Range $32.35m 2015 2015 3+10 6ft 0in 25ft 7in 7ft 11in N/A N/A 4,000nm 470 kts 41,000 ft Bombardier Vision 2 x GE CF34-3B
continued on page 123
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AVBUYER MAGAZINE – August 2015
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Aircraft Index see Page 4
GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT
Visit our website: www.scross.com
Email: acsales@scross.com www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation
2007 Challenger 850 • s/n 8056 • OE-ISF
2009 Falcon 2000LX • s/n 0157 • N107RG
Only 1,875 TT • Smartparts Plus / MSP- Long Range PATS Fuel System • Jar Ops Compliant • 15 Pax VIP Configuration • Very Well Equipped
2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD
2000 Falcon 50EX • s/n 286 • N286ZT
2009 Hawker 4000 • s/n RC-14
API Winglets • 4450 TT Since New JSSI for Engines & APU C, 2C & Gear OH by Dassault/Paris in 2011
All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs • 72 month inspection currently underway at Hawker Beechcraft, Tampa
1993 Falcon 50 • s/n 234
2008 Lear 60XR • s/n 343 • N343EC
Only 3900 TTSN • Engines on MSP Gold • NDH • Good Maintenance Status
1580 TT • Engines on ESP Gold • Fresh A-B-C Inspections • NDH
2000 Lear 31A • s/n 203 • N595SA
1990 Agusta 109C • s/n 7613
Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010
2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH
AIRCRAFT WANTED • SCA is seeking the following aircraft: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered • Challenger 605 - 2008-2010, full programs, good opportunity • Learjet 45XR - 2008 or later, under 3,000 TT, full programs • Citation Jet - on TAP Elite, under 1.4M, USA based • King Air C90B - with Blackhawk conversion, USA based • Hawker 800XP - Pro Line 21, at least 2 years until 48 month • Hawker 800XP under 2M, under 5,000 TT, MSP • Lear 60 - w APU, ESP, Under 2.5M • Challenger 601-3A - good cosmetics, good opportunity • CJ1 - w TAP or early model CJ2 w TAP, Europe based and Jar Ops
FT. LAUDERDALE
CHARLOTTE
SÃO PAULO
LONDON
1120 NW 51st Court Ft. Lauderdale, FL 33309 USA
17718 King’s Point Dr., Ste. A Cornelius, NC 28031 USA
AV Copacabana 177-Alphaville 06453-041-São Paulo-Brazil
Conway House - Cranfield MK43 0FQ - United Kingdom
Tel: +1 (954) 377-0320 Fax: +1 (954) 377-0300
Tel: +1 (704) 990-7090 Fax: +1 (704) 990-7094
Tel: +55 (11) 3588-0311
Tel: +44 (1234) 817-770
(Invoicing/Contracting Address)
OFFICES WORLDWIDE
07-15 scross.indd 1
7/14/15 11:59 AM
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TURBINE TRENDS COMMUNITY NEWS
Cessna Citation Latitude: Certified
Cessna Citation Longitude
Cirrus Vision SF50
www.cessna.com
www.cessna.com
www.cirrusaircraft.com
Category: Super Mid-Size Price: $26m Certification: Q3 2017 First Delivery: Q3 2017 Crew + Pax: 2+12 Cabin Height: 6ft 0in Cabin Length: 28ft 11in Cabin Width: 6ft 5in Cabin Volume: N/A MTOW: N/A Range: 4,000nm Max Cruise: 490 kts Flight Ceiling: 45,000 ft Avionics: Garmin G5000 Engines: 2 x Snecma Silvercrest SC-2C
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Having achieved FAA Type Certification, deliveries are scheduled to begin in Q3 2015. The Latitude is the first business jet to combine a roomy, flat floor, stand-up cabin, with a midsize price ($16.25m) and best-in-class operating costs, says Cessna. Accommodating up to nine passengers, a restroom is also incorporated.
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Mid-Size $16.25m June 2015 Q3 2015 2+9 6ft 0in 21ft 9in 6ft 5in 816 cu.ft 30,800 lb 2,850 nm 446 kts 45,000 ft Garmin G5000 2 x PW306D1
CESSNA CITATION LATITUDE
CERTIFIED
The Citation Longitude will be Cessna’s flagship business jet. Fuselage cross-section is the same as the Latitude and the aircraft will have a T-tail empennage, area-rule fuselage contouring, and 30° wing-sweep. Construction will be aluminum for both wing and fuselage. The engines will be the new Snecma Silvercrest turbofan.
CIRRUS VISION SF50
A single-engine, low-wing, seven-seat, personal jet, the prototype SF50 was first flown in July 2008. This aircraft is intended as a step up aircraft for pilots who have flown the Cirrus SR20, SR22 and other high-performance light aircraft. Priced at $1.96m, the Vision will also appeal to small-business users.
Entry Level $1.96m Q4 2015 Q4 2015 1+6 4ft 1in 11ft 6in 5ft 1in 182 cu.ft 6,000 lb 1,200nm 300 kts 28,000 ft Garmin G3000 1 x Williams FJ33-5A
DASSAULT FALCON 5X
Dassault Falcon 5X
Dassault Falcon 8X
Embraer Legacy 450
www.falconjet.com
www.falconjet.com
www.embraerexecutivejets.com
This is Dassault’s biggest Falcon jet to date. The OEM claims the 5X will offer the most generous cabin cross-section in a purposebuilt business jet when it enters service in 2017. This first clean-sheet Falcon in a decade incorporates BizAv’s most advanced fly-bywire system and new Safran Snecma Silvercrest engines.
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Super Large $45m Q4 2016 Q1 2017 3+16 6ft 6in 39ft 0in 8ft 6in 1,770 cu.ft 69,600 lb 5,590nm 595 kts 51,000 ft EASy III Flight Deck 2 x Snecma Silvercrest
Advertising Enquiries see Page 5
Dassault’s new Falcon flagship flew for the first time in early February and is a development of the Falcon 7X with a longer cabin and 500nm more range. Including a completely new cockpit incorporating the new generation EASy system and head-up display, the program is on track for deliveries in 2016.
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Ultra Long Range $57m Estimated Q3 2016 Q4 2016 3+16 6ft 2in 42ft 8in 7ft 8in 1,695 cu.ft 73,000 lb 7,400nm 595 kts 51,000 ft EASy III Flight Deck 3 x PW307D
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The Legacy 450 is a shorter version of the Legacy 500, offering less range but a similar cruising speed and a shorter takeoff distance. Priced at $15.25m, it provides a very comfortable stand-up cabin for up to nine passengers, and is the first business aircraft in its segment with full Fly-By-Wire technology.
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Mid-Light $15.25m Q4 2015 Q4 2015 2+9 6ft 0in 24ft 0in 6ft 10in N/A N/A 2,500nm 542 kts 45,000 ft ProLine Fusion 2 x HTF7500E
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COMMUNITY NEWS T TURBINE TRENDS
Gulfstream G500
Gulfstream G600
www.gulfstream.com
www.gulfstream.com
After 15 years of development the HondaJet is in production with first deliveries due in 2015. The HondaJet incorporates many technological innovations in aviation design including the unique Over-The-Wing Engine Mount configuration improving performance and fuel efficiency, and is equipped with the most sophisticated glass flight deck available in a light jet. www.hondajet.honda.com
Category: Long Range Price: $43.5m Certification: 2017 First Delivery: 2018 Crew + Pax: 3 + up to 18 Cabin Height: 6ft 4in Cabin Length: 41ft 6in Cabin Width: 7ft 11in Cabin Volume: 1,715 cu.ft MTOW: 76,850 lb Range: 5,000nm Max Cruise: 516 kts Flight Ceiling: 51,000 ft Avionics: Gulfstream Symmetry Flight Deck Engines: 2 x PW814GA
Category: Ultra Long Range Price: $54.5m Certification: 2018 First Delivery: 2019 Crew + Pax: 3 + up to 18 Cabin Height: 6ft 4in Cabin Length: 45ft 2in Cabin Width: 7ft 11in Cabin Volume: 1,884 cu.ft MTOW: 91,600 lb Range: 6,200nm Max Cruise: 516 kts Flight Ceiling: 51,000 ft Avionics: Gulfstream Symmetry Flight Deck Engines: 2 x PW815GA
Category: Price: Certification: First Delivery: Crew + Pax: Cabin Height: Cabin Length: Cabin Width: Cabin Volume: MTOW: Range: Max Cruise: Flight Ceiling: Avionics: Engines:
Gulfstream has established a new family of aircraft between the G450/G550 and the G650/G650ER with its G500 and G600. Larger than the G450 with more range, the first G500 flew in May this year, just seven months after initial roll-out under its own power.
Development of the G600, a longercabin/range variant of the G500, remains on track, with assembly of the first aircraft proceeding in Savannah. The G600 fits between the G550 and G650/G650ER, with a wider, longer and taller cabin than that of the G550 yet smaller than the G650/G60ER.
HONDAJET
GULFSTREAM G500
Pilatus PC-24
The PC-24 will appeal to owners of the PC-12 turboprop desiring more speed, but with the flexibility of the PC-12. The PC-24 offers a large rear cargo hatch and will be capable of operating from unpaved runways and grass strips, giving it access to over 21,000 airports that other jets cannot use.
The latest version of the Swearingen SJ30 will be sold in two forms - the SJ30i and SJ30X (with higher-powered FJ44-3AP-25 engines). The SJ30i promises a cruising speed of 486kts. The SJ30 holds three world records for speed and distance and is designed with a 30 degree swept wing for high speed and fuel efficient cruising. www.sj30jet.com
Category: Light Jet Price: $9.3m Certification: 2017 First Delivery: 2017 Crew + Pax: 2+8 Cabin Height: 5ft 1in Cabin Length: 23ft 0in Cabin Width: 5ft 7in Cabin Volume: 502 cu.ft MTOW: 17,750 lb Range: 1,950nm Max Cruise: 425 kts Flight Ceiling: 45,000 ft Avionics: Pilatus Honeywell Advanced Engines: 2 x Williams FJ44-4A
Category: Light Jet Price: $7.25m Certification: 2015 First Delivery: 2015 Crew + Pax: 1+7 Cabin Height: 4ft 4in Cabin Length: 12ft 6in Cabin Width: 4ft 10in Cabin Volume: 191 cu.ft MTOW: 13,950 lb Range: 2,500nm Max Cruise: 486 kts Flight Ceiling: 49,000 ft Avionics: Primus Apex 2.0/SyberVision Engines: 2 x FJ44-2A T
AVBUYER MAGAZINE – August 2015
Entry Level $4.5m 2015 2015 2+5 4ft 10in 17ft 10in 5ft 0in N/A N/A 1,180nm 420 kts 43,000 ft Garmin G3000 2 x GE-Honda HF120
PILATUS PC-24
SyberJet SJ30i
www.pilatus-aircraft.com
124
Honda HA420 HondaJet
www.AVBUYER.com
View the latest prices for jets for sale at
Aircraft Index see Page 4
DEDICATED TO HELPING BUSINESS ACHIEVE ITS HIGHEST GOALS.
C R O S S I N G T H E AT L A N T I C W A S E A S Y
C O M PA R E D T O N AV I G AT I N G C O N G R E S S . When “Lucky” Lindy made his transatlantic crossing, he didn’t have to deal with an ocean of congressional wrangling (maybe that’s why they called him “Lucky”). The prevailing winds blew in his favor. But today, those winds have changed. Flying for business is more scrutinized than ever. Luckily, there’s NBAA. We’ve made a home on the Hill, so that our members can make a living in the sky. Because business aviation enables economic growth. And at NBAA, we enable business aviation.
Join us at nbaa.org/join.
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COMMUNITY NEWS T BIZAV REVIEW
OEM Bites Airbus received its first order for an ACJ319neo from Riyadh-based Alpha Star. Delivery is scheduled for Q2 2019. www.airbus.com Greg Brinkman
Emmanuel d’Hoop
Dennis Muilenburg
John Ortega
Michael Amalfitano joined Stonebriar Commercial Finance as executive vice president and senior managing director. Amalfitano led the global aircraft business for Bank of America Merrill Lynch for more than 22 years. Rich Bean was promoted to vice president of Global Jet Services. Bean joined the company in 2012 as director of operations. Ira Berman, senior vice president, administration and general counsel at Gulfstream, was named a Legend in Law by The Burton Awards Program, held in association with the Library of Congress and co-sponsored by the American Bar Association. Greg Brinkman was promoted to president of ExcelAire. Brinkman previously served as COO at ExcelAire, was a corporate pilot for the investment firm Kidder Peabody and launched Associated Aircraft Group. Chris Craft was named president and COO of 1st Source Specialty Finance Group. Emmanuel d’Hoop has joined the expanding sales team at Londonbased Colibri Aircraft. Based in France, he will bolster the growing support needs of Colibri clients throughout the EMEA region. Benjamin Dow joined Jet Quest as director of large-cabin Citation sales and acquisition. Dow formerly was director of aircraft sales at FirstFlight. 126
AVBUYER MAGAZINE – August 2015
Thomas Kuhn
Matt Zuccaro
Thomas Kuhn became president and CEO of Lufthansa Technik's US-subsidiary BizJet International Sales and Support, Inc. in Tulsa. He succeeds Manfred Gaertner. Christopher Martino joins Helicopter Association International (HAI) as the association’s new vice president of operations, and will oversee HAI’s flight operations, technical services, safety and regulatory efforts. Dennis Muilenburg takes over as Boeing’s CEO, with current CEO Jim McNerney to continue as chairman until he retires in February 2016. A 30-year veteran of the company, Muilenburg was previously CEO of Boeing Defense Space & Security. John Ortega was named vice president and general manager at Gulfstream’s manufacturing facility in Mexicali, Mexico. Andy Priester, president and CEO Priester Aviation, is the new chairman of NATA. Peter Schmidt, has been appointed COO at Jet Advisors. Schmidt most recently was COO of Linear Air. Matt Zuccaro, HAI president and CEO, recently received the Robert N. Tredway Award from the president of the Combat Helicopter Pilots Association. Zuccaro, a former combat helicopter pilot himself was with the 7/17 Air Cavalry. www.AVBUYER.com
Bombardier gained type certification for its Challenger 300 and 350 from Colombia’s civil aviation authority. Meanwhile, VistaJet recently announced the expansion of its in-service fleet to 50 aircraft comprised exclusively of Bombardier business jets. This milestone was achieved when it took delivery of a Global 6000. www.bombardier.com Cirrus completed ultimate load testing of the ballistic recovery parachute that will be standard equipment on its SF50 Vision Jet. A live test of this system is planned for early Q4 2015. www.cirrusaircraft.com Embraer has appointed Lagos-based ExecuJet Aviation Nigeria Ltd. as a new Authorized Service Center. ExecuJet is able to offer Phenom 300 Line Maintenance services in the Western Africa region. Meanwhile, Etihad Flight College has signed a purchase agreement for four Phenom 100E jets, and options for three more. www.embraerexecutivejets.com Gulfstream now provides maintenance, repair and overhaul services for its operators at Jet Aviation’s Teterboro Airport facility in New Jersey. The Savannah-based OEM also delivered two G450s to Flexjet LLC - part of a 50-aircraft purchase Gulfstream and Flexjet announced in October 2014. www.gulfstream.com Nextant delivered a 400XTi to PlaneSense, the first non-Pilatus-branded aircraft in the fractional provider’s fleet. PlaneSense placed an order in February for two remanufactured 400XTis, as well as options for three more. www.nextantaerospace.com ONE Aviation announced the Eclipse Special Edition (SE), a factory-renewed Eclipse 500 substantially upgraded and reconfigured to include a Dual Avio Integrated FMS, Anti-skid Brakes, newly designed pilot-side Standby Display Unit, PPG glass windshields, new premium interior, and deluxe two-tone paint scheme. www.oneaviation.aero Piaggio recently celebrated the sale of eight Avanti Evos to UK Business Aviation services provider Zenith Aviation. This one firm order and seven options marks the first time a twinengined turboprop has been selected by a charter operator in the UK. www.avantievo.com
Aircraft Index see Page 4
CommunityNews.qxp_Layout121/07/201516:00Page2
LEKTRO
Celebrating 70 Years of Innovation, 1945-2015
Models ranging
15,000 to 210,000 lbs.
Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.
LEKTRO .com
1-800-535-8767 1-503-861-2288 sales@lektro.com
BizAv Events 2015 LABACE 2015 Aug 10 – 13 AEA (Aircraft Electronics Association Regional) Aug 14 AEA (Aircraft Electronics Association Regional) Aug 18 - 19 AOPA Fly – In Aug 22 Business Aviation in Latin America (BALA) Aug 11 MEBAA Sep 1 – 2 AEA (Aircraft Electronics Association Regional) Sep 10 - 11 Jet Expo Sep 10 – 12 Mediterranean Business Aviation Sep 11 The annual Business & General Aviation Day (BGAD) Sep 15 Aviation Expo/China 2015 Sep 16 – 19 NBAA: Regional Forum Sep 17 AEA (Aircraft Electronics Association Regional) Sep 21 - 22 The African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 AOPA Fly – In Sep 26 AEA (Aircraft Electronics Association Regional) Oct 1 - 2 Bombardier Safety Standdown Oct 6 – 8 AEA (Aircraft Electronics Association Regional) Oct 12 - 13 CEPA EXPO Oct 14 – 15 Seoul Int’l Aerospace & Defense Exhibition Oct 20 – 25 AEA (Aircraft Electronics Association Regional) Oct 1 - 2
Advertising Enquiries see Page 5
Sao Paulo, Brazil Sao Paulo, Brazil Bogota, Colombia Anoka Airport, MN, USA Sao Paulo, Brazil Casablanca, Morocco Kansas City, MO, USA Moscow, Russia Sliema, Malta London Biggin Hill, UK Beijing, China St. Louis, MO, USA Reno, NV, USA Addis Ababa, Ethiopa Col Springs Airport, CO, USA Toronto, Canada Wichita, KS, USA Tampa, FL, USA Prague, Czech Republic Seoul, South Korea Toronto, Canada
www.AVBUYER.com
www.labace.org.br www.aea.net www.aea.net www.aopa.org www.aeropodium.com www.mebaa.aero www.aea.net www.jetexpo.ru www.aeropodium.com www.bgad.aero www.beijingaviation.com www.nbaa.org www.aea.net www.afbaa.org www.aopa.org www.aea.net www.safetystanddown.com www.aea.net www. cepaexpo.com www.seouladex.com www.aea.net
August 2015 – AVBUYER MAGAZINE
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Seanadvertorial-Products&ServicesAugust.qxp_Layout121/07/201514:59Page1
PRODUCTS & SERVICES AMAC Aerospace
Jet Aviation Basel
Has been awarded the Federal Aviation Administration (FAA) Air Agency Certificate and is empowered to operate an FAA approved repair station. The Swiss facility is now authorized to undertake repair station work on airframes, accessories, power plants and landing gears, as well as nondestructive inspections, testing and processing on N-registered aircraft. AMAC is expanding its facility in Basel, with the construction of a fourth hangar that is scheduled to begin operational duties from Q4 2015. www.amacaerospace.com
Has been appointed by Honeywell, to establish an APU (auxiliary power unit) overhaul facility in the EMEA region (Europe, the Middle East and Africa) by Q4 2015. With heavy maintenance approval for business and general aviation operators, Jet Aviation Basel will be authorized to disassemble, clean, overhaul, and modify Honeywell’s auxiliary power units (APUs) for the 36- 100/150 product family. Honeywell APUs are currently used in thousands of aircraft around the world to start main engines and provide bleed air and electrical power capacity. www.jetaviation.com
Asset Insight
Rockwell Collins
And SAI Valuations formed a collaborative agreement to provide clients with a picture of an aircraft’s value and maintenance risk. The evaluation is based upon the maintenance history and anticipated exposure of a specific serial number aircraft. Users interface with the system through a web-based application to acquire analytics rating an aircraft’s maintenance, on a standardized scale, valuing its current maintenance equity and future maintenance exposure, and comparing it to the maintenance condition of similar aircraft listed for sale. www.assetinsightinc.com
Recently released its latest ebook, Harnessing the Power of Aviation’s Information Age. The new ebook addresses the future opportunities that exist in flight deck systems, in-flight entertainment and connectivity solutions (IFEC), networks, airport operations and the global airspace, and is authored by industry experts from Rockwell Collins. Jeff Standerski, senior vice president of information management services, and Kent Statler, executive vice president and chief operating officer, commercial systems, for Rockwell Collins, state in the introduction, “The aviation industry is in the midst of a new information age. www.rockwellcollins.com
Garmin Watch
Satcom Direct
Garmin has introduced a new aviator watch, the D2 Bravo is a multifunction watch that blends the company's expertise in aviation, sports and GPS services in a small but stylish package. Building upon the company's D2 watch, which Garmin introduced in October 2013, the D2 Bravo adds a range of functions and improved operation. It has a new omni-directional stainless steel EXO antenna, which allows the watch to be slimmer than its predecessor while providing faster and more accurate GPS positioning. The high-resolution color LED screen is sunlight readable and the battery lasts up to six weeks in watch mode or 20 hours in GPS mode. www.garmin.com
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Following Gulfstream approval from the U.S. Federal Aviation Administration (FAA) for installation of the next-generation Satcom Direct Router (SDR) on Gulfstream G450 and G550 aircraft, an enhancement that simplifies cabin communications on both aircraft. “This equipment elevates the airborne office to a new level,” said Mike West, vice president, Product Support Sales and New Business Development, Gulfstream. “The addition of a smart router allows for more communications options in the cabin, including Satcom Direct’s GlobalVT, which allows passengers to use their personal smartphones to call and text in flight. Just as they would if they were on the ground, outgoing calls show the passengers’ personal phone number and incoming calls display the number of the person calling them. Gulfstream is pursuing similar supplemental type certificates from the FAA to add this cabin communications enhancement to G650/G650ER, GV and GIV aircraft. www.satcomdirect.com
www.AVBUYER.com
Aircraft Index see Page 4
JHopkinson2May.qxp22/04/201514:52Page1
Cessna Citation Ultras
20 Sold 5 Remaining that Must Be Sold!
AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS
INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior EXTERIOR Recently completed Permaguard
sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option
follow us on Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com
1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7
JetProTexas2005Lear45August.qxp_HeerenCitUltrasep22/07/201514:36Page1
S H O W C A S E
Make Offer ASAP
2005 Lear 45 Serial Number: Registration:
280 N145JP
Airframe TT: Landings:
3,620 2,763
Airframe On CAMP and enrolled on Bombardier’s SmartParts+ program Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,620 SNEW 2,763 CSN 701 SMPI Engine 2 s/n P-116632 3,620 SNEW 2,763 CSN 701 SMPI APU: Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Dual Universal UNS-1E FMS 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 Honeywell Mk V EGPWS with Windshear Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell KTR-953 HF w/SELCAL Honeywell RT-300 Radar Altimeter
Special Features EU OPS Compliant Steep Approach RVSM, MNPS, P-RNAV & RNP-10 Capable Collins Airshow 400 w/ Dual Screens Audio International DVD Player 110v Inverter and outlets Flip Down Galley Seat Exterior Overall DeSoto Matterhorn White with Columbia Blue Metallic, Flight Red and Cumulus Gray Metallic stripes. Refurbished 3/2014 Interior The eight passenger interior is arranged in a double club with an additional 9th belted lavatory seat. Seats are finished in steel blue leather with new gray Kalogridis carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. Cabin entertainment and outfitting includes Airshow 400 with forward and aft bulkhead monitors with DVD Player and 110v Outlets in the cabin. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage. Interior refurbished, new crew seats and new carpet 3/2014 Maintenance Full Prepurchase Survey c/w 12/2013 by BAS-AMS Phase A c/w 1/2016 at 3,608 by BAS next due 1/2016 Phase B c/w 5/2015 at 3,620 by BAS next due 5/2017 Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017 Phase D c/w 9/2009 at 2,378 next due 9/2017
Please contact: Don and Sam Starling
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AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 4
JetProTexas2008Learjet60XRAugust.qxp_HeerenCitUltrasep22/07/201514:38Page1
S H O W C A S E
2008 Learjet 60XR Serial Number: Registration:
0356 N356JH
Airframe TT: Landings:
2,366 1,638
Engines Pratt & Whitney 305A – Enrolled on ESP Gold Left: PCE-CA0551 2,346 Total Time 1,617 Cycles Right: PCE-CA0567 2,330 Total Time 1,608 Cycles APU: Hamilton Sundstrand T-20G-10C3A: 762 Total Hours 2,122 Events Avionics Collins Proline 21 Avionics System includes: Four Tube Collins AFD-3010 with 7” X 8” Displays Dual Collins ADC-850D Air Data Computers DualCollinsAHC-85E Attitude Heading Computers DualCollinsFMC-5000 Flight Management System Dual Collins FCC-850A Flight Control Computers Dual Collins VIR-432 Nav Units DualCollinsVHF-422ACommUnits Integrated Digital Engine Indication CollinsWXR-840Color Weather Radar System CollinsALT-55BRadio Altimeter Honeywell KHF-950 HF w/SELCAL Honeywell Mark V EGPWS w/Windshear Alert Universal CVR-120 Cockpit Voice Recorder TCAS-94D TCAS II with change 7 Additional Features & Equipment Airshow 410 Forward/Aft Monitors (LCD) Cabin Entertainment System (10 disc CD Changer, Dual DVD Player and aux audio in) ICG ICS-100 Iridium SATCOM
ATG 2000 GOGO Wifi Flight Display Systems JET JUKEBOX Artex C406-2 MHz ELT w/Nav Interface Pulselights Dual Concorde Lead Acid Batteries 115 VAC Outlets Emergency Lighting Package Dual Hot Liquid Containers. TIA Microwave Oven Interior This custom interior features four fully articulating and reclining chairs in the aft cabin covered in Wolldorf Ambassador Black leather with striking yellow accent stitching, a forward right hand three place divan covered in complementing Kravet Fabric is opposite the large mid cabin left hand galley with a microwave oven, dual coffee containers and abundant storage for drinks and dry goods. The aft lav features a belted 8th seat and vanity with sink. Carpeting is Red Rock 100% wool, the lower side panels are Marion Burst Ebony and the headliners and window reveals are tan Ultraleather. Major refurbishment - December 2014. Exterior Matterhorn White, Black, Starlite Silver and Las Vegas Gold. New Paint - November 2014 Gross Weight (Ramp): 23,750 lbs Max Takeoff Weight: 23,500 lbs Max Landing Weight: 19,500 lbs Max Zero Fuel Weight: 17,000 lbs Empty Weight: 14,654 lbs Maintenance Status Fresh A and Prepurchase by Learjet - Wichita 6/2015. Phase B, C and D, Cable Change and Prepurchase by West Star 7/2014
Please contact: Don and Sam Starling
Advertising Enquiries see Page 5
www.AvBuyer.com
Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com August 2015 – AVBUYER MAGAZINE 131
MenteJune.qxp21/07/201512:28Page1
S H O W C A S E
2003 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:
258641 N513ML 4337.3 3624
Engines TFE 731-5BR-1H – 100% JSSI-Premium Plus Program Left: S/N P107839 4337.3 Hours 3624 Cycles Right: S/N P107840 4337.3 Hours 3624 Cycles APU Garrett GTCP 36-150W - 100% JSSI S/N P-748 3422 Hours Collins Proline 21 Avionics Suite ADF: Dual Collins ADF-462 Autopilot: Collins FGC-3000 IFCS Communication Radios: Dual Collins VHF-422C w/8.33 spacing DME: Dual Collins DME-442
Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com
Flight Director: Collins FGC-3000 IFCS FMS: Collins FMS-6000 w/dual GPS Navigation Radios: Dual Collins VIR-432 TCAS: Collins TCAS-4000 Stormscope: Honeywell LSZ-850 lightening sensor AFIS: Honeywell AFIS Avionics Package: Collins FGC-3000 IFCS / Pro Line 4 CVR: Universal CVR-120 FDR: Honeywell DFDR full rack & wiring provisions SATCOM: AirCell w/four handsets Hi Frequency: Collins HF-9000 w/SELCAL (provisions for 2nd) Radar Altimeter: Collins ALT-4000 TAWS: Honeywell Mark V EGPWS w/windshear Transponder: Dual Collins TDR-94D Mode S Interior Original Installation 2003 by Hawker Beechcraft. Beautiful nine passenger executive interior, featuring a
1998 Falcon 900B Serial Number: Airframe TT: Landings:
170 3606.5 1909
Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32
Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10
Mente Group, LLC 15301 North Dallas Parkway, Suite 1010 Addison, TX 75001
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AVBUYER MAGAZINE – August 2015
well appointed, spacious forward galley. A forward fourplace club arrangement with foldout tables. The spacious mid cabin boasts another single seat across from a side facing three-placed divan. Seating is tastefully finished in light earth-tone leathers. Interior is complemented by luxurious carpeting found throughout the cabin. Forward galley poses ample storage and a microwave oven. Cabin Entertainment includes: Worldwide Airshow 400, and Airshow briefing system, forward and aft 14inch computer display capable LCD monitors, DVD, CD. The aircraft also has power outlets for laptops and other electronic devices. Exterior Original Paint 2003 By Hawker Beechcraft Matterhorn white and dark blue base coat with dark and light blue stripes. Winglets installed November 2010
www.AVBUYER.com
Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”
Tel: +1 214 351 9595 www.mentegroup.com
Aircraft Index see Page 4
AviationAdvisorsAugust.qxp22/07/201511:22Page1
S H O W C A S E
2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:
5033 VP-BNR 1834 960
Engines RR BR-710 Engines: 1834 (as of June 27, 2015) JSSI "Platinum" (pro-rated) APU Honeywell RE220 APU Total Time Since New - 2234 Hours Avionics Certification Foxtrot "Enhanced"completed June 2013 (ASC 84B & ASC 96) CPDLC, ADS-C Runway Awareness Advisory System (RAAS) 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 (VGS) Three (3) Honeywell MAU-913 Modular Avionics Units One (1) Honeywell GP-500 Flight Guidance Panel Three (3) Honeywell MC-850 Multifunction Control Display Units Three (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 Three (3) Honeywell IR-500 LASEREF V Micro Inertial Reference Units Two (2) Honeywell MRC-855A Modular Radio Cabinets
Three (3) Honeywell AV-900 Audio Panels One (1) Honeywell MT-860 Third Navigation/Communication Cabinet Two (2) Honeywell RT-300 Radio Altimeters Interior 18 Passenger custom designer interior w/ fwd galley including convection oven & microwave. Flight attendant seat. Fwd & aft vacuum lavatories. Fwd cabin: Six individual seats of which two are berthable. Mid-cabin: Four-place club arrangement. Aft-cabin: Two four-place divans. Cabin materials are fire resistant to Part 135 requirements. Interior is in excellent like new condition. Seats are covered most of the time Exterior White upper and FAA Blue lower fuselage w/ Las Vegas Gold accent stripes Additional Features RVSM/8.33 KHz /FM Immunity/RNP5 & 10/MNPS Securaplane 450 Security System Airshow 4000 System Four 5.6” Monitors, one 12” Monitor & one 20.0” Monitor Dual Davtron Digital Clocks Single 5-Disc Audio CD Player / Controller Two Multi-Region DVD Players Miltope Cockpit Printer & Cabin Laser Printer SATCOM and Ethernet: Make offer
Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032
Advertising Enquiries see Page 5
www.AvBuyer.com
Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com, marcus@aaisrq.com www.aviationadvisorsintl.com August 2015 – AVBUYER MAGAZINE
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EASTUNIONGulfstreamG550June.qxp23/07/201510:08Page1
S H O W C A S E
2008 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:
5193 P4-PPP 3149 1098
Aircraft specifications L/H Engine Rolls Royce BR 700-710C4-11 Actual engine hours 3149 Actual engine cycles 1098 R/H Engine Rolls Royce BR 700-710C4-11 Actual engine hours 3149 Actual engine cycles 1098 Program Coverage: Rolls Royce Corporate Care Enrolled on Plane Parts Program APU APU Program Coverage: Honeywell MSP Avionics •Cert E Honeywell PlaneView Avionics Suite •Single Miltope TP-4840 Thermal Cockpit Printer •Single BF Goodrich GH-3100 Standby Flight Display •Single BF Goodrich EBDI-4000 Standby RMI •Single BF Goodrich Magnetometer •Dual Davtron Digital Clocks •Triple Honeywell IR-500 LASEREF V Micro IRUs •Triple Honeywell AZ-200 Air Data Modules •Triple Honeywell VHF Voice/Data Radio •Single Artex 110-406 ELT (triple frequency, with Nav unit) •Single Honeywell WU-880 Weather Radar •Dual Honeywell WC-884 Weather Radar Controllers •Triple Honeywell AV-900 Audio Control Panels •Single Honeywell VGS HUD System
•Single Kolsman EVS FLIR system •Dual Collins HF Radios Options/Features •New paint scheme: 04.2014 •Heads up Checklist •Cabin Audio/Video Package •Noise canceling Headphones •EASA JAR OPS 1 certified(ASC035A Part II) •Teflon Painting •Enhanced Soundproofing •Upgrade to 20” FWD Bulkhead monitors Interior Aircraft is configured into 4 cabin seating zones. The Forward Galley is equipped with microwave, espresso machine and granit countertop. The crew Lavatory is also located in the forward section of the airplane. The forward seating zone consists of 4 single chairs all of which are fully berthable in a double club configuration with 2 pull out executive tables. The second zone consists of a three place divan across from two single chairs with a pull out table. The third zone consists of a dining table with four seats and credenza across from it. The sleeping area is separated from the cabin by a pocket doors and consists of 2 three place divans. There is also a walk-in toilet with cupboard with access through to the baggage area.
Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize
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AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero
Aircraft Index see Page 4
FloridaJetF900BAugust.qxp21/07/201517:28Page1
S H O W C A S E
1991 Falcon 900B Serial Number: Registration: Airframe TT: Landings:
101 N568L 4583 3876
• No Damage History • Two Owners Since New • Airworthiness: 25 February 1991 Engines Garret TFE-731-5BR-1C N1 DEEC’s Engine 1 Engine 2 Engine 3 Serial P101147 P101154 P101148 Hours 4498 4498 4498 Cycles 3800 3800 3800 Enrolled on MSP Gold APU Garret GTCP36-150F. Serial: P-209 Hours: 2203 HSI completed at 1,200 hours Dec. 2005 Avionics • Honeywell SPZ-8000 Avionics Suite w/ Collins Proline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing • Dual Collins VIR-32 • Dual Collins ADF-60B • Dual Collins Mode “S” Transponders w/ Flight ID • Dual Collins DME-42
• Dual King KHF-950 w/ SelCal • Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II • Fairchild A100 A CVR (120 min) • DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V • Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT • DL-950 Data Loader Entertainment Blu-Ray DVD with two 19” HD Rosen Monitors. Airshow 410 Interior/Exterior 14 Passenger interior features a Forward four place club, Mid cabin four place conference group opposite credenza, Aft dual three place divans. Forward Galley, Aft Lavatory Maintenance On CAMP. 2C Inspection and Landing Gear Overhaul scheduled for July 27, 2015 Asking Price: Make Offer All Trades Considered
Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 5
www.AvBuyer.com
Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com August 2015 – AVBUYER MAGAZINE
135
CAAPG280July.qxp21/07/201512:29Page1
S H O W C A S E
Two Million Dollar Price Reduction- now $23,995,000
New Gulfstream G280 Serial Number: Registration: Airframe TT: Landings:
2052 N386RW 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 2052 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). 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 (pending certification) Aircell Gogo Biz high-speed internet
Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA
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AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Tel: +1 817 428 9200 Fax: +1 817 428 9201
Aircraft Index see Page 4
CAI2004TBM700C2August.qxp21/07/201512:32Page1
S H O W C A S E
2004 Daher TBM 700C2 Serial Number: Registration: Airframe TT:
281 N700HL 1,575
• Only 1,575 Hours Total Time Since New • Five Bladed - MT Propeller Upgrade • Garmin GNS-530s WAAS • Garmin GMX-200 MFD • Garmin GAD-42 Roll Steering • Garmin GDL-69A Real Time Weather • No Damage History • Available Immediately Avionics • PS Engineering PM8000B Audio Control Panel with Telephone and Music Input and Marker Beacons • EHSI/EADI EFIS 40 - WAAS Upgraded - 2Tubes with Symbol Generator, KVG 350, KCS 305 with Heading Comparator Alarm, Turn & Bank Indicator • GMX200 MFD with ChartView, Radar, Traffic, Terrain, Lightning, XM Wx & Music • #1 GNS 530 WAAS VHF COM/VOR-ILS/GPS • #2 GNS 530 WAAS VHF COM/VOR-ILS/GPS with GI 106A VOR/ILS • KMH 880 Traffic Alert and Terrain Warning displayed on GMX200 • KNI 582 RMI connected to Heading No. 2 • KEA 346 Drum Altimeter connected to ATC No. 1 • WX 500 Stormscope displayed on GMX200 • Tri-Band ELT with Aircraft Identification • KFC 325 3-Axis Digital Autopilot with Pre-
Select Altitude and Yaw Damper w/Garmin GAD 42 • Roll Steering • Heading Gyro 1/2 Selector for EFIS • Standby Vacuum Artificial Horizon • KN 63 DME with output to EHSI and KDI 574 • KRA-405B Radar Altimeter • KDI 574 DME Indicator • RDR 2000 WX Radar with output on GMX200 • GDL69A XM Weather and Music receiver • Mode C ATC GTX 327 • Electrical Artificial Horizon • Vertical Speed Indicator • Airspeed Indicator • KCS 55A HSI and KI 525A connected to NAV No. 2, Heading No. 2 • Second Mode C ATC GTX 327 with UI 3500 Encoding Altimeter • Engine Trend Monitoring System (ETM 700 Shadin) fuel flow and Air data Additional Equipment • Tanis Engine Heater • Battery Charger Provisions • Map Reading Tablet • Thommen Needle Chronometer • Leather Side Panels • Co- Pilot side CD Player Cabinet and Pilot Side Storage Cabinet • Bose Jacks Throughout • Pulse Light Anti-Collision System • Deluxe Medium Beige Leather Interior
J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida
Advertising Enquiries see Page 5
www.AvBuyer.com
Palm Beach Tel: Fax: Cellular: Email: Website:
(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com
August 2015 – AVBUYER MAGAZINE
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JetSenseAviation,LLC2008Lear60XRAugust.qxp_Empyrean21/07/201517:30Page1
S H O W C A S E
2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:
348 N550DG 3,915 2,676
Engines P&WC305A Left Engine: Hours: 3915- ESP GOLD Cycles: 2628 Right Engine: Hours: 3915 - ESP GOLD Cycles: 2622 APU Sundstrand T-20G-10C3A APU. Hours - 1190 Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins Navigation:DME-442
Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Features Enrolled on SMART PARTS. ICG ICS-100 Iridium SATCOM. Airshow 410. Emergency Lighting System. Enrolled in CAMP. R.V.S.M. Capable. Fwd and Aft Monitors (L.C.D.). SONY cabin Entertainment system - DVD system Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior Top Fuselage is Matterhorn white. Bottom fuselage is Royal blue. Accent stripes are red and blue Maintenance Fresh A - D inspections
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 4
AeroheadAviationJune.qxp_HeerenCitUltrasep21/07/201512:34Page1
S H O W C A S E
1990 Learjet 55C Serial Number: 55-142 Registration: N755VT Airframe TT: 5309.1 Engines TFE731-3AR-3B. On MSP Left: 5237.7, CYC: 2869 Right: 5197.7, CYC: 2846 Avionics COMM DUAL COLLINS VHF-22A NAV DUAL COLLINS VIR-32 DME DUAL COLLINS DME-42 ADF COLLINS ADF-60 ADC DUAL COLLINS ADC-85L AIR DATA COMPUTERS TRANSPONDER DUAL COLLINS TDR-90 MODE C **STC CERTIFIED FOR RVSM OPERATIONS** RADAR COLLINS WXR-350 RADAR ALTIMETER COLLINS ALT-55B HF KING KHF-950 TCAS ALLIED SIGNAL CAS-66A TCAS 1 LONG RANGE NAV. DUAL UNS-1D FLIGHT MANAGEMENT SYSTEMS EGPWS/TAWS KING KGP 860 ENHANCED GRND PROX. WARNING SYSTEM Interior FORWARD TWO PLACE DIVAN, TAN LEATHER. HEADLINER AND SIDEWALLS IN LIGHT TAN LEATHER, WITH LOWER SIDEWALLS A COMBINATION OF FABRIC AND TEXTURED TAN CARPET TO FLOOR. CONFIGURED FOR 7 PASSENGER SEATING WITH 2 FOLDOUT DESKS/WORKSTATIONS CENTRALLY LOCATED. AFT FULL LAVATORY AREA WITH
PRIVACY SLIDING DOOR. FULL AFT GALLEY AREA CONTAINING 2 DRAWER REFRESHEMENT CENTER, PORTABLE COFFEE CONTAINER, LARGE DRINK COOLER. FULL HOT/COLD SINK AND VANITY AREA WITH OVERHEAD FLOURESCENT LIGHTING FOR VANITY AND MIRRORED CABINETS. 110 VOLT ACCESSORY CHARGING RECEPTACLE LOCATED AT VANITY Exterior Painted 7/17/2014 WHITE WITH Red, Black, and Grey stripes Autopilot/Flight Director COLLINS APS-85 AUTOPILOT WITH AC-585 AUTOPILOT CONTROLLER COLLINS 85L 5 TUBE EFIS FLIGHT DIRECTOR DISPLAY SUITE Additional Equipment 2 BOTTLE OXYGEN SYSTEM WITH EROS QUICK DON MASKS ARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECT SPPR SINGLE POINT REFUELING SYSTEM AERONCA THRUST REVERSERS 500# BAGGAGE COMPARTMENT INTERVOX II INTERCOM SYSTEML55-R PASSENGER BRIEFING SYSTEM SELCAL 5 SELCAL DECODER CABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT, CABIN) MANUALLY ADJUSTABLE WINDOW SHADING SYSTEM
Aerohead Aviation Randall G. Corson, Aviation Department Manager 1550 E Missouri, Suite 300 Phoenix, AZ 85014 Advertising Enquiries see Page 5
www.AvBuyer.com
Tel: +1 602-738-9440 Fax: +1 480-948-5336
August 2015 – AVBUYER MAGAZINE 139
TheStateTradingCorporationofIndiaAugust.qxp21/07/201512:37Page1
S H O W C A S E
1995 Cessna 560 Citation V Ultra Serial Number: Registration: Airframe TT: Landings:
560-0299 VT-EUX 1460 1458
State Trading Corporation of India is pleased to offer this Cessna 560 Citation V Ultra owned by the Govt. of Tamilnadu, India for immediate sale on “As is where is basis” through tender. The features include:• Low Airframe and Engine Time • Damage/ Accident History: Nil • Logs Complete Since New • Valid Aircraft Insurance • Single Owner Since New • Nine Passenger Seats • RVSM Capable • Always Hangared • Aircraft Inspection can be arranged before Bidding
Avionics Dual VHFComm: Collins VHF - 22A, Dual VHF Nav: Collins VIR - 432, Dual DME: Collins DME - 442, Dual Transponder: Collins MST67A, Weather Radar: Sperry PRIMUS -650, CVR: Fairchild GA-100, EGPWS: Allied Signal GPWS MK-VI, Radio Altimeter: Collins ALT - 55B, GPS: GNS-XES, HF Comm: King KTR 953, TCAS II: CAS - 67A, FDR: Fairchild S603-1000-00 EXPECTED PRICE – USD 635,000 The sale of the aircraft will be done only through tender process. The tender will be published on "www.stc.gov.in" & "www.tenders.gov.in" websites on 30th July 2015 and tender closing date will be 30th September 2015 at 1300 hrs.
Engines Two Pratt & Whitney JT15D - 5D Turbofans with Sl No: LH: 500082 and RH: 500080. Time since New: 1460 Hours
Email: jayaramang@stc.gov.in, viveksaratkar@stc.gov.in Websites: www.tenders.gov.in www.stc.gov.in/tenders/current-tenders.aspx
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Mobile No: +91-8800448020 Phone : +91-44-22502698 Fax No: +91-44-22501788
Aircraft Index see Page 4
ScandicAviationAugust.qxp22/07/201514:45Page1
S H O W C A S E
2005 Cessna 208B Caravan Serial Number: Registration: Airframe TT: Landings:
C208B-1116 ZS-KGM 2916 3948
Second Owner, Immaculately Maintained, Full History USD$1,400,00
• Ready for delivery and commercial operation • Full de-icing equipment incl windshield anti-ice system • No Damage History Engines Pratt & Whitney PT6-114A S/N: PCE-PC1178 Hours Remaining: 684 to O/H 1011 to HSI Propeller S/N: 000853 Hours Remaining: 2109 hours / Year 2017 Features High Floatation Gear (Oversized) Full set of window covers 9 pax seat config (current). Covers for all 11 seats Rear Cargo Net Extended nose gear fork Brake SB completed Exhaust deflector kit Cargo Pod installed
Scandic Aviation
Advertising Enquiries see Page 5
www.AvBuyer.com
Mob: +46 7350 61959 Email: info@scandicaviation.com www.scandicaviation.com
August 2015 – AVBUYER MAGAZINE
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Marketplace Bombardier Challenger 604
Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com
Evgeny Tikhomirov Price:
Make offer
Year:
2007
S/N:
5664
Reg:
OE-IMK
TTAF:
3435:29
Certification: Sep-2006, In Service: June-2007, Power by the hour Programmes: Engines: GE Onpoint Solution
Location: Austria
Bombardier Challenger 300
Price:
Make offer
Year:
2008
S/N:
20227
Reg:
OE-HAB
TTAF:
2000
Location: Austria
Piaggio Avanti II
Main Data: Bombardier BD100-1A-10 (Challenger 300), AC S/N: 20227, Certification: Aug 2008, In Service: Dec 2008, Power by the hour Programmes: Airframe: JSSI (renewal pending), ENG: JSSI (renewal pending), APU: JSSI (renewal pending), Airframe/Engines/APU: All data as of 4 Jan 2014: AIRFRAME: TSN: 2000:08hrs and CSN: 896 cyc, ENGINE: Honeywell AS907 (HTF7000), LH ENG, P/N:3030001-4; S/N: P118589, TSN:2008:08hrs and CSN: 903 cycles
Skyservices Jet Sales Price:
Please Call
Year:
2006
S/N:
1117
Reg:
C-GCOM
TTAF:
3232
Location: Canada (CYUL)
Bombardier Learjet 35A
Tel: +43 (0) 676 720 4239 Email: busjetsale@gmail.com
Evgeny Tikhomirov
Dual Collins AHC-3000, Dual Collins VHF-4000, Collins 5-Tube with AFD-3010, Collins FMC-3000, Collins GPS-4000A, Collins NAV-4500, Collins ALT-4000, Aircell, L3 Landmark TAWS-8000,Collins TTR-4000 TCAS with 7.0 Software, Dual Collins TDR-94D, Collins RTA-852, Dual Collins ADC-3000 Air Data Computers,Collins FSU-5010 (Charts), Dual Collins PWR-3000, Dual Collins FGC-3003 Flight Guidance Computer, Dual Collins CSU-3100, Dual Collins IOC-3100 Input/Output Concentrators, Collins CDU-3000 Control Display Unit,VIP floor plan (7-Place +1),4 single passenger seats in club arrangement, 2-place divan, 1 single forward-facing passenger seat, Aft fully enclosed lavatory with seat-belt, Aft coat closet,Charcoal leather seats with oak wood trim throughout cabin, Dual executive tables, Pyramid with ice chest & miscellaneous storage,Sheep skin for pilot & co-pilot seats.
International Jet Markets Price:
$ 995,000
Year:
1987
S/N:
626
Reg:
N21BK
TTAF:
10771.6
Tel: +1 (877) 759-7598 Email: jetsales@skyservice.com
Tel: +1 (770) 971 5401 Email: JETMARKETS@aol.com
12 Year/12000 hour/3000 Landing C/W May 2011* Engines enrolled on Honeywell MSP & Fully Funded, Dual Collins FIS 84 Flight Directors, Fire Blocked- Eight Passenger Mid Cabin Configuration with 3 place Aft Divan across from two aft facing seats Landings: 9562 Cycles
Location: USA
Cessna Citation Excel
Tel: +1 (312) 953-7937 E-mail: lanceodnl@hotmail.com
Lance O'Donnell Price:
$2,330,000 USD
Year:
2000
S/N:
560-5101
No Damage history, on CESCOM/Proparts, no engine program or APU, externally serviced LAV, cabin 110v outlets and remote temp control, cabin soft goods redone 18 months ago.
Reg:
N81SH
Cycles: 3783
TTAF:
4213
Full details @ www.2000citationexcel.com
Location: USA- IL
www.2000citationexcel.com 142
AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Aircraft Index see Page 4
P142-144.qxp22/07/201516:34Page2
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
Eurocopter EC-120B “Colibri”
SkyWay Aero, Inc. Price:
$795,000
Year:
1999
S/N:
1080
Reg:
N517SS
TTAF:
6,061
Tel: +1 (210) 262-4000 Email: david.welch@sijet.com Enjoy speed and style in this capable and cost-effective Colibri. Advanced ergonomic cockpit with Garmin GTN-750 GPS/Nav/Com, Ryan 9900 BX TCAD. Fresh IRAN inspections from 12 year down. Beautiful new interior, new custom paint, new smoked Plexiglas. 1,937 SMOH on engine, includes Air Conditioning, Artex ELT, FDC sand filter, lots more. Available immediately. Trades welcome.
Location: Texas, USA
www.aircraftsales.com Advertising Enquiries see Page 5
www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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Marketplace Beechcraft King Air C90GT
Price:
US $1,375,000
Year:
2006
S/N:
LJ-1787
All Logs and Maintenance Records Available TAMPA HAWKER BEECHCRAFT, No Known Damage History, Always Hangared. 100% Enrolled Support Plus – [$533 USD per hour]. Engines (P&W PT6A-135A) - 1534.7 / 1534.7 Total Time SNEW (3600 Hrs. TBO) Prop (s): (Hartzell 4-Blade HC-E4N-3) - 1534.7/ 1534.7 SNEW 385HRS L and R 385HRS O/H Next Due 5-1-18
Reg: TTAF:
1534.7
Location: Venezuela
Airbus/Eurocopter AS 350B-2
Tel: +1 (412) 932 61 95 Email: juan.chacon@roquesair.com
Juan Pablo Chacon
Tel: +61 418 11 33 13 Email: mslade@parklea.com
Mark Slade Price:
$1,690,000 USD
Year:
2009
S/N:
4915
Reg:
VH CZN
TTAF:
510
Location: Australia, VIC, Melbourne, we can deliver to anywhere in the world. Additional costs will apply. 1 x Turbomeca Arriel 1D1, CASA C of A. 2009 AS350 B2, VEMD, Night VFR, leather interior, air conditioner, TAS 610, cargo swing (fixed parts), emergency flotation device (gear fixed parts), dual sliding doors, no damage history. One owner since new, corporate use with one pilot. Leather seating and carpet throughout. Black (white removable stripe). Thales H 321 EHM Gyro Horizon, Avidyne TAS 610 Traffic Avoidance System, AIM 205-1 BL Gyro Directional, Turn and Bank indicator, VHF/VOR/LOC/GS Honeywell KX 165, VHF/VOR/LOC/GS/GPS Garmin GNS 430W, linked to course deviator Honeywell GI 106, Transponder Garmin GTX 327. Price Reduced to US$1,690,000 + GST
Location: Australia
Tel: +1 (912) 313 5700 Email: Kevin@dsavn.com
Kevin Iocovozzi
Gulfstream G280
Price:
$23,250,000 USD
Year:
2015
S/N:
TBD
Direct Sale From The Owner. Available For Viewings In USA Now. The APU, Airframe And Engine Hours Are Solely Due To Production And Delivery. Landings: 12. Engines Honeywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1 Compliant. Aircraft Equipped With G280 “Intercontinental Flight Package”. Int: 10-Passenger Gulfstream “Hallmark” Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan. Insp: On-Condition Maintenance. PRICE REDUCED
Reg: TTAF:
45
Location: USA
AVIATION CONSULTANTS
Ph: +1 915 772 0005 Email: estela@avconelp.com
Tay 611-8 Engines for Sale (1) $1,750,000 (1) $1,250,000 Par Avion Ltd
Alberth Air Parts
+1 832 934 0055
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 144
AVBUYER MAGAZINE – August 2015
www.AVBUYER.com
Aircraft Index see Page 4
P142-144.qxp24/07/201509:10Page4
LEKTRO
Introducing The New
Celebrating 70 Years of Innovation, 1945-2015
AvBuyer.com
Models ranging
15,000 to 210,000 lbs.
Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain
The best aircraft for sale search anywhere, everywhere – on pc, smartphone and tablet.
www.
LEKTRO .com
1-800-535-8767 1-503-861-2288 sales@lektro.com
AvBuyer (USPS 014-911), August 2015, Vol 19, Issue No 8 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.
Advertiser’s Index 1st Source Bank ........................................................55
Duncan Aviation ..................................................51, 81
JetPro Texas...................................................130 - 131
21st Century Jet Corporation ...............................146
Eagle Aviation .............................................................33
John Hopkinson & Associates ....................111, 129
Aerohead Aviation ...................................................139
Elliott Jets ..........................................................65, 101
Leading Edge Aviation Solutions .........................115
Aircraft Guaranty Corporation.................................61
Farnborough Aircraft Interiors .................................85
Lektro..........................................................................127
AMAC ............................................................FC, 79, 94
Florida Jet Sales.......................................................135
Mente Group ......................................................
Aradian Aviation .......................................................109
Freestream Aircraft USA..................................25 - 27
Mesinger Jet Sales............................................21 - 23
AvBuyer......................................................................145
Gamit ............................................................................85
NBAA Corporate .....................................................125
Aviation Advisors .....................................................133
General Aviation Services........................................93
OGARAJETS......................................................16 - 17
Aviation Partners......................................................113
Global Jet Monaco ............................................14 - 15
Par Avion......................................................................48
Avjet Corporation ..............................................44 - 45
Hagerty Jet Group......................................................73
Rolls-Royce..................................................................57
Avpro ....................................................................10 - 13
Hatt & Associates ......................................................41
Scandic Aviation ......................................................141
Bell Aviation ........................................................42 - 43
Hubbard Aviation .......................................................39
Sorens Group...........................................................134
Bombardier..................................................................29
Intellijet International.................................................6-7
Southern Cross Aviation ........................................121
Boutsen Aviation......................................................107
Int’l Aviation Marketing..............................................48
Tempus Jets.................................................................63
CAAP .........................................................................136
Jet Sense Aviation/Gantt Aviation .......................138
The Elite London ........................................................95
Central Business Jets .............................................147
Jet Support Services (JSSI).....................................67
The Jet Business................................................46 - 47
Charlie Bravo...............................................................77
JetBed...........................................................................83
The State Trading Corp of India...........................140
Conklin & de Decker ...............................................127
JetBrokers ...........................................................36 - 37
VREF Aircraft Values ..............................................145
Corporate AirSearch Int’l .......................................137
Jetcraft Corporation...............................34 - 35, 148
Wright Brothers Aircraft Title ..................................69
Corporate Concepts.........................................49, 91
Jeteffect .....................................................................103
Dassault Falcon Jet .................................................2-3
JetExpo ......................................................................122
Advertising Enquiries see Page 5
www.AVBUYER.com
August 2015 – AVBUYER MAGAZINE
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145
21stCenturyMay22/04/201515:58Page1
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
WANTED: FALCON 50 WITH -3D-1D ENGINE UPGRADE
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
CBJJune.qxp_CBJNovember0620/05/201512:09Page1
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
Since 1983……
2013 Dassault Falcon 7X "Limited Edition" SN 213 Only 325 Hours Since New, Single Owner with Long Standing Falcon History, All Programs and Tip to Tail Warranties thru 12/15
2008 GULFSTREAM G200 SN 199 2248 TT / 1212 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera
FALCON 50-40 SN 25
GIVSP SN 1487
Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010
One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etc…., Extremely Recent 12-Year Heavy Check. Also available GIVSP SN 1453 Single Midwestern US Owner
CITATION X SN 275
2000 CHALLENGER 604 SN 5458
Winglets, Primus Elite 875 LCD Flight Deck Upgrade, Aircell ATG-4000 Gogo Biz w/ Wifi, RRCC, Cescom Also available Citation X SN66 and Citation Sovereign SN156
4500 Hours, 2100 Landings, GE ONPOINT, -150 APU on MSP Gold, Smart Parts Plus Program, Factory Installed FWD and AFT Vacuum Toilets, Forbes 500 Owner
2003 GULFSTREAM G100 SN 150
CHALLENGER 300 SN 20264
3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit
February 2010 In Service Date, 48-Month c/w 02/14 by Bombardier, MSP Gold Engine Program, ATG-5000 Gogo Biz w/ WIFI, Premium Interior Package, Single Midwestern US Owner
www.cbjets.com
ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)
Making the complex simple for over 50 years.
2008 CESSNA CITATION SOVEREIGN S/N 680-0250 •1 ,623.6 Hours; 1,011 Cycles • O ne Owner Since New • Engines on Power Advantage Plus, APU on AUX Advantage Plus; Engines on JSSI Platinum
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.
2008 GULFSTREAM G200 S/N 187 •1 123 Hours Only; 683 Cycles • A irframe on PlaneParts; Engines on ESP; APU on MSP • 10 Passengers Configuration; Collins CMS
2002 BOEING BUSINESS JET S/N 30330
2007 GULFSTREAM G450 S/N 4103 •2 ,788 Hours; 1,014 Cycles • 16 Passenger Configuration • Enrolled in PlaneParts; Rolls-Royce CorporateCare; MSP
•L ow Time Aircraft and Engines Enrolled on JSSI • E xtensive Avionics Upgrades with FANS 1/A, TCAS 7.1 and ADS-B Out • Recent Extensive Interior Refurbishments and Upgrades
2010 BOMBARDIER CHALLENGER 605 S/N 5816
ALSO AVAI L ABLE
• 1,091 Hours; 423 Cycles • 1 2 Passenger Configuration • US "N" Registered
2000 BOMBARDIER GLOBAL EXPRESS S/N 9011 • 8,668 Hours; 2,608 Landings • E ngines and Airframe Fully Programmed • New Paint and Interior in 2011
I N FO @ JETC RAF T. CO M
8-2015_AVBuyer_Back Cover_Simple Complex.indd 1
2010 AGUSTA A109 POWER 2007 CHALLENGER 300 2003 CHALLENGER 604 2014 GLOBAL 5000 2012 GLOBAL 6000 2003 GLOBAL EXPRESS 2010 GLOBAL XRS 2005 LEARJET 45XR 2008 LEARJET 60XR 2006 CITATION CJ3 2011 FALCON 2000LX 2010 FALCON 900LX 2000 DORNIER 328-310 2006 GULFSTREAM G450 2005 GULFSTREAM G550
+ 1 9 1 9 9 4 1 8 4 00
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