AvBuyer Magazine August 2016 by AvBuyer Ltd.

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AVBUYER August 2016

™

B U S I N E S S

A V I A T I O N

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

AMAC AEROSPACE

SWISS EXCELLENCE IN BUSINESS AVIATION See page 5 and 43

THIS MONTH Aircraft Comparative Analysis – Embraer Phenom 300 International Operations India Plane Sense on Refurbishments www.AVBUYER.com

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Falcon 7X 2013 • s/n 195 • 435 hrs. total time • Very low time, Private use only • 14 passengers configuration without crew rest • Airframe under FalconCare and Falcon Broadcast • EASy II (Baseline, LPV, ADS-B out, SVS, ADM, Dual Jeppesen, ATN-B1, FANS-1A+) • Engines on ESP, APU on MSP • HUD & EVS, MCS 7120 swift broad band Satcom • EASA / EUOPS1 compliant

Falcon 7X 2011 • s/n 109 • 1,890 hrs. total time • 14 seats / 12 passengers, no crew rest • FalconCare enrolled • EASy II (Base line, ADSB-out, CPDLC ATNB1) • HUD, EFB, 3 FMS, 3 IRS, 3 VHF • Cabin Humidifier • Iridium Satcom 4 Channels with DIU

Falcon F900EXy with Winglets 2007 • s/n 184 • 3,638 hrs. total time • 13 passengers with forward and Aft lavatories • Engines and APU on MSP Gold • Aircraft on FalconCare, 2C due August 2019 • EASy II, LPV, ADS-B out, SVS, Dual Jeppensen Charts, CPDLC ATNB 1 & FANS 1A • Iridium Satcom with DIU • 3 FMS, 3 IRS, 3 VHF

Falcon 2000LX 2012 • s/n 230 • 805 hrs. total time • 8 passengers • EASy II upgrade (SVS, Full CPDLC, ADS-B out) • EASA / EUOPS1 compliant • February 2018 C check • Engines on ESP, APU on MSP • 3 VHF, 3 IRS, 3 FMS, HUD, EFVS, Dual EFB’s • Dual Satcom, Iridium & Aviator 300

Falcon 2000LX 2009 • s/n 193 • 1,803 hrs. total time • 10 passengers • EUOPS1 compliant • Fresh C Check • ESP, MSP • EASy II baseline • Iridium Satcom • 3 VHF, 3 IRS, 1 EFB, Dual external camera

Falcon 2000 1997 • s/n 037 • 4,749 hrs. total time • Very low time Aircraft • 8 passengers with Fwd and Aft lavatories • EASA / EUOPS1 compliant • Engines and APU on CSP / MSP • Sept 2015 C, 3C, 1B inspection • One owner one operator since new • 7.1 TCAS, Collins Sat-906-4 Satcom

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Editor Welcome Aug.qxp_JMesingerNov06 18/07/2016 15:18 Page 1

Editor’s

Welcome

Business Aviation Is Opportunity y first experiences in publishing were with Ziff Davis, Inc. The company’s CEO, William B. Ziff, Jr., was a rare combination of brilliant businessman and insightful intellectual. At age 23 he assumed leadership of Ziff Davis when it was grossing about $2m annually and operating in the red. He transformed the marginal company into a very profitable giant in magazine publishing— eventually selling his holdings over several years starting in 1987 to net more than $2bn! Magazine publishing was experiencing profound changes in 1953. Television was in the process of replacing the public’s love affair with communication channels such a Life, Colliers and the Saturday Evening Post, which were immensely popular magazines offering generalinterest content for decades leading up to the 1950s. Bill Ziff recognized the changing epic created by TV and led the charge toward special interest publications. Rather than lamenting change, he embraced the challenge and scored very big indeed. At a meeting of company department heads after particularly impressive year-end results were released, Bill advised his audience to measure leadership and success not by performance during good times. Anyone can look good when the marketplace is expanding and when just being in the game yields winning results. The true measure of business acumen is dealing with difficult market conditions. Today’s market for business aircraft could well be characterized as difficult. But with changing market conditions comes opportunity. Races are won in the curves. Business aircraft are effective business tools that provide transportation that is unique. Nothing replaces face-to-face interaction between clients and partners. The broker/dealer company that focuses on the benefits of Business Aviation has the potential to move ahead of its competition. Furthermore, customers want their use of Business Aviation to be efficient, safe and effective. Thus they need more than someone to sell them hardware—they want a trusted partner to provide guidance and oversight of their Business Aviation activities. The broker/dealer that offers consulting and management services truly understands the changing needs of today’s market. Believe in the benefits of Business Aviation. Proactively advocate those advantages. And

expand your services to include consulting and management advice. Make these difficult times your friend.

In This Issue

Good management requires good intelligence. AvBuyer’s Mission is to provide you with information that is accurate, relevant, useful and stimulating. We want to excite your entrepreneurial appetite and fulfill your need for knowledge. We want you to seize the opportunities that change presents. For the dealer/broker, Rollie Vincent provides the latest in Market Indicators, Dave Higdon summarizes his timely survey of market participants, and the team of Mike Chase and Marj Rose examines the nature to aircraft retirements. For business aircraft owners and decision makers, we offer the perspectives of David Wyndham and Jeremy Cox regarding methods for assessing aircraft valuation as they age. Stuart Hope, meanwhile, draws reader attention to the unique aspects of insurance designed to reduce exposure to terrorism risks. For aviation professionals and Flight Department Managers, this issue of AvBuyer presents its ongoing menu of operational insights. Of particular interest to operators as well as vendors offering Business Aviation services is Ken Elliott’s in-depth treatment of special use applications, exploring new business opportunities. Mario Pierobon adds to his monthly examination of management’s role in safety, citing a tragic helicopter mishap to emphasize the need for unambiguous SOPs while Jodie Brown provides five actions that managers can take to avoid employee problems before they spiral out of control. Andre Fodor offers his perspectives as Aviation Director of a Flight Department on how to stay happy, healthy and productive in your job, while Dave Higdon continues his series on how different regions of the globe address the airspace management, this month focusing on India. And not to be overlooked is AvBuyer’s regular inclusion of Mike Chase’s comprehensive Comparative Analysis, this month’s subject being the Embraer Phenom 300. We wish all AvBuyer readers great success. Jack Olcott - Editorial Director & Publisher. AvBuyer Your source for Business Aviation Intelligence

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)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)20 8939 7720 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)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

Aircraft Index see Page 153

Swiss Excellence in Business Aviation

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

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Volume 20, Issue 8

August2016

Contents T BizAv Intelligence

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

Maintenance Recommendations when Refurbishing Your Aircraft: JSSI’s Donald Ridge draws on his many years’ experience to offer five top tips…

Aging Business Aircraft Inventories: When do older business aircraft retire, and why’s that important to predicting future sales? Mike Chase & Marj Rose investigate

International Business Aviation Operations (Part 4): Dave Higdon considers how to plan around and overcome difficulties when travelling to and over India’s airspace

Q2 2016 Used Aircraft Market Summary: Slow sales, or more sellers? Dave Higdon asks the dealers & brokers about the increase in Small & Mid-Size jets on the used markets

The Keys to Pilot Health: With personal life dictated by the company’s flying schedule, Andre Fodor offers tips to stay healthy & productive within the busy flight department

Creating a More Positive Flight Department: Jodie Brown offers five steps to take to ensure a happy and fulfilled flight department team

Flight Department Safety: Highlighting a fatal accident, Mario Pierobon asks whether there’s enough clarity in your operation’s Standard Operating Procedures…

Retail Price Guide: 20-year Turboprop price guide from The Aircraft Bluebook

Specifications: Turboprop performance and specifications comparisons

102

Aircraft Comparative Analysis – Phenom 300: How does Embraer’s Phenom 300 square up against Cessna’s Citation CJ4? Find out here…

T Boardroom

BizJet Asset Management (2 of 3): What is the key to maintaining your aircraft’s value? David Wyndham continues his series… What’s the Impact of Damage History on Aircraft Value: Senior certified aircraft appraiser Jeremy Cox offers perspectives on damage history in relation to resale value Per-Occurrence War & TRIA Liability Insurance: Broker Stuart Hope upgrades per-occurrence war & TRIA liability to a ‘buy’ recommendation. Here’s why…

T Flight Department

A Discussion on Special Missions Aircraft: Providing special market opportunities for business aircraft brokers and operators, Ken Elliott explores a fascinating world… Picking the Best Interior for Your Jet: Faced with millions of cabin refurbishment permutations, how can aircraft owners narrow the choice to exactly what they need?

AVBUYER MAGAZINE – August 2016

T Community

110 BizAv Review: News; OEM Bites; Arrivals & Events

www.AVBUYER.com

Aircraft Index see Page 153

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Hatt & Associates August.qxp_Layout 1 18/07/2016 15:59 Page 1

2000 Gulfstream G200

S/N: 0007. Reg: N844RC 6,168.7 Hours since New

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S/N: RC-14. Reg: LV-CNW 692.5 Hours since New Block Point Inspections / Load 20 Mod-Output completed Engines enrolled on ESP Aircraft will be delivered with Fresh Paint

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary Thoughts on Aircraft Prices Ahead of Q3 2016

What’s up with business aircraft prices, asks Rollie Vincent, Editor,

Market Indicators. Or perhaps more appropriately, "what’s down?" o into just about any business aircraft hangar or the office of an aircraft salesperson, financier, or appraiser these days and the hot topic near the top of everyone’s list is that of aircraft values. Prices for almost all new and pre-owned business aircraft models have continued to trend downwards as we pass the mid-point of the Northern Summer. What a summer it is turning out to be, beginning with the remarkable vote in the UK to leave the EU (followed by a flurry of highlevel resignations of political leaders on both sides of the aisle in the fractious debate). Brazil is scrambling to make final preparations before hosting the 2016 Summer Olympics (in their Winter, no less). Preparing for a sharp increase in business jet and visitor arrivals, it grapples with on-going political unrest and weak commodity prices. Stateside, all eyes seem glued to the latest news on what looks to be an historic Presidential election in November, with unknown consequences for the Business Aviation industry, government policy priorities,

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

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

and legislative direction. Meanwhile, outlooks for 2016 GDP growth in the five largest country markets for the world’s business jets (the US, Mexico, Brazil, Canada and the UK) have declined since the end of Q1 2016, with four of the five (Mexico being the exception) expected to grow by less than 2%. Brazil’s economic outlook amongst this group is by far the weakest, with the economy expected to actually shrink by -3.5% in 2016, despite the massive infrastructure investment and inbound travel associated with Rio 2016.

Optimism Wanes

The recently-completed JETNET iQ Q2 2016 Survey of business aircraft owners and operators suggests that the overall levels of optimism have slipped somewhat from Q1, based on the opinions of more than 500 respondents in 64 countries. Optimists continue to outnumber pessimists, but the gap has been shrinking between those who think we are past the low point in the current business cycle (43.6%) and those who think we have not reached the low point (30.5%) see Chart A. Aircraft Index see Page 153

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CHART A Business Aircraft Owners & Operators Optimism (Region)

Regionally, respondents outside North America (USA and Canada) and Europe are the most pessimistic, although responses in Q2 2016 varied little by aircraft size category operated. In the market for business aircraft products and services, the basic laws of supply and demand that drive pricing and residual values are hard at work, 24/7/365. ‘For Sale’ inventory levels – measured as a percentage of the inservice fleet – have been slowly increasing since 2014, and are now approaching 12% overall for the business jet fleet. The highest levels of aircraft availability continue to be in the traditional Mid-Size Jet segment, and the lowest in Business Turboprops. Some aircraft OEMs have their hand on the throttle lever and are poised to slow down or pause their rates of production for certain models that are no longer in demand. These are difficult but probably necessary decisions to reset the rules of engagement with customers who have had the upper hand in this high stakes poker game, where the costs of unsold inventory (the notorious ‘whitetails’) fall squarely on the OEMs. As Hagerty Jet Group notes in a wellconsidered article that follows (p22), there can be tremendous value locked into pre-owned aircraft that are reliable, capable, and well supported by their manufacturer. Although new models will always have their appeal, there is much to be said for the quality and selection of pre-owned aircraft that can be purchased today (see the excellent Asset Advertising Enquiries see Page 4

Insight article to this effect on p28). Like a company that buys back its stock when the market price doesn’t reflect its own perceptions of current and future values, many aircraft owners have elected to hold onto and upgrade their aircraft in this business cycle. JETNET’s iQ Surveys suggest that about half of the owner/operator community has deferred a new aircraft purchase decision in the past two years because of low residual values. Declining prices have characterized the pre-owned business aircraft market for several years, and with US bizjet utilization still more than 11% below pre-2008 crisis levels despite almost 30% fleet growth, this looks set to continue through the long, hot days of the summer of 2016.

‘Main Street’ Confidence

Although US stock markets continue to impress – at our publication deadline, the Dow Jones Industrial Index was up 18% since its low point in February 2016 - US corporate profitability has stalled. The latest results from the US Bureau of Economic Analysis indicate that annualized after-tax profits slipped almost 6% and gross private investment by almost 13%, year-overyear in Q1 2016. Although this is the most recently available information, profits have flattened over the past few years, despite the fact that the US economy has been growing slowly but steadily. The confidence level of corporate purchasing managers in the United States, a widely watched indicator of business health, was at 53.2 in June 2016, up from 48.2 in  www.AVBUYER.com

“Declining prices have characterized the pre-owned business aircraft market for several years, and... this looks set to continue through the long, hot days of the summer of 2016.”

continued on page 20

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BIZAV INTELLIGENCE T MARKET INDICATORS January but flat year-over-year. The University of Michigan’s US consumer sentiment index, another key indicator of Main Street confidence, was at 89.5 in July 2016, down from 92.0 in January and from 93.1 year-over-year. In other words, the flat-as-Kansas market we discussed in last month’s column remains pretty flat. Generally speaking, companies with the ability to purchase a business aircraft appear to be carefully considering their options. For those already operating an aircraft and needing another, the rationale for purchasing a new asset must be compelling – for example, if the new aircraft offers a level of performance or mission capability that cannot be achieved with a current aircraft. The decision to purchase or not can be difficult for even the most highperforming of today’s new aircraft offerings, especially given the fact that many companies and UHNWIs have opted to fly fewer long-range missions with the slowdown in emerging markets. For companies that simply need more lift due to increased levels of business activity, we understand that many are (wisely) looking at pre-owned aircraft as an interesting, yet highly capable alternative investment that is, in some cases, far less capital intensive. As always, jet cards, fractional and charter lift solutions, especially from trusted players with a heritage of providing superior service levels, can be very attractive options to a purchase, enabling the customer to keep their powder keg of capital dry for other more fundamental battles.

Exceptionally High Value

In any event, pre-owned aircraft buyers will find much to drool over in the

pages in this magazine (note, for those who prefer not to drool on their magazine, AvBuyer offers an excellent on-line version). Our view is that inventory quality, availability and valuefor-the-dollar are at exceptionally high levels, and should remain so, at least for the time being. Nevertheless, and over the next several quarters, we do expect these battle lines to begin shifting back towards the other side of the bargaining table, as OEMs make some hard calls about lowering production rates and exiting certain model lines. Aircraft that are delivering at rates of 1.5 units per month or less are surely on their CFO’s high watch for cutbacks (and if they aren’t already, they probably should be). Although the production tools and R&D may have been written off long ago, enabling the product line to be profitable on paper at low output rates, there is a real cost – and if nothing else an opportunity cost - of consuming floor space, personnel and available resources for a low-volume model. For an OEMs leadership team, these can be tough, but necessary, calls – ultimately reflecting the fact that there are simply too many models chasing too few customers across the industry, resulting in soft prices and declining residual values. For those considering purchasing one of the many high-quality preowned aircraft that are available today, it would be wise to remember the famous words of American game show host and part-time philosopher Bob Barker: “Ladies and Gentlemen - what are you waiting for (if) The Price is Right?” MI www.rollandvincent.com

BizAv Activity Europe There were 81,436 Business Aviation departures in Europe in June 2016, notes WingX, representing a -1% YOY decline in activity. The decline came from fewer Turboprop and Piston flights. Jet activity increased 1%, with a significant 4% increase in business jet AOC activity... The main growth impetus this month came from France where activity was up 4% YOY. After six months of 2016, Business Aviation activity in France was up 1.3%, equivalent to 173 additional flights per month, compared to 2015. UK was also up 1.3% in 2016. Growth in Spain included a gain of more than 5% in AOC activity, which was also slightly up in Italy and Switzerland but declined -11% in Germany. Private flight activity (50% of all flights this month) was down -2.5%, and declined across all the main European markets except Sweden and Norway. Private flights have fallen in seven of the last 12 months, in contrast to AOC which has declined in just two months since July 2015. Flight activity within Western Europe sustained slight growth, but continued to weaken in the South and East, and this month fell back heavily from North America, North Africa and Middle East. Arrivals in Europe from Russia were down -14% YOY. Five out of nine business jet segments grew in activity this month, with the largest gains in the Super Mid-Size and VLJ segments. Both Light and Super Light segments were also ahead. Mid-Size and Heavy Jet activity continued to erode. Private flights declined -3%, -8% and -25% respectively for Ultra-Long-Range, Heavy and Mid-Size jets. VLJ Private flights were up 6%, and VLJ Charter flights gained 20% YOY, with the Citation Mustang the strongest performer. “At the halfway point this year, Business Aviation activity is slightly trailing last year’s trend, which is disappointing,” summarized WingX managing director Richard Koe. “However, this belies some solid recovery in business jet activity, particularly in AOC flights... We will have to see over the next few months whether the Brexit vote at the end of June sets back the UK’s contribution to the Eurozone’s recovery.” MI www.wingx-advance.com

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

Aircraft Index see Page 153



Corporate Concepts August.qxp 20/07/2016 16:19 Page 1

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MarketIndicators August16.qxp_Layout 1 19/07/2016 09:52 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

A G550 Owner’s Replacement Dilemma Prior to 2008, it was common for a Gulfstream to retain nearly 100% of its value or better, notes Hagerty Jet Group in its Q2 2016 Gulfstream Quarterly Market Update. Today, residual values are declining at historic rates, and that situation is effecting how and when aircraft owners are replacing their business jets… Global demand in 2008 was so strong that the backlog for a new G550 was greater than four-years. Therefore, owners became accustomed to replacing their aircraft every few years and actually making sizeable profits when selling their used ones. This made a compelling argument to always have the newest airplane ordered for purchase. Ten years ago, a G550 buyer could sell a position for a 10% profit. Today, they’re losing 10% at delivery and arguably another 10% within the first year of ownership. Back in 2008, Gulfstream was very successful securing orders for new G650s from G550 owners who saw the G650 as the ultimate business jet. But for those who did not take advantage of introductory pricing, it’s difficult to justify the additional investment when G550 residual values have been hit so hard. Owners and operators love the G550. It’s a safe, reliable, efficient and proven aircraft with incredible range up to 6,750nm at Mach 0.80. Gulfstream has delivered over 540 units since 2003, and apart from the continually improving interiors and systems, the airplane is virtually the same product today as it was 13-years ago.

The True Cost to Upgrade

Assume a G550 owner bought his airplane new in 2010 for $50m. That same airplane is now worth around $30m (approximately 40% less than paid 6-years ago). The owner is happy with the G550, but they typically buy new airplanes every 5-7 years. Gulfstream would happily sell a new G650ER that delivers in 2019 for around $70m (with options and escalation). By the time it delivers, the used G550 will be worth $25M or less. Therefore, the net replacement cost to upgrade to a new G650ER is nearly $45m. Many G550 owners struggle to justify how the improvements of a new G650ER can really be worth $45m to fly the same trips that their G550 already covers safely and reliably. Moving forward, G550 owners will also consider the new G500/G600 models as viable choices. The technological improvements and design philosophy of the G500 and G600 are going to set new operating and performance standards in the industry. However, when the next available G500 delivers in 2019, the cost of replacing a nine-year-old G550 with a new G500 will be at least $25m. The G500 offers a slightly wider cabin than a G550 by adding seven inches, but is virtually the same overall cabin volume. The G500 flies faster at high-speed cruise, but offers significantly less range at 5,000nm. Buyers with longer range requirements may need to spend $10m more and get the 6,200nm range of the G600 (550nm less range than the G550). This leaves G550 owners wondering why they should spend 22

AVBUYER MAGAZINE – August 2016

twice as much as their current airplane’s value to upgrade to a newer model that doesn’t fly as far as their G550, and offers only a marginally improved cabin experience. Is it worth doubling the price for a jet that flies at a higher speed simply because the new avionics make the pilot’s job easier? Yes, it’s nice to get there faster, but is the marginal time-saving worth $35m…?

What’s a Loyal Gulfstream Owner to Do?

The current G550 owner will either keep their existing G550 longer or turn to the pre-owned G650 market where prices have dropped by $10m in just the past few months. Once the price for a pre-owned G650 drop to $50m and below, the delta between the G550 and G650 is closer to $20m making a compelling argument to choose a pre-owned G650 as an upgrade. With 180 G650 units now in service and 19 pre-owned airplanes currently ‘For Sale’, it’s time for G550 owners to start planning a G650 upgrade sooner than later. MI www.hagertyjetgroup.com

www.AVBUYER.com

Aircraft Index see Page 153



Eagle August.qxp 21/07/2016 10:05 Page 1

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1999 CESSNA 182S, S/N 18280353

2004 CESSNA T182T, S/N T18208308

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MarketIndicators August16.qxp_Layout 1 20/07/2016 09:35 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Used Inventory Continues To Grow

From a report in AIN Online the latest UBS Business Jet update indicates the inventory of used business jets on the market continues to creep up, with the number of available Small and Mid-Size jets beginning to close the gap with Large aircraft... UBS notes that the available inventory of business jets rose by a percentage point in May, approaching 11.5% of the installed base. However, it is still below the historical average of 13%. The inventory of young aircraft (those from zero to 10 years old) was up 2%, while ‘very young’ aircraft (age zero to five years old) grew by 4% in May. Over the past year, the very young

inventory has inched up 3% while the 6-10 year-old segment has jumped 21%. The 6-10 year-old category has logged upticks in nine of the last 11 months, “and on an absolute basis is at an all-time high,” UBS noted. Inventories for Small and Mid-Size aircraft have swelled to 10% and 11% of the installed base from 8% and 9% a year ago. The number of large aircraft ‘For Sale’ has stabilized at 12%. “We ultimately see the market improving on pent-up corporate replacement demand in North America,” UBS told investors. MI www.ubs.com

Promising Prospects for Swiss BizAv Switzerland’s Business Aviation industry is an important economic sector that seems set for further growth, so long as capacity and regulatory issues do not stifle its potential, according to industry players gathered for discussions in Bern… Switzerland is the seat for many worldclass multinationals and financial institutions. BizAv accounts for over 17,000 direct and indirect jobs in the country translating into almost €1bn in labour compensation, some €1.3bn in GVA, and over €3.7bn in total output. "Business Aviation has an image issue," commented Hans-Ueli Vogt, Member of the Swiss National Council and Chairman of the Parliamentary Group for Aviation. "It's perceived to be elitist and luxurious. The sector must fix this image and demonstrate that, in fact, it ultimately serves the public interest by increasing mobility, which consequently increases the competitiveness of a geographical area." MI www.ebaa.org

Summer Events Boost European Flying New research from Avinode has revealed that sporting and cultural events taking place in Europe this summer are providing a welcome boost to Business Aviation figures, despite an overall -1% decline in flight activity compared with 2015. Oliver King, MD, Avinode, commented, “This summer, Europe has plenty of draws for visitors, with France being one of the most popular destinations. Data from the Avinode Marketplace shows there were 10 times as many requests for flights to Nice at the end of May 2016 compared with the rest of the year, primarily driven by the F1 Monaco Grand Prix, the French Open and the Cannes Film Festival. "Business jet charter requests also surged on June 10-11, 2016 in the 10 24

AVBUYER MAGAZINE – August 2016

French host cities of the UEFA Euro 2016 football games. There was a boom in Marseille with 2,600 requests for those two days – a 100-fold increase compared with the same period in 2015. Of those requests, approximately 40% were from Russia..." King concluded, "Europe continues to be a leisure market driven by the preferences of high net worth individuals and a tradition of a long summer break. This is in contrast to the USA where corporate use of business jets lessens the impact of holiday peaks, and means the industry is shaped more by economic and political events, such as the 2016 Presidential Election." MI www.avinode.com  continued on page 28 www.AVBUYER.com

CANNES PROVED A BIG PULL FOR BIZAV OPERATORS

Aircraft Index see Page 153

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2014 Global 6000 SN 9548

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MarketIndicators August16.qxp_Layout 1 20/07/2016 09:36 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

Increased Indian Demand for Business Aviation?

Aircraft Values & Inventory Fleet Maintenance Condition An Asset Insight market analysis conducted on June 30, 2016 covered 91 fixed-wing models, and 1,965 aircraft listed for sale, revealing the following… After a slight Q1 contraction, spreads between Ask Prices and Transaction Values widened again during Q2 due to sustained erosion in values. The number of Business Jet Aircraft transactions was sharply lower during the first half of 2016, compared to the same 2015 timeframe. •

• •

• Global Jet Capital, a leading provider of financing solutions for Large-Cabin, Long-Range business jets, expects demand for Business Aviation in India to increase as a result of the country’s strong economic growth… New research from Global Jet Capital reveals that over the last decade (2006-15), 70 Mid-Size to Heavy business jets were delivered to India, with a combined value of around $3.5bn. The company says these aircraft typically cost between $25m$75m each. Up to 80% of the funding used to purchase these is sourced through external financing. Consisting of a greater proportion of Mid-Sized to Heavy jets than the global average, 44% of the Indian fleet is classed as Mid-Sized to Heavy, indicating that demand for finance from Indian buyers is likely to be greater than from other regions. Global Jet Capital, which recently completed the purchase of the aircraft lease and loan portfolio of GE Capital Corporate Aircraft in the Americas representing approximately $2.5bn of net assets, has around $1bn to lend to clients to purchase relevant business aircraft in India and elsewhere around the world. Simon Davies, VP, Sales (India) at Global Jet Capital says, “For the fiscal year 2015-2016, India’s GDP growth was around 7.6%, and some market commentators are predicting that growth will gain momentum in 2016-2017…Demand for Business Aviation is closely correlated to economic growth so we believe long-term, India will see a significant increase in demand for business jets. “This is already a very attractive market for us, and we expect it to become even more appealing in the coming years.” MI www.globaljetcapital.com

Inventory Fleet Maintenance Condition

Asset Quality reached an all-time high level, while the analysed fleet’s Maintenance Exposure value matched the tracked fleet’s historical average. Quality Rating: The Asset Insight Quality Rating was virtually unchanged, rising to 5.377 from May’s 5.349, on Asset Insight’s scale of -2.5 to 10. Maintenance Exposure: Maintenance Exposure (an aircraft’s accumulated maintenance financial exposure) worsened 1.3% over May, increasing $19k to $1.46m from $1.44m. By aircraft sector, the figures were as follows: •

•

• Find out more about operating in India in our International Business Aviation Operations series on p78 of this edition. 28

AVBUYER MAGAZINE – August 2016

Large Jets: After evidencing some stability between Ask Price and actual Transaction Value during Q1, values are once again moving downward, pushing spreads sharply apart in Q2. Medium Jets: Values posted a slight contraction between Ask and Transaction price spreads, as they did during Q1. Small Jets: Values widened slightly between Ask and Transaction figures. However, demand is no longer outpacing supply within this sector, so Asset Insight anticipates this gap to narrow in the future. Turboprops: Values remained consistent. Should inventory continue to build, a slight increase in the spread between Ask and Transaction pricing will be likely.

www.AVBUYER.com

Large Jets: ‘Outstanding’ and record high asset quality (consistently the best among all groups) at 5.565, a 4.9 AI2 basis point improvement over last month; Maintenance Exposure worsened slightly, increasing from $3.061m to $3.096m. Medium Jets: ‘Excellent’ asset quality at 5.358 (versus last month’s 5.389), earning the group third place among the four sectors; Maintenance Exposure worsened by $30k, increasing to $1.281m from $1.251m. Small Jets: Retaining second place, this category had an ‘Excellent’ asset quality rating at 5.433, versus last month’s 5.393. Maintenance Exposure worsened by $48k, increasing to $769k versus last month’s $721k. Turboprops: ‘Very Good’ asset quality at 5.074, versus May’s 5.016 rating; Maintenance Exposure also improved, falling $15k to $552k – a figure better than the group’s $561k 12-month average. Aircraft Index see Page 153

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Exposure to Ask Price (ETP) Ratio Our tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) worsened last month, increasing to 54.0% (equalling the tracked fleet’s 12-month average) from 52.9%, with all but Turboprops contributing to the increase. Higher Maintenance Exposure figures for all but the Turboprop sector, and a record low average Ask Price were the primary drivers. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the Ratio has been above 50% for the past eighteen months. •

•

Table A

Large Jets: ETP Ratio (the best among the four groups) has been steadily worsening since February, increasing this past month to 38.3% from 37.4%. Ask Price fell to $14.22m from $14.89m – a 4.5% reduction and another 12-month low figure. The sector continues to offer great value for Buyers, and they are likely to seize on this unusual mix of high quality and low values, leading to the best assets trading quickly – assuming that Sellers are willing to accept current/lower offer prices. Medium Jets: ETP Ratio degraded, increasing to 57.7% from 55.2%, registering worse than the group’s 12-month 55.2% average. Ask Price decreased another 2.3% and, at $3.47m, is only $50k above the group’s 12-month low figure. Many quality assets are available and, by virtue of current prices, high quality assets should provide good value for Buyers. Small Jets: ETP Ratio worsened for the fourth consecutive month, increasing to 69.3% from March’s 12-month low of 66.3%. Ask Price also receded, but at $2.19m are only slightly lower than the group’s 12-month peak number of $2.20m, and $2.21m record high. In a previous report Asset Insight advised that demand for a number of popular models might be abating, based on some widening between Ask and Transaction pricing. Asset Insight now believes demand is no longer outpacing supply within this sector, so anticipates this pricing gap will narrow. Turboprops: Both the ETP Ratio and Ask Price improved 2.9% and 3.0%, respectively. The ETP Ratio – which continues to be second best among all sectors – improved to 46.1% from last month’s 47.5%, while Ask Price fell another 3.0% to another 12-month low of $1.53m. Turboprop values have remained within a narrow band during the past year and have regularly posted the second-best ETP Ratio among the four sectors. With prices at a 12-month low, values are about as good as one should expect, based on current market dynamics.

Table B

Market Summary

Some Sellers clearly have assets of exceptional quality listed for sale. Advantage however continues to be on the side of Buyers who, as Asset Insight has consistently stated, have an opportunity to acquire aircraft in exceptional maintenance condition for some of the lowest prices its research has recorded. MI www.assetinsightinc.com T Advertising Enquiries see Page 4

www.AVBUYER.com

August 2016 – AVBUYER MAGAZINE

+41 22 787 08 77 trading@sparfell-partners.com INTELLIGENCE IN AIRCRAFT SERVICES

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1997 SIKORSKY S76C+ VVIP

2012 AGUSTA WESTLAND AW139 VIP

DEAL PENDING

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3715 TT, Engines, Gear Box & Avionics on Programs, 6 Pax.

272 TT, ESP, Deicing, 7 Passengers

1998 EUROCOPTER EC 135T1

1994 EUROCOPTER AS 355N

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6500 TT, SBH, PBH, EMS

9200 TT, SBH, PBH, EMS

1991 EUROCOPTER AS 350B-2

2007 MD 520N

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9800 TT, SBH, PBH

256 TT, Strong Avionics Equipment, Like New

1997 DASSAULT FALCON 900EX S/N 12

2005 DASSAULT FALCON 900DXy S/N 601

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8650 TT, CAMP, MSP Gold, HAPP, 14 Passengers

3800 TT, Falcon Care, MSP Gold, 13 Passengers

2007 EMBRAER LEGACY 600 S/N 1002

2006 CHALLENGER 300 S/N 20097

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$7,950,000

3900 TT, EEC, JSSI, 13 Passengers

6100 TT, Smart Part Plus, JSSI, 9 Passengers, CPDLC

2000 DASSAULT FALCON 50EX S/N 297

2002 CESSNA CITATION CJ2 S/N 108

$3,950,000

$2,650,000

3600 TT, CAMP, MSP, 8 Passengers, Fresh Inspections

3350 TT, Tap Advantage Blue, 7 Passengers

2007 CITATION CJ1+ S/N 644

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For Sale and ACMI Lease

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2007 BOMBARDIER CHALLENGER 300 S/N 20133 • 2,332 Hours; 1,640 Cycles • Fully Enrolled on Programs • Fresh Major Inspections

2008 BOMBARDIER CHALLENGER 300 S/N 20184 • 2,921 Hours; 1,768 Cycles • Engines & APU on MSP • ATG-5000 Gogo Internet

2010 BOMBARDIER CHALLENGER 605 S/N 5840 • 2,364 Hours; 890 Cycles • Fully Enrolled on Programs • CPDLC (Link 2000+), ADS-B Out, WAAS

2010 BOMBARDIER GLOBAL XRS S/N 9310 • 2,965 Hours; 1,084 Cycles • Fully Programmed • Equipped with HUD/EVS & HSD

2002 BOMBARDIER GLOBAL EXPRESS S/N 9024 • 6,197 Hours; 1,793 Cycles • Fully Programmed • Batch 3 Avionics Upgrade

2003 BOMBARDIER GLOBAL EXPRESS S/N 9069 • 4,358 Hours; 1,646 Landings • Airframe & Engines on Programs • 13 Passenger Configuration

2004 BOMBARDIER LEARJET 45XR S/N 242 • 2,989 Hours; 2,455 Cycles • Smart Parts Enrolled • Belted Lav Seat for 9th Passenger Option

2001 CESSNA CITATION BRAVO S/N 550B-0984 • 6,684 Hours; 8,515 Cycles • Enrolled on Cessna ProParts • 11 Passenger Interior

Project1_Layout 1 26/07/2016 10:16 Page 1

AI RC R AF T I N VE N TO RY

2014 CESSNA CITATION SOVEREIGN+ S/N 680-0521 SOVEREIGN

2003 HAWKER 800XP S/N 258625

• 904.8 Hours; 451 Landings • One U.S. Owner Since New • Fully Programmed/ Remaining Warranty

• 3,904 Hours; 2,186 Cycles • Engines and APU on Programs • Refurbished in November 2015

2015 EMBRAER LEGACY 650 S/N 14501214

2010 HAWKER 900XP S/N HA-0151

• 84 Hours; 37 Landings • CPDLC (FANS 1/A), ADS-B Out, WAAS • 13 Passenger Configuration

• 1,399.21 Hours; 1,275 Cycles • One Fortune 200 Company Since New • Engines & APU Enrolled on MSP Gold

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• 2,229 Hours; 5,773 Cycles • Enrolled on SBH Privilege • 6 Passenger VIP Configuration

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1999 GULFSTREAM GIVSP S/N 1389 • 12,723.9 Hours; 6,409 Cycles • Aircell ATG-5000 GoGo HSD Internet • Upgraded Honeywell -150 APU

I N FO @ JETC RAF T. CO M

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Jetnet KnowMore.qxp_Layout 1 19/07/2016 11:00 Page 1

BIZAV INTELLIGENCE T JETNET >>KNOW MORE

Aging Business Aircraft Inventories: So, When Do Older Business Aircraft Really Retire…?

In this month’s JETNET >>KNOW MORE analysis, Mike Chase and Marj Rose review and compare the retired business jet fleet.

iscussion of aircraft retirements may not be as exciting as debating the merits of a star athlete’s last game, but a review of retirement data can offer insight on how the business aircraft fleet ages, how it compares in this same respect to commercial aircraft and ultimately how retirements drive the demand for future business aircraft sales. Thus we will consider the details of business aircraft retirements in this month’s column. For the purposes of this analysis, ‘retired aircraft’ includes those no longer in use having been written-off, parted out, put on display, used for training or other reasons that prevent them from flying. First, let’s look at the total fleet of aircraft flying today and the percentage, by type, that is retired. Of particular interest in Table A (left) is the fact that ‘Jet Airliners’ show more than two-times the percentage of ‘fleet retirement’ (21.8%) than ‘Business Jets’ (10%).

Fleet Retirements in 2015

Table B (left), meanwhile, provides a snapshot of retirements in 2015. There were over 1,000 aircraft and helicopters retired last year, and a high percentage of those also were Jet Airliners (654 retirements). Business Jet and Turbine Helicopter retirements were almost equal (120 versus 124, respectively). Business Turboprop and Commercial Turboprop were level with 75 retirements each. Each group has the age-range in which the most retirements took place during 2015 (highlighted in yellow). Noteworthy is that while 81% of Jet Airliners are retired by 30 years of age, at that same life cycle point fully 78% of Business Jets remain in operation. The most obvious reason for this substantial difference is the fact that Jet Airliners fly considerably more hours than most Business Jets, thus it follows that they would reach an  34

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

Aircraft Index see Page 153

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BIZAV INTELLIGENCE T JETNET >>KNOW MORE

end-of-life threshold (in respect to airframe hours) before Business Jets. Across all segments, the most retirements occurred (39%) between age 21-30.

Business Jet Fleet Retirements (2004-2015)

In Table C (right) we examine the 12 years before, during and after the recession. Note the pronounced change of behavior by bizjet operators before, versus after the recession: in the four years leading up to the recession (2004-2007) 383 jets were retired, whereas in the four immediately after the recession years (2010 to 2013) 632 jets were retired – representing an increase of 167%. By age-range during the entire period, 82% of all Business Jet retirements occurred in aircraft aged 31-50, as highlighted in yellow.

Business Jet Fleet (Cumulative Totals)

A few years ago, we looked into the Business Jet fleet retirement data to compare 2013 retirement numbers to pre-recession levels. This analysis gave us a comparison with the production rates of new business jets. The retirement percentage was higher in 2013 than over the previous 10 years. Depicted in Table D (right), note that the total number of retired business jets per year has continued to increase over the twelve-year period, from 1,123 to 2,339. Retired business jets represent 10% of today’s total fleet. The Compounded Average Growth Rate (CAGR) for retired business jets over the past twelve years is 6.3%. During this same period the total Business Jet fleet grew from 14,363 to 23,440 (+9,077 units). The CAGR is 4.2% over this twelve-year period.

Wholly-Owned Business Jet Fleet (by Age & Region)

Table E (right) offers a look at the whollyowned Business Jet fleet in operation, by continent, to reveal where the majority of the aging fleet is based. Asia (59%) and Europe (53%) have the highest proportions of Business Jets age 1 to 10 years in their fleets. Several years ago many countries, especially within emerging markets, began proactively instituting limitations and regulations that prevented the importation of older, noisier, Business Jets into their countries. Many of these countries now boast a larger percentage of younger jets (1-10 year-old) than the 32% in North America’s fleet.

Summary

Business Jets continue to have the lowest percentage of retired aircraft among all aircraft types. Since the useful age of an aircraft has 36

AVBUYER MAGAZINE – August 2016

always revolved around flight hours, the low retirement range could indicate low utilization as the driving factor. Nevertheless, it could be argued that Business Jet owners should be driven to replace their older aircraft with the latest technology, recognizing the greater benefits of newer models. We will continue to monitor the fleet retirement trends in future articles…T Are you looking for more market insight articles? Visit www.avbuyer.com/articles/category /business-aviation-market-insight www.AVBUYER.com

Mike Chase (president, Chase & Associates) and Marj Rose (president, MarketLift), offer highly sought-after aviation market research expertise. Contact them via mike@avbuyer.com or MRose@market-lift.com. JETNET, meanwhile, the ultimate source for information & intelligence on business and commercial aircraft worldwide, can be contacted via www.jetnet.com. Aircraft Index see Page 153

Charlie Bravo August.qxp_Layout 1 18/07/2016 16:14 Page 1

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BIZAV INTELLIGENCE T BUYING & SELLING

Q2 Used Aircraft Market Summary

Slow Sales, or More Sellers? With an increase in Small and Mid-Size Jets on the used aircraft sales markets, Dave Higdon talks to the dealers and brokers to find out what could be driving the slow-down in sales during Q2 2016…

he West Coast broker sighed. “Oh, it's just you…I was hoping you'd be the prospect who's looked at our client’s airplane twice and hasn't yet made me an offer.” “So, are things slowing down a little,” I enquired. “Slowing down? We're somewhere above idle speed, but nowhere near the posted speed limit,” he summarized. “The pre-owned business jet market went up a full point during May and shows no signs of hitting a plateau. It's getting a little uncomfortable. I'm still waiting on my monthly tracking subscriptions to

AVBUYER MAGAZINE – August 2016

report, but at the latest recorded pace we'll be at or above the historic average by Labor Day.” The West Coast broker’s sentiments told a broader story of used jet dealers and brokers nationwide; a tale repeated again and again across the market.

The Inventory Growth Issue

A breakdown of the market shows gaps changing between the available fleet of Small, Mid-Size and Large-Cabin Jets. The most notable growth in unsold, available aircraft (and increasing fleet ‘For Sale’) is among the Small and Mid-Size Jet segments.

www.AVBUYER.com

Aircraft Index see Page 153

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comparisons, those numbers were 8% and 9% at this point last year. Of the Large-Cabin Jet fleet ‘For Sale’, the percentage plateaued at 12%, a welcome bit of stability. Of course, with a growing pool of available aircraft comes t he old supply and demand effect...

Softening Market, Softening Prices

Organizations supplying market forecasts have been engaged in a recent trend of backtracking – or ‘scaling down’ some of their predictions. Bombardier, for example, recently dialed back its business jet sales expectations, while JETNET revised its decadelong outlook for quarterly business jet sales. The new outlook follows five prior quarterly downgrades owing to a “tremendously oversupplied” market. That oversupply may well continue, since forecasts for new jet deliveries, while down, are still hovering above 650. And most of those new jets will go to operators who, in turn, need to shed an aircraft, and includes some of the fractional orders that help to buoy new aircraft sales. According to JETNET, the pool of available aircraft already sits at around 3,800 business jets. Buyers, meantime, continue to move slower than the trickle of pre-owned jets coming onto the market. Nonetheless, with new aircraft deliveries exceeding old aircraft retirements the global fleet continues to grow generally. Here in the US, operators report flying fewer cycles but about the same average stage length, tracking a trend of somewhat less business travel in general by American corporations until the past couple of months. Business flying has edged up in Europe (where operators are showing more interest in upgrading), but is down in Asia and India.

The Background

The Large-Cabin Jet segment is static after seeing its previous market advantage progressively slip away. “If you've been waiting on a buyer's deal on a Light Jet,” said a broker from the Southwest, “your options continue to grow as the inventory of ‘For Sale’ pre-owned business jets continues to increase.” UBS’ May Business Jet Update revealed a gain in the inventory of business jets ‘For Sale’, up to a bout 11.4% of the fleet. That’s up a full percentage point in May, and while the figure still falls short of the historical 13% average, it's a figure populated by more relatively new jets. The so-called ‘very young inventory’ edged up by 3%, a fraction of the 21% jump in aircraft aged six to 10 years old. That six-to10 year old segment grew steadily in recent months, posting nine increases in the most- recent 11 months. That segment is now at an ‘all-time high’ on an absolute basis. Age aside, pre-owned inventories grew to 10% of the Small Jet fleet and 11% for Mid-Size Jets. For Advertising Enquiries see Page 4

The growth in business aircraft ‘For Sale’ contrasts with utilization averages that have seen a small upswing in recent months. Increased flying in May offset an unexpected drop in April; and June’s numbers looked to be up slightly, though some observers pegged them as flat compared to May. With gains earlier in the year, a couple of down or flat months, and fuel prices once again dropping for summer flying, most observers expect business flying numbers for 2016 to measurably exceed the levels of 2015. And that ‘good news’ is expected across the spectrum. Stock markets remain solid despite the shoc kwave emanating from the UK ‘Brexit’ vote to leave the EU. Reflexive actions and automatic trading sent stocks tumbling by nearly 900 points on Wall Street's Dow Jones Industrial Index, with other markets similarly plunging, but by the start of Independence Day weekend that began on July 1, all those stricken indexes had recovered to their pre-Brexit levels. www.AVBUYER.com

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

“If you've been waiting on a buyer's deal on a Light Jet your options continue to grow...”



August 2016 – AVBUYER MAGAZINE

Dealer Broker Market Aug16.qxp_Finance 18/07/2016 15:02 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

“So if buyers enjoy a large variety of choice, show good financial ratings and have access to affordable loans for buying, what's holding back sales at this time?”

In truth, no brokers or dealers expected any lasting, long-term impact to be felt anytime soon. “Transactions of aircraft across international lines remain an area of activity subject to currency fluctuations,” a Pacific Coast international broker conceded. “The ‘dance’ last month seemed to favor the dollar, which may slow some buyers for the short term, but it could make things a little easier for those looking to import from overseas. The currency won't be the volatile element some people fear. We're still open trading partners with the UK and Europe, and will be for a long time to come.”

The Capital Question

Even aircraft finance options have evolved to improve access to qualified borrowers with good credit or excellent collateral. With the United States' Federal Reserve keeping interest rates low and with the number of aircraft available high, would-be borrowers enjoy the broadest access to affordable capital since before 2007, noted several lenders. Lenders continue to impose strictures that greatly narrow their exposure, mostly by limiting new additions in their loan portfolios to younger aircraft – that is, aircraft no older than 10 years since first delivery. What has changed is the growing availability of capital for aircraft older than 20 – with more than ample resources available to borrow at a competitive rate for aircraft between 10-25 years of age. In fact, some of today's busiest lenders focus mostly on aircraft older than 10 years, using their own capital resources to underwrite the loans they make. So if buyers enjoy a large variety of choice, show good financial ratings and have access to affordable loans for buying, what's holding back sales at this time?

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

A ‘Human-Factors’ Dilemma

“If you forced me to pick a word for this sluggish business it would have to be 'uncertainties' – that's what holds up a big share of our business opportunities right now,” explained the Pacific Coast international broker. “Don't get me wrong, the country's economy points in the right direction right now - even if it's not exactly robust, it's gaining. But look around. Other elements influencing business and people aren't exactly relaxed.” Others made similar observations. Their main worry? The political climate. A presidential election year, global insecurity, continued turmoil in the Middle East, tensions over refugees in Europe, and people stoking similar fears in the US. Those uncertainties act like a brake on spending for things like business aircraft, even when the company has funds to spend on launching new businesses or expanding an old one, a financial consultant explained. “These are people comfortable with funding a new restaurant (as risky as those are) but hesitant to invest in a transportation tool that would make them and their businesses more productive and, in turn, more profitable.” “The only thing holding strong right now is the stock market – and that's high enough now to prompt worries about a 'correction', or worse,” offered a Northeast dealer. “Plenty of people are using Business Aviation, and for all the leastattractive reasons – safety and security. They fly privately out of paranoia, not convenience or productivity. “It's not logic. It is emotion,” the financial consultant continued. “And when you can afford to indulge your emotions – without hurting your bottom line – you indulge your emotions. Hopefully, after this interminably long [political] campaign, people will come back to thinking sensibly. So check back with me in December.” T

Aircraft Index see Page 153

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BOARDROOM T OWNERSHIP

Asset Management

The Key to Your Aircraft’s Value (Part 2 of 3) Last month, David Wyndham addressed Asset Management at a high level, focusing on utilization, finance and maintenance. This month he dives a little deeper into the factors that fundamentally influence the value of a company aircraft. business aircraft’s value depends upon the owner’s expectations. Is the asset acquired solely as a means of postponing (or avoiding) taxes, or possibly as an investment to be resold for a profit as market conditions change? Or is the aircraft purchased to provide meaningful transportation that enables a company to prosper? Value varies with time due to changing business opportunities and company strategies. In order to assess the value of a company aircraft, managers of flight departments need to understand the objectives of the companies and the executives they serve. If the company needs an effective means for placing the right employee in the right place at the right time, the aircraft’s value is related to the availability and delivery of efficient transportation. The cyclical ups and downs of the resale market can

A 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

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

be handled more successfully when companies are able to extract utility from their business aircraft, therefore biding their time when prices are down. It is essential, therefore, that the Aviation Department Manager understands the company’s overall expectations. An aircraft’s marketability at the time of sale often is impacted by the make and model initially acquired. For example, having the company aircraft available 24/7 to the CEO will run counter to its use as a shuttle. Optics, such as ‘ramp presence’, also may impact aircraft selection and thus the value of the asset if and when it is sold. The CFO of a client supported the acquisition of a global business jet for the company, but he was concerned about the aircraft appearing too big and too flashy. He said he didn’t want a ‘royal barge’ out on the ramp. Another client, which focused on servicing the US Government, was Aircraft Index see Page 153

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BOARDROOM T OWNERSHIP

so concerned about their customer’s attitudes toward image that they purchased an aircraft that was too small for their mission. That client was willing to make a fuel stop on many trips in order to arrive in an economical-looking aircraft. When aircraft acquisition is influenced by factors other than providing effective transportation, value at the time of sale may suffer.

Other Factors

Since factors affecting safety, such as how the aircraft is maintained, flown and secured, are within the purview of the aviation department, a business aircraft provides value to companies that seek maximum control over the safety and well-being of its employees who travel extensively. An operator’s expectations of a high level of safety should be addressed with specific guidance for aircraft availability and dispatch, pilot and mechanic training, crew rest, duty days, mandatory time-off, or other safety-related restrictions. There are many corporations operating not-for-hire (i.e., in accordance with FAA Part 91) that insist on following the more restrictive regulations of commercial (‘for hire’) operators. Companies owning a business aircraft can specify how they want their Flight Department to fulfill the travel needs of employees and their clients, and that authority has value. There are other entities that have a stake in the “value” of your company’s aircraft, however. Perhaps a bank, financing or leasing company maintains legal ownership of the corporation’s business aircraft. The bank, as part of their lease or loan, usually specifies acceptable use of the aircraft. Your insurance carrier may also have use restrictions. Such provisions may curtail the aircraft’s operation, or limit the aircraft from flying into high-risk nations. Such conditions are normally addressed at the outset of the acquisition, and in the case of insurance, can be adjusted or changed if necessary. The wise Aviation Department Manager reviews such restrictions to assure that they have minimal, if any, impact on the aircraft’s value as a business tool. In every nation there is a national aircraft 44

AVBUYER MAGAZINE – August 2016

regulatory authority, such as the US Federal Aviation Administration, that specifies the compliance and operational rules for aircraft. Regulatory compliance requires the operator to maintain accurate and thorough records and documentation for the aircraft. With respect to taxes, there may be national, state or even local tax authorities with an interest in your aircraft (whether for sales tax, use tax, property tax or other fees). Again, proper and detailed records are required. Failure to maintain those required records has an impact on aircraft value at the time of sale. With respect to the FAA, lack of proper documentation can turn a multi-million dollar asset into a multi-million dollar liability if the maintenance records are not correct. No matter the apparent condition of the aircraft, if the proper documentation and sign-offs are not available, the aircraft is not airworthy, and thus very difficult to sell. The company CFO or other financial managers have a clear financial stake in the firm’s business aircraft, not only in representing the costs to the corporation, but in managing the cash flow and accurately monitoring the value of the aircraft. They need correct operating costs, tax bills, finance statements, and due dates for aircraft replacement items as they relate to other financial events within the corporation. The Aviation Department Manager and staff also have an interest the aircraft as an asset. To meet that obligation, they must monitor and maintain the physical condition of the aircraft. They also are required to document compliance with all applicable regulations regarding the aircraft. Overall, the Aviation Department Manager must ensure that the company aircraft meets the transportation needs of the corporation. Failure to fulfill those duties diminishes the value of the company aircraft when the time comes to sell the equipment or trade up to a newer model. T

“When aircraft acquisition is influenced by factors other than providing effective transportation, value at the time of sale may suffer.”

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

Aircraft Index see Page 153

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Ownership 2 Aug.qxp_Layout 1 18/07/2016 15:26 Page 1

BOARDROOM T BUYING & SELLING

What’s the Impact of Damage History on Aircraft Value?

Using the criteria set forth by the National Aircraft Appraisal Association (NAAA), Certified Appraiser Jeremy Cox discusses the ramification of damage history on his assessment of aircraft evaluation… business aircraft can experience damage ranging from a simple dent resulting from hangar rash to a major mishap requiring extensive restoration. Some repairs require only replacement of specific components while others necessitate extensive labor and possible engineering expertise to make the aircraft airworthy again. Jeremy Cox is Vice President at JetBrokers, Inc, a Thus we will start this examination of the National Aircraft Apprais- relationship between damage and value with ers Association (NAAA) definitions and descriptions.

history section of the report should state that no deduction is required for this category of damage and that the entry is informational only.

Non-Deductible Damage: This category is used when a removable item, such as a control surface, was replaced due to an incident but there was no other damage. In other words, all of the damage has been removed from the aircraft and there is no reason to make a deduction in its value. Nevertheless, such a situation is still considered ‘damage history’ and should be reported and documented in the aircraft’s logbooks. The damage

Minor Damage: Ostensibly this category includes minor damage or heavy wear to leading edges of the wing, wing-tip, cowling etc. that have been repaired in a manner consistent with manufacturer’s recommended procedures. No major structural components were involved. For example, a gear up landing where only skin changes were made and no structural damage occurred could be considered here. 

Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

Superficial Damage: This category includes slight ‘dings’ generally associated with hangar rash, etc. that have been repaired by replacing damaged areas with new/used serviceable components (wing-tip caps, wheel pants, plastic etc.). Superficial damage may also include a skin change where, for example, an outer rib was slightly bent and repaired or replaced.

Aircraft Index see Page 153

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BOARDROOM T BUYING & SELLING

Moderate Damage: Extensive damage to components not affecting major structural components fall within this category. Major Damage: This category encompasses major structural component damage that is replaced with new/used serviceable components and repaired in accordance with manufacturer recommended procedures, (i.e. wing spar, firewall & engine mounts etc.). Extensive Major Damage: Major structural components that have been extensively damaged but repaired in accordance with manufacturers recommended procedures are listed in this category.

The Subjectivity of ‘Damage’

Damage history is very subjective. I have seen some MROs as well as individual mechanics try to gloss over, in their logbook entry, just how extensive the repairs were that they performed on an aircraft. In fact, it is actually acceptable per FAR 145 for a Repair Station to merely quote a WorkOrder Reference Number in their logbook entry and after 24 months have elapsed, the work order file that was referenced can be discarded. As an appraiser, if I can’t understand and rationalize damage history because of a cryptic logbook entry or an entry with brevity, I will rate the damage higher by default. The NAAA has taught me, “What you think is minor damage, someone else might call moderate and a third party might call superficial. That is why we (NAAA) have grading instructions for damage history.”

How Price Guides Handle ‘Damage’

The two major aircraft value sources - Vref and Aircraft Bluebook - each try to offer loose guidance on aircraft damage. The Damage Table from the Vref Guide diminishes the value reduction over time because the repair work becomes less questionable as more hours are put on the aircraft post-repair. The Aircraft Bluebook User’s Handbook offers the following advice, meanwhile: “An aircraft that has sustained damage in its lifetime has diminished value. It’s difficult to assess the extent of the diminished value because so many variables must be considered, the most important of which is the type of damage – obviously, a grazed wing tip is less serious than a gear-up landing. Also to be considered are the number of years the airplane has been successfully flying since the damage was repaired, the reputation of the repair shop, and whether 48

AVBUYER MAGAZINE – August 2016

repairs were made with factory new or overhauled parts.” Although the Aircraft Bluebook doesn’t provide a percentage guideline to apply against ‘damage history’, I recommend we use its statement regarding ‘missing log books’: “Research indicates that missing log books could diminish the value of an aircraft by as little as 10% or as much as 25%.”

Bottom-Line of Damage History

Market conditions fluctuate. The used aircraft marketplace is a fluid entity governed by multiple outside forces that include, but are not limited to: The Dow Jones Industrial Average, Unemployment Figures, Inflation, the Dollar Foreign Exchange Rate, Libor, Commodities Values, Political Rhetoric, and more. Damage, however, does not fluctuate. What I mean by this statement is that Damage never goes away. It will always be there unless the effected components are replaced with new components without the need for a ‘Major Repair’. Based upon my experience at JetBrokers, Inc., at least 20% of potential Buyers are put-off by any kind of Damage History, including what many might conclude to be trifling matters like lightning strikes, engine times not matching airframe times, and any reference to the aircraft being a guinea pig for an avionics systems manufacturer by temporarily operating with an Experimental Certificate of Airworthiness. Thus, any damage history will affect future marketability of an aircraft and have an economic impact on its value. T

“ ...if I can’t understand and rationalize damage history because of a cryptic logbook entry or an entry with brevity, I will rate the damage higher by default.”

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

Aircraft Index see Page 153

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Insurance Aug16.qxp_Layout 1 19/07/2016 09:33 Page 1

BOARDROOM T INSURANCE

Per-Occurrence War & TRIA Liability Insurance

Upgraded to a 'Buy' Recommendation Observing increasing volatility throughout the globe, Stuart Hope recommends that owners of business aircraft consider purchasing optional coverage available through war risk insurance and provisions of the Terrorism Risk Insurance Act (TRIA). iability coverage under an aircraft insurance policy has two separate components: primary liability coverage and war risk liability, each with its own associated premium. Unlike the primary liability coverage, which applies to all covered losses under the policy, the war risk liability coverage only applies to losses resulting from the specific war-related perils (war, hijacking, terrorist acts, confiscation, riots and civil commotion, etc.). The primary liability coverage limit is written on a per-occurrence basis, which means the full liability coverage limit applies to each and every occurrence that takes place during the policy period. The war risk liability coverage, however, is

L 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

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

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written on an occurrence/aggregate basis, which means the limit of liability does not reset with each occurrence. Once cumulative liability claims payments during a policy term total the policyâ&#x20AC;&#x2122;s liability limit, coverage is exhausted. To further complicate matters, for any aircraft owner that carries a liability coverage limit in excess of $50m, their coverage for any loss caused by one of the War Risk perils has a sub-limit. That is, coverage for bodily injury liability to persons outside of the aircraft and any property damage liability is limited to $50m. The higher overall liability limit they purchase is only applicable to passenger bodily injury liability. Aircraft Index see Page 153

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BOARDROOM T INSURANCE

“ For a reasonable additional premium, you can purchase peroccurrence War Risk insurance that includes the provisions of the TRIA.” 52

Illustrative Example Assume an aircraft owner carries a $200m liability limit, including War Risk coverage. On a trip, a disgruntled co-pilot who sympathizes with a terrorist cause takes control of the flight from the Captain and flies the aircraft into a skyscraper. There are numerous fatalities in the building, millions of dollars in damage to the structure itself, and all five passengers on board the aircraft are lost. In the lawsuits that follow, the aircraft owner will have full access to the $200m liability coverage for bodily injury lawsuits brought on behalf of the passengers. Coverage for claims related to persons injured or killed in or around the building as well as for physical damage to the building, however, will be restricted to $50m. Keep in mind, as we discussed earlier, the War Risks coverage is written on an aggregate basis. Not only could you be caught with an inadequate overall limit for this loss, but you may also have to immediately buy more coverage since the liability limit does not reset for a possible future loss as an occurrence limit would. Recommendation: This example gets us to my buy recommendation. For a reasonable additional premium, you can purchase peroccurrence War Risk insurance that includes the provisions of the TRIA. I include TRIA because if you buy the per occurrence war coverage you

AVBUYER MAGAZINE – August 2016

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would be foolish not to go ahead and pick up the TRIA coverage for a very small delta in premium. By purchasing the per-occurrence War and TRIA, your $200m limit now applies to all covered losses; no longer contains any sub-limit for bodily injury claims to persons outside of the aircraft or any property damage claims; and removes the aggregate limit so the full $200m limit is available for all accidents during a given policy term. In addition, you pick up the benefits of TRIA coverage we have discussed in previous articles [e.g., cannot be cancelled except by the government, occurrence-based coverage trigger dictated by three US officials and not insurance contract language, etc.] When you consider how much money you spend on aircraft maintenance alone, the additional premium here will seem inconsequential for the peace of mind you should have now that you understand what you are getting. In the past, most War Risk related events predominately seemed to occur away from our soil. The world is changing, and we must adapt to meet the new proximity of these threats. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance Aircraft Index see Page 153

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Avionics Aug16.qxp_Finance 19/07/2016 10:44 Page 1

FLIGHT DEPARTMENT T OPERATING

A Discussion on Special Missions Aircraft

Special Market Opportunities for Business Aircraft Brokers & Operators In today’s challenging marketplace, aviation professionals are looking for new avenues for their management, operational or brokering services. Ken Elliott explores the unique and potentially rewarding arena of Special Use aircraft. ne could argue that many aircraft operate in a manner often construed as ‘Special Missions’. As a term, Special Missions tends to have military connotations and yet nothing could be further from reality. This article will help you understand the technology, integration and advances of aircraft avionics and equipage associated with Special Missions (SM), with a review of SM aircraft, roles, exporting and considerations. Special Missions covers a wide spectrum of aviation activity—activity that will take you down pathways you may never have previously explored where familiar aircraft a re hardly recognizable, systems come with exotic code names, equipment

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

AVBUYER MAGAZINE – August 2016

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operates in exotic frequency bands, throughout extreme conditions, and you deal with companies that operate to completely different business models. Looking for Special Mission usage may open a new arena of commercial endeavor for your business aircraft. Despite the mystery of it all, however, commonly known business and GA aircraft are being utilized in this way more and more. Today, the Special Missions discussion is a relevant topic to the regular commercial transport environment. Trying to define SM could be very limiting and not do justice to its scope. However, one way to attempt a definition is to describe operations where an aircraft is either specifically designed for SM or, as is often the  Aircraft Index see Page 153

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FLIGHT DEPARTMENT T OPERATING

Figure A: Example of aircraft types commonly used for Special Mission (SM), either as purpose built or modified to suit.

“Expect to see a number of changes to ground operations in the coming years, especially at major hubs or airports where traffic volume is greatest.” 58

case, modified for a purpose beyond its primary intended use. For Business and General Aviation there are two existing uses of an aircraft; the transport of passengers and the carriage of goods. Today we see many examples of these aircraft being adopted for a third use in SM, while for helicopters, the separation of transport and SM activity is less clear. In simplistic terms, the SM aircraft is doing something additional to simply flying in the most efficient manner between multiple airports. By using flight management systems operating with complex recurring flight patterns, the aircraft may be reliably removed from direct flights between airports and predictably complete SM profiles. Alternately, a SM aircraft, especially the helicopter, will fly away from airports to conduct operations such as medeva c or line inspection. Another factor that is blurring the demarcation between transport and SM is the configuration of a single aircraft for both uses. This may be to operate in a full-time multi-mode capacity, accomplishing both roles simultaneously, or via a rapid switch-out of the interior and SM pallet, operating in different modes sequentially. There is a surprisingly large variety of aircraft types involved in some form of SM; it could be said that

just about any aircraft can be utilized for a SM operation. So as not to boil the ocean with an exhaustive list, Table 1A through C (depicted in Figure A, above) provide examples of SM platforms, based on well-known Business and General Aviation aircraft and Tables 1D and E provide examples of purpose built SM platforms, designed and deployed from scratch for that reason. There is some crossover between upgraded and purpose-built, in that a number of upgraded aircraft are so heavily modified that they may as well be purpose-built. (The list does not include UAVs, which would serve to create a complete SM topic of its own.) Typically, all the major OEMs have SM programs, involving either custom-built or modified versions of their standard platforms found in the commercial environment. If a viable request comes along for an existing production model of a commercial platform, a new version of the existing platform will emerge and will either be designated with a sequence of letters after its existing model name or a whole new model code name will be provided. It can be assumed, therefore, that the vast majority of purpose-built and upgraded SM aircraft were initiated by a bid that was won for one or other Government-related contract.

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Aircraft Index see Page 153

Special Mission Aircraft

AVBUYER MAGAZINE – August 2016

Avionics Aug16.qxp_Finance 19/07/2016 10:45 Page 3

Special Mission Roles

The list of individual SM roles is almost as long as the types and models of aircraft deployed. Roles may range from the simple to complex and from under $100k to well over $20m in outfitting costs. While complexity can be expected to increase with aircraft size and cost, some smaller aircraft can be loaded with SM equipment making them equally as complex as their larger cousins. When planning a single aircraft for multi-role activity, it is important to consider open architecture in the design. This allows systems to be removed and added, enabling flexibility and adaptability to changing threat targets and providing for technology improvements. From the aircraft’s structural perspective, the design could be based on provisions and removable pallets. Each pallet will allow the aircraf t to perform a different role or mode of operation. Especially when used for intelligence-gathering, there are several modes of intelligence - from images to signals - but it may not be necessary to cater for all the modes and carry the full payload weight for every flight. It is advisable to consider a cargo-style door for multi-role activity, allowing easy switch out of pallets and swapping between tran sport and special operations.

Acronyms for Special Missions Roles

Unfortunately, unless you are a member of the distinctive SM club, the acronyms and ‘glossary of terms’ used to describe the various roles undertaken, may be very confusing. So while Figure B (below) spells out various roles performed, each one can be

identified by a short form acronym. Additionally, the specific public acronym of VIP is extended to VVIP (with an extra ‘very’ inserted), to apply to government transport aircraft that could be presidential and, in turn, will imply equipage to include SM protection and communication.

“When planning a single aircraft for multi-role activity, it is important to consider open architecture in the design.”

Special Mission Roles Categorized

Returning to the SM roles themselves, there are four broad categories in which they may be grouped: • • • •

Munitions Military Light Military Government Public Service

The last category can be a public service provided by an individual or private group and would, for example, include a hospital corporation with its own medevac platform(s). Noticeably absent from the aircraft platforms (and not part of the Business and General Aviation collection) are fighter aircraft. They fulfill the broad category of Munitions Military. However, some nonfighter jets carry limited munitions (flares, for e xample, considered a munition). The broad category of Light Military allows for a limited provision of munitions, in protective support of the primary mission and not in an attack capacity.

International Traffic in Arms Regulations (ITAR)

ITAR are a set of very strict export rules that send companies into a tailspin and keep many from even trying to penetrate the SM arena. In the world of



Figure B: An attempt at some of the more common SM role acronyms – there are many more. Advertising Enquiries see Page 4

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August 2016 – AVBUYER MAGAZINE

Avionics Aug16.qxp_Finance 19/07/2016 10:46 Page 4

FLIGHT DEPARTMENT T OPERATING

Figure C: A diagrammatic and simplistic representation of US export considerations for SM data and equipment.

“Treaties also exist between nations, both in trade and in defense.”

ITAR, arms are not necessarily weapons. In fact, most of the ITAR regulations apply to equipment that is not deployed for an attack. Invoking ITAR rules, the US Government sees the need to control the export of goods and services (including personnel visits, manuals, documents and software), as well as equipment and material, that could be used to facilitate the use of weapons, or provide an intellectual advantage to countries that are considered to be in the opposing camp. The key areas to understand about ITAR are: The category of your export under the regulations; • Control of foreign personnel acces s to data; • Always checking the denied parties list; • ITAR’s broad application to so many articles, systems and equipment; • The time it takes and the process required to obtain an export license; • The different methods of ‘making your case’ to export; • The use of Directorate of Defense Trade Controls (DDTC) to determine export categories and review ‘cases for export’; • Knowing the true end-users and where they reside. •

The latter has a presence in a number of US major cities and is ready to assist in export enquiries. A key in determining whether an export license is needed from the Department of Commerce is knowing whether the item you intend to export has a specific Export Control Classification Numbe r (ECCN). The ECCN is an alpha-numeric code (e.g., 4BA005) that describes the item and its licensing requirements. Remember the license can be for anything, ranging from a minor part to a complete aircraft. Exporting rules exist in most (if not all) countries, with the US model being a good baseline. Treaties also exist between nations, both in trade and in defense. These dramatically alter the degree of e xport control, depending on who is exporting to whom.

Some Primary Special Missions Considerations

While there are many considerations for Special Missions, some can be show stoppers for any new program. Understand that the mission is the first priority; then selecting the right aircraft for the project is next. Size, performance, acquisition and operating costs are the key considerations for selecting the aircraft. •

Export Administration Regulations (EAR)

More recently, the US government has made it easier for SM’s items and data to be exported by expanding the use of the Commerce Control List (CCL) that controls commercial (as opposed to military or munitions) exports. By easing up on the degree of control necessary for items that are not Significant Military Equipment (SME) or highly sensitive, the government was able to move a large number of transactions to the less burdensome processes of the US Department of Commerce. 60

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

•

Mission: Before considering an aircraft acquisition, spend sufficient time on truly defining or understanding the mission. There may be multiple roles in play. Full concurrence by all interested parties is also critically important. Size: The aircraft must be able to support its payload requirements. The airports, aprons, ramps and runways must be able to accommodate the size selected. Perfor mance: Factors such as Maximum Take Off Weight (MTOW) with full payload, required runway length, operating range, speeds and altitude are all major performance considerations  Aircraft Index see Page 153

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FLIGHT DEPARTMENT T OPERATING

“This is a great way to cover for short-term mission requirements, or if the mission need is not part of the customer’s core business.”

for selecting an aircraft. Because mission specific performance requirements need to be met, careful consideration should be given to the operating environment that may not be typical for the model of aircraft proposed. • Acquisition and Operating Costs: Cost is a weighted decision after the right aircraft is selected for a program. This is where compromises are made and trade-offs balanced out. Both acquisition and operating costs are important. With acquisition comes financing and the delicate consideration of life cycle where initial outlay and financing terms are balanced against anticipated income, less life cycle operating costs. This will be addressed in more detail in a future article. The option to select new versus pre-owned, for a SM program, should also be evaluated, unless the requirement is strictly for new (or preowned). Avoiding re-design and re-engineering are also critical to a program’s cost. The only way to circumvent them is to undertake sufficient due diligence before a program is launched. SM programs may be supported by aircraft that are managed and operated by specialist companies providing that type of service. Companies such as Dynamic Aviation, in the US, and Provincial Airlines (SM aircraft division), in Canada, are examples of specialized operators providing turnkey, wet and dry lease, or managed programs. Their aircraft are workhorses and may be modified to suit the mission. However, at no time during the program does the end customer, government or agency, need to acquire, own and operate an aircraft on their own. This is a great way to cover for short-term mission requirements, or if the mission need is not part of the customer’s core business.

National Special Mission Needs

Pro-active intelligence gathering is important for nations to protect their interests and be prepared in advance of any threats to national security. Furthermore, intelligence is required in real time

as potential ‘targets’ constantly change. Gathering the intelligence is one thing and processing it, also in real time, is another. Processing techniques and speeds are a key focus in today’s world. After techniques and speeds are optimized, data and communications security protection is attended to. And because security breaches are so common, secure connections are constantly being revised. In multirole missions, data are collected from multiple sensors and integrated to form a real time ‘picture’ of the target. Monitoring voice traffic from the target’s activity will help complete the ‘picture’. Unfortunately, today’s threat targets are very adaptable and not, as a rule, originating from the same kind of security concerns that occurred during the Cold War. These scenarios are challenging the SM community and governments are scrambling to stay ahead of the eves droppers and hackers.

Summary

Many of our airports contain operators who reside somewhere in a remote corner and keep their hangar doors shut. Their activity is a matter for speculation. When seen, the aircraft may be adorned with pods and possess a complete antenna farm, looking like a candidate for a Star Wars movie. All over the world operations are conducted by aviation concerns that may be identified as Special Missions. They operate from regular runways, lakes, hospital roofs, military bases, grass strips and desert ramps. Yet, they all have this in common; aircraft, equipment and crews, operating the same as any other flight department, with the express purpose of completing a specific role (or multiple roles) with an economic means to meet an intended function. They typically extend or change the role from strictly transport, to specialized missions. With that in mind, future articles will delve into the aircraft, roles, operations, the market place and different perspectives of specialized services, including how they can impact flight department planning and operations. T

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BUSINESS AVIATION INTELLIGENCE

Aircraft Index see Page 153

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Refurbishment 1 Aug16.qxp_Finance 19/07/2016 11:16 Page 1

FLIGHT DEPARTMENT T REFURBISHMENTS

Picking the Best Jet Interior for You

Tips for Narrowing the Vast Options Available for Interior Refurbishment Faced with millions of combinations from hundreds of colors, textures and finishes available for your next business jet cabin refurbishment, Dave Higdon asks how you can narrow the choice to get the cabin that’s right for your operations…

he aircraft owner couldn’t decide which was harder when confronted by a wall of colors, textures and finishes in the refurbishment shop—picking colors and fabrics for redecorating his house, or specifying what colors and materials to use for refurbishing an aircraft interior… In front of him were hundreds of options for the side-panels alongside an equally dizzying array of fabrics and leathers for the seats. Another section of the room offered a range of options for metal 68

AVBUYER MAGAZINE – August 2016

trim finishes. “And then there's the carpeting!” he said. “It's all a little overwhelming – but at least we don't have to deal with paint colors and livery today.” The existing interior of the owner’s aircraft showed the accumulated w ear of a decade of trips and was in need of something more than a ‘light touch-up’. Leaving the shop carrying several thick binders of samples, swatches of fabrics, leathers and carpets, what he wanted was a way to streamline

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Aircraft Index see Page 153

Refurbishment 1 Aug16.qxp_Finance 19/07/2016 11:17 Page 2

the process, narrowing the choices to find the options that he really needed. “The most important thing is to start asking questions early on,” explains Rodney Wilson, founder and president of three-year-old Air Capital Interiors. Wilson's approach is informed by more than a decade of helping jet buyers ‘spec’ their interiors while working for a major business jet OEM across town from his interior shop's East Wichita location. “First, how are you going to use the airplane,” he elaborated. “Will it be personal use or business use? If the owner is planning on business use, will the aircraft be transporting executives or hauling oil-field workers out to their rigs? “If the airplane is going to be infrequently used, you have a lot more options,” he explained. “If it's going to be heavily used, then you will need heavier-duty materials. Only after making that distinction do you get to personal preferences – i.e. a light and airy cabin or a dark boardroom style. Sometimes customers have a car they want to mimic, too.” But the last thing Wilson wants to do is overwhelm the prospect with the dizzying array of options. “I find it helpful to not put 50 different metal finishes or fabric swatches in front of customers. So we try to minimize the variety of options,” Wilson added. “Sometimes we do put samples in front of them to help them to narrow down the choices - but never before the more fundamental questions are answered.”

Follow-Up Questions

Wilson along with some other interior shop executives offered other questions that need answers before colors and textures can be selected. Among them, questions about the resale prospects for the airplane. An owner planning to sell shortly after refurbishment may want to lean toward lower-cost work/ materials. “While the work is somewhat permanent, like a house materials can be changed at any time,” Wilson notes. “It's just a matter of expense.” Owners who plan to keep the airplane long-term may be more willing to spend more to get what they want, the way they want it. Is the customer or prospect using their own designer? If so, who calls the shots? The consensus of those surveyed points toward the design shop doing so, as approved by its client. Next, is the project time-sensitive or is there a time factor in play? Sometimes the customer will tell the interior shop that the airplane is going to be down for a period. “If that downtime starts in a month, that leaves precious little time to work with the customer on selections, gather the selected materials and finish the work before the airplane is due to return to service,” Wilson notes. Advertising Enquiries see Page 4

Does the customer want exotic or rare materials, like wood veneers with straight grain lines, or carpeting with an intricate design weave? These decisions will have a bearing on the time factor – along with the cost. For example, carpets can vary hugely in price. Sometimes customers want something exotic that can run to hundreds of dollars per square yard and take weeks to have custom woven. The job has to factor in all of these considerations. A controlling factor can be the availability of materials, notes Wilson. “The materials that suppliers keep in stock can drive customer choices, as can design elements the client wants that take extra time to produce. Customdying wools, custom cabinetry – these can all add time and expense. “Getting veneers can take some time, and we try to know what our suppliers have in stock. The only difference in getting veneers for a small Citation or a BBJ is the scale of the order,” he explains. “We try to work only with vendors who can hit a schedule and keep commitments, so we can be assured of having what we need, when we need it.” In the end, all the shop executives agreed, they can fulfill just about any wish an owner expresses – so long as it doesn't conflict with FAA regulations. “If money is no object, we can do anything. If money is an issue, we have a more-limited range of choices. Regardless, we try to avoid overwhelming the customer with options.”

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

“These decisions will have a bearing on the time factor – along with the cost.”

Share Information with your Shop

In just under three years, Air Capital Interiors has worked on about 400 aircraft jobs covering more than 50 aircraft types ranging from Cessna Skyhawks to Gulfstream GIVs. Wilson notes it’s essential to know what kind of customer he’s dealing with… “The key to satisfaction is no surprises,” he outlines. “Sometimes the more difficult customers have all the time and all the money in the world – and it gets hard for them to narrow down choices. “Other customers have fewer resources, and we work to help them make choices matching their budget. You get every customer t ype in all airplanes, whether a King Air 90-series or a BBJ.” Wilson continued, “What I learned in specking airplanes for customers is that their expectations must be met. “If they've gone through the process before, they tend to be easier to work with and not overwhelmed,” he explained. “If it's their first airplane, it can be a lot tougher and more likely to overwhelm them with choices. So we try to cover the basics. It helps to know what direction they want to take.” www.AVBUYER.com

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August 2016 – AVBUYER MAGAZINE

Refurbishment 1 Aug16.qxp_Finance 19/07/2016 11:18 Page 3

FLIGHT DEPARTMENT T REFURBISHMENTS

To help both novices and veterans, most shops work with something akin to a tick list, or check list. Wilson supplied his example of that guide.

Basic Information

• • • •

Type of aircraft (make/model/current interior configuration) Type of operation (mission, passengers, geography, use…) Decision-Maker Level of Aviation Experience

Priorities/Limitations

• • • •

Schedule/Available Lead-time Budget Weight Other - Re-sale - Level of Personalization/Customization (logos, custom carpet designs, laser marquetry) - Regulatory

Scope (Often Driven by Above)

• •

• • •

Floorplan/Configuration Changes Cabinetry Configuration Changes/Modifications - Re-Veneer/Re-Laminate (exterior and/or interior) - Strip & Refinish - Repair Electronics/Equipment Changes (IFE/CMS, outlets, lighting) Hardware Plating Changes Soft-Goods Changes (color, texture, pattern, material type) - Carpet - Crew/Pax seats (coverings, foams, tailoring style, restraints)

AVBUYER MAGAZINE – August 2016

•

- Periphery Panels (headliners, window reveals, lower sidewalls, bulkheads) - Accents (table inserts, ledge inserts, mirrored panels) - Other (curtains, baggage nets, baggage compartment materials, window sha des, closet/drawer lining, etc.) Other Amenities (blankets, china, crystal, paper cups…)

Sundry Questions

• • •

How important are the details to the principle? Is there any information that provides a starting point? ‘Props’ like a small selection of materials, a couple of interior color palettes, an interior photo can often lead to a good starting point…

Flexibility Helps

“Sometimes you start with a customer and find that you need to look at a broader range of options than they originally considered,” Wilson noted. “We have to be flexible because in the end making the customer happy is our most important goal.” Whether a small piston or a large business jet, the end goal is the same – a finished job that makes the customer happy and brings them back for their next interior refurbishment job. “Specking airp lanes is not an efficiency exercise,” concludes Wilson. “Sometimes you start with the last thing on your mind and go forward; other times the customer has a particular design element incorporated into the airplane and you work from there. “The outcomes are the same; but how you get there is always a little bit different.” T

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Aircraft Index see Page 153

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Refurbishment 2.qxp_Finance 19/07/2016 16:23 Page 1

FLIGHT DEPARTMENT T REFURBISHMENTS

Maintenance Recommendations When Refurbishing Your Aircraft

A fresh new interior can be just what you need to improve the aesthetics of an aircraft and enhance its overall value, notes JSSI’s Donald Ridge. From a maintenance perspective, there are several associated concerns that you must consider…

hat are the biggest maintenance issues to consider when your aircraft is scheduled for refurbishment? JSSI is involved in thousands of inspections each year, and many of these are in conjunction with a major refurbishment event. Speaking from experience, here are my top five…

Donald Ridge is Manager, Program Development for JSSI. He previously worked for Aerodynamics Inc. and began his Business Aviation career as a Gulfstream technician, working his way through the organization to Director of Interior, Executive Director Service Group, Executive Director Customer Relations. He was also Director of Maintenance for a 121/135 Air Carrier. More from www.jetsupport.com

1. Be Prepared for Corrosion

Corrosion happens, and depending on the age of the aircraft the odds are in favor of discovering some level of corrosion when you open it up for a complete interior refurbishment. These odds increase even more if the airplane is based in a salty environment or the majority of the missions flown happen to be to tropical destinations. When the interior is completely removed, it is a perfect opportunity to take out the insulation between the interior panels and the skin of the aircraft to perform a thorough examination of the skin and various structural components that are now exposed. Special attention should be paid to any openings in the fuselage such as antennae and emergency exits. Also, all the structure around galleys

AVBUYER MAGAZINE – August 2016

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and lavatories should be carefully inspected as these areas are known corrosion hotspots.

2. Timing is Everything

Once the decision is made to do an interior refurbishment and the maintenance department is informed, the next step should include looking at all the upcoming inspections and overhauls that are due around the same time as the refurbishment. (The last thing you want to do is rip out the headliner and flooring a couple of weeks after the interior was just completed, all because an inspection deadline is due but wasn’t in your refurbishment plan.) Substantial labor costs can be saved by coordinating the scheduled airframe inspection work during the refurbishment process. I suggest taking all the time you need to plan this work carefully. A good hourly maintenance program will do this for you. Planning will save a lot of time and expense, as well as limiting the wear and tear on the new interior that was just installed. Be prepared to postpone or reschedule a desired interior project to coordinate with a scheduled inspection(s). Careful consideration for other upgrades should Aircraft Index see Page 153

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FLIGHT DEPARTMENT T REFURBISHMENTS

4. Proper Documentation is Crucial

Maintenance departments go to extremes to meet Part 135 requirements so the aircraft can be used for charter operations. There are all kinds of regulations to follow, as many of you know, to operate under this charter designation. One thing we have seen happen time and time again is that owners create a refurbishment plan without any consideration to all of these Part 135 requirements. I always recommend installing the interior that complies with Part 135 standards, including fireblocking of the interior, because you never know when a decision to put the aircraft on a charter certificate may happen even if the airplane has always operated under Part 91. Many interior finishes and materials are beautiful and will look great inside your aircraft, but if they don’t meet the required standards you will not have the proper documentation should you wish to broaden out the operations of your aircraft. Most new aircraft come from the OEM with proper documentation for meeting the stricter Part 135 regulations, but a review of the documents should be performed to be certain that any new rules that may have been introduced since the aircraft was built will be addressed at this time.

5. Finish the Planning Process Before Taking it to the Shop

“Keep in mind that your situation could be unique if you are trying to schedule other maintenance inspection work at the same time.” 76

also be integrated into the refurbishment plan. Entertainment systems and LED lighting are the more obvious upgrades and typically get included up-front with the refurbishment plan. But, new cockpit avionics - mandated or optional - should also be part of the plan because such work will most likely involve a new antenna that requires access through that freshly refurbished interior if it is not completed during the new interior refurb. The new ADS-B and FANS mandates are good examples of upgrade plans that you should include in this process.

3. Find The Right Shop For Your Aircraft

There are plenty of refurbishment shops vying for your interior project, but many of them may not be the right choice. Finding the right shop requires extensive research and should involve talking to several other aircraft operators that fly the same aircraft model as you. Getting referrals and learning about other’s experiences will help you make a final decision. Keep in mind that your situation could be unique if you are trying to schedule other maintenance inspection work at the same time, as suggested earlier. Making sure that the shop’s logistical support and technical capabilities meet your needs is crucial when selecting the right refurbishment facility.

AVBUYER MAGAZINE – August 2016

www.AVBUYER.com

My advice may sound strange to many readers but in my 30 years of experience, I have witnessed many operators dropping off their aircraft for refurbishment without making sure all of the materials and parts are already ordered for the interior. This one element of planning can save weeks of downtime because of the extensive lead times on some fabrics and other interior materials. You can also save plenty of time by coordinating with the maintenance team that will be doing the inspections or overhaul work to make sure all necessary parts are ordered, and the procurement process has begun before the airplane arrives. Also, once the aircraft has been dropped off at the shop, any changes to the agreed-upon plan will cause delays. Proper planning before dropping off the aircraft will not only help you receive the best outcome, but it will make it easier for the shop to deliver the right outcome.

Summary

Aircraft interior options today are amazing, and the vast number of qualified refurbishment facilities can do incredible things to make your aircraft look and feel brand new while adding to its residual value. Just keep in mind these five recommendations from your friendly maintenance side of the operation, and make sure they have plenty of time to put the best refurbishment plan together for your aircraft! T Aircraft Index see Page 153

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FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations Part 4

Flying to India: Permits, Complications & Closed for Weekends! For flying to, over and within India the considerations are considerable and complex, notes Dave Higdon, who continues his examination of operating within the various ATC systems throughout the globe… ith any international trip, advance planning is key. Arguably that’s even more so for India than for international visitors to the US or Europe. For example, under current rules the agency with authority to issue permits in India closes over weekends – and, of course, for holidays—meaning any permits needed for a weekend flight (ente ring, leaving or over-flight) won't get any action between Friday evening and Monday morning. Permits can also take days, if not weeks to obtain and are difficult to impossible to change. Business

AVBUYER MAGAZINE – August 2016

aircraft are limited to 14 days in the country without either a new permit or a revision to the existing permit – and revisions needed to extend a visit by a day or a week may take weeks to obtain. Thus, due cons ideration of these requirements and limitations is essential.

Visas Before You Fly

Professional handlers and international trip planners all advise India-bound travelers to apply for, and obtain visas well in advance of departure, specifying your planned arrival date. Both passengers and crew must obtain visas for their visits.

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Aircraft Index see Page 153

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There are exceptions, among them to nationals of Nepal and Bhutan, while visas may be obtained after landing for nationals of Finland, Japan, Singapore, the Philippines, New Zealand, Luxembourg and Laos. And there are exceptions for other nationals that allow a visa to be obtained after landing – but that is strictly at the discretion of the immigration authorities. Even with these exceptions, obtaining visas on arrival for nationals of Pakistan, Iraq, Afghanistan and Bangladesh come with restrictions. Your best bet? Use a visa provi der to be sure you are working from the latest information. In India, Advertising Enquiries see Page 4

visa requirements can change on little-to-no notice. Be prepared to show details of your landing clearance, since part of the process includes establishing a Minimum Holding Altitude (MHA) before the visa is granted. The requirement exists for air-traffic management purposes and to meet requirements of India's security apparatus. Trip pl anning professionals know that this requirement can be a hassle because of the leadtime involved. India also takes into account whether passengers are on business or holiday in their requirements with varying treatments. And most airways are closed to foreign traffic on weekend, www.AVBUYER.com

“Your best bet? Use a visa provider to be sure you are working from the latest information. In India, visa requirements can change on little-tono notice.”

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August 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T OPERATING

“Further, all foreignregistered aircraft using Indian airspace need DGCA approval.”

with only one airway open – and only by an advanced permit. Indian diplomatic missions, embassies and consulates have been authorized to grant these visas – preferably within three days of applying - as part of the process established and run by the Director General of Civil Aviation (DGCA). The DGCA must provide details of the aircraft landing clearances to the Bureau of Immigration and Director General of Police well ahead of the arrival of the flight. Obtaining a visa on arrival isn't completely off the books – but limited in use. For example, at New Delhi's airport (VIDP) it's possible for crew to obtain a 72-hour crew vis a on arrival; passports and crew IDs are required – but even that service isn’t guaranteed. Upon arrival, customs officials take possession of crew members' passports while issuing them a paper visa. Best practice is for crew members to obtain their visas before departing. Visa-on-arrival should be considered a last resort.

Timing Permit Applications

India wants you to obtain a permit for landing, departing and for overflights. For example, flights to an Indian airport from outside the country can be acquired on relatively short notice, according to a number of trip planners. But applying on a Friday or the day before a holiday is an invitation to remain grounded, stranding passengers and crew until the permit arrives. Further, all foreign-registered aircraft using 80

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Indian air space need DGCA approval. Unlik e scheduled carriers, business jets need permission each time they fly into, or over India as do those seeking to fly overseas from the country. Keeping front of mind the closing of DGCA operations on holidays and weekends, a flight may be forced to detour around India without the overflight permit, adding time and expense to what might have been a direct flight had the permit arrived on time. Only emerg ency requests have a chance to receive permission on weekends and holidays, but constraints – and permit requirements – on others remain. The weekend closure of DGCA offices impacts not only Business Aviation in India; the commercial carriers struggle under the same constraints. India's airlines that fly weekend routes obtain their approvals in advance, something possible for nonVT-registered aircraft. I f the same rules applied in the US, business aircraft operators would need to obtain permits for weekend flights sometime between the start of the business day on Monday and the end of business on Friday; no pop-up trips on the weekends because the offices would be closed. But there is good news to come out of India's aviation authorities: They are working on improving access. And then there are the time li mitations. Foreignregistered aircraft on the ground in India are limited to 14 days in the country; the operator may leave the country and return, however, as long as the proper permits are in-hand for the aircraft's movement. The good news is that some of the past permit problems have been resolved and involve more airports where a temporary landing permit can be issued.

Customs Clearance, Ground Handling & More...

While India works to attract Business Aviation operators, other sticking points currently remain. For example, business aircraft crew and passengers may need to visit the airport's airline terminal to clear India's customs, immigration and quarantine processes. If the airport happens to be a military airport with civilian use allowed, the requirements for obtaining permission to land and depa rt increase in length significantly. The window for using a permit to land at a military field allows only a one hour window; outside that, a new permit will be required – with the ensuing time delay replayed. Operators with permits to land at civil airports enjoy a much broader window for their arrival time. Landing permits for non-military fields remain valid for 48 hours. And revisions to landing permi ts are not required for non-military locations if a flight is delayed within that timeframe. But add passengers to your flight and you will need to give 24 hours’ notice to revise a landing Aircraft Index see Page 153

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FLIGHT DEPARTMENT T OPERATING

“The combination of fuel costs, parking fees, taxes and permit fees can make a trip to India very expensive.”

permit. And when preparing for a flight involving a landing at a military field, consider the high degree of information required by India's bureaucracy. Military airport permits require 30 business days to arrange but handlers advise operators to apply at least 60 days prior to help cushion the time needed to coordinate required documentation. And there's more. Before granting a permit to land at a military field you'll need to submit significantly more personal information for each person on board – beyond the basic full passport information. India's military requires the name of each person’s father, all their home addresses, plus birth place, nationality, and, for crew members, the pilot license number. The level and cost of services can vary widely in India, which boasts precious few full-service airports with FBOs serving business aircraft. Not all are portof-entry airports, so a technical stop may be needed to clear customs, immigration and quarantine. Fuel prices vary widely, as does the fuel tax – and you can be taxed for fuel remaining after arriving from outside India if the next flight is to a destination within India. No sales taxes are due for fuel when departing India, however, provided you can prove you're headed to another country. Many airports within India are both uncontrolled and lacking basic fuel service, maintenance and parking. In such cases, carrying enough fuel to ferry the a ircraft out is both necessary and helpful when passengers must remain in the destination city overnight. Where there is parking, you face added expense. Most airports charge by the ton of operating weight, applied per hour. This system can put parking/tie-down fees in the hundreds of dollars per day for many common aircraft types. The combination of fuel costs, parking fees, taxes and permit fees can make a trip to India very expensive.

Accommodations & Security Issues

India, thanks to its close proximity to Pakistan and China, stands out as a nation where foreign visitors should consider using a trip planner, expediter or ground-handling agent able to help arrange security – for both the passengers and crew, and the aircraft itself. Sadly, most of India's cities are under a moderate threat level where secur ity is concerned. A first step widely recommended is to acquire upto-date country and city security briefings well before departing. Then, depending on the trip, the people and the time you'll be on the ground in India, you find comfort in having your ground agent or trip planner arrange for security for your aircraft, for the personnel on the trip and ground transportation, depending on your needs. Work ing with a local agent well ahead of the departure date can also help you connect with the 82

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best hotels available in any given city. India's two main business destinations, Delhi and Mumbai, both boast international hotel chains and good selections of 4- and 5-star crew accommodations. But outside of the larger cities, the supply of such accommodations may be limited on a good day. Your best bet? Investiga te and book hotels as early as possible.

Summary: Research, Planning & People…

Give yourself plenty of time to work out arrangements for your itinerary. With different airports operating under different rules, knowing the availability of fuel, services, security and hotel choices can be resolved far enough ahead that those processes don't conflict with, or complicate your plans. With the help of a ground ag ent, trip planner and arrangements for security for the airplane and its people, a trip to India can be as productive as any other international destination. But remember: Any changes to your travel dates, itinerary or passenger list may incur delays while waiting on updated permits. T Aircraft Index see Page 153

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FLIGHT DEPARTMENT T MANAGEMENT

The Keys to Pilot Health

Tips for Staying Healthy and Productive in the Flight Department Corporate pilots realize that their personal life is shaped by the company’s flight schedule, notes Andre Fodor, Aviation Director, Johnsonville Sausage. Acceptance of this reality will require lifestyle adjustments to help maintain a productive, healthy balance…

lexibility that enables a good work-life balance is essential to all corporate pilots. It is the key to maintaining positive mental attitudes and “workstyle” that deliver the very best service Business Aviation has to offer. As a coach to my staff, I encourage everyone within my flight department to maximize

AVBUYER MAGAZINE – August 2016

opportunities, to be flexible in their lifestyles and to prioritize quality of life. These attributes stimulate personnel to excel and shine at their jobs. Following are some examples of lessons I’ve learned over the years in staying healthy and happy within my flying job…

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Aircraft Index see Page 153

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Work-Life Flexibility

Just recently while sitting on standby in a hotel in France, I was mulling over my upcoming three months’ flying schedule. There were some grueling long-range trips that would keep me away from home for a long period of time. In all honesty, the prospect invoked sadness at being disconnected from my family for the entirety of the summer. Sure, we are all grown-up professionals and we often ‘tough out’ the worst of our flying schedules, but as I began to apply flexible thinking to the situation I realized that we were about to park our aircraft in Europe for twelve days while our principal traveled by sea. We always keep our airplane fullystaffed, so I put together a plan to have my wife and children join me in Italy at short notice. The flexibility I had worked hard to instill into my personal life enabled the plan to succeed, transforming a grueling schedule into a memorable opportunity. Once all of the risks of schedule changes were considered and accepted, my family took advantage of an opportunity that will be remembered by us all for years to come! We want our principals to think of us as embodying t he utmost in efficiency and always being prepared professionally. As I shared my plans with the Chairman of the Board, he acknowledged my good time-management to make the most of a priceless opportunity. The great value to both me and the company were not lost on that seasoned business leader!

As I got back into shape, I found that healthy, moderate eating and exercise made me physically and mentally fitter in the cockpit environment.

Case Study in Rest

Many studies claim that most adults have a nightly sleep deficit of at least two hours. There are no prizes for guessing that, with the nature of the corporate pilot’s professional lifestyle, we are often chronically fatigued and suffering from jet lag. Thus, it is crucial to develop a rest schedule. This is one area where flexibility is not a virtue: sticking to the rest plan requires dedication, conviction and some “me-first” thinking. We need to educate our family and friends that after a long trip, we might be jaded and in need of restful recovery before jumping straight in to a flurry of domestic or social activity.

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

Summary

A balanced lifestyle promoting emotional (personal), mental and physical health is essential. How best to achieve that balance should be an essential discussion within your flight department. Over time, better time management and prioritization will reduce budget costs, enhance operational safety and increase productivity. As a by-product you will have a firm and fit body on which to hang those hard-earned pilot epaulets! T

Case Study in Fitness

Mental and physical health of personnel is an integral part of the flight department. Without due care and attention in this area of management, we may suffer setbacks that can impair safety and productivity. When I approached age 40, I visited my physician for an annual check-up. At that time, I was a flight operations manager for a major fractional ownership company and my phone rang constantly. It was an exciting, busy and intense job, but it was also an unforgiving, punishing lifestyle. The role brought high stress along with bad eating and resting habits. After reading my lab reports and examining me, the doctor prescribed medication for my blood pressure, sugar and cholesterol. His prognosis scared me, and I decided to make changes. A nutritionist taught me to make good choices. I learned how to navigate cravings for junk food and combat the energy lows that come from long days in the cockpi t without regular nourishment and rest. For example, a handful of peanuts and a small protein bar, washed down with water, produced increased physical and mental energy throughout the day. Advertising Enquiries see Page 4

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FLIGHT DEPARTMENT T MANAGEMENT

Jodie Brown is certified in corporate mediation and organizational behavior. For the past 20 years, hundreds of corporate and industry teams have formed, stormed, normed and performed with her assistance, coaching and direction. She helps aviation departments get “unstuck” and move to a more positive and productive environment. Contact Jodie via Jodie@summitsolutions.com

Creating a More Positive Flight Department

Five Steps to Take Before Chaos Happens… Jodie Brown applies her specialized education and many years of experience working with teams to address issues facing Flight Departments…

ummertime and the living is easy (so says the song). But what happens when summer heats up team troubles? It began with a phone call, “Do you have time for a visit? Our Flight Department is becoming unraveled. “Two members of the maintenance crew are yelling at each other in the hangar. One of the pilots is creating his own faction to undermine the Aviation Director’s leadership. Corporate just cut back on contractors due to budget constraints.

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Everyone is overworked, tired and bored with shuttle operations. On top of it all, we’ve got training and summer vacations, and the demand isn’t letting up. I’m being squeezed from all directions!” When personalities from diverse backgrounds and skillsets spend hours together in cockpits and hangars as individuals but little time all together, it’s very hard to address relationship challenges. Within this scenario, departments start to split into tribal wars with splintered groups grasping for gossip and hearsay to justify their perceptions. 

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Aircraft Index see Page 153

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FLIGHT DEPARTMENT T MANAGEMENT

Where to Start

Begin by setting a few boundaries. Although we seem to fight against imposed fences, the human mind is more comfortable knowing and respecting your department’s parameters. Step 1: Demonstrate respect for the position and the role. People are hired for their skillset and their valuable knowledge. When individual egos create a “better than thou” environment, trouble is sure to follow. Leaders sometimes need to say what they expect from others. • Do not talk negatively about team members behind their backs; • Give the benefit of the doubt when it is unclear why someone does or says something. Find out what troubles them; • Apologize when needed and accept apologies when appropriate. Use “please” and “thank you” freely; • Address each person with respect. Use last names if necessary: “Ms. Dolan, would you...” (the word “girls” is never appropriate for professional women, and our use of words displays our values.)

•

to accept well-intended feedback and coaching without being defensive. Don’t kill the messenger; Make decisions based on factual data, not on feelings or hearsay.

Step 4: To become a positive and high performance team, communication is critical. It takes effort to communicate. • Accept that we may not get all the information in a timely manner. As an Aviation Director, you walk a thin line between being loyal to the department while being part of the corporate management team. Use all methods of communication to keep everyone up-to-date as much as you can; • Make decisions collaboratively when they have serious consequences. Accept, however, that some decisions are not democratic and not easily explained. A mature person learns to live with disappointments; • Communicate time constraints or limitations and provide options. Options are good.

Step 2: A high-performing team holds itself collectively and its members individually accountable. • Respect other’s time by keeping promises, deadlines and time commitments; • Do not offer or accept excuses; others have responsibilities on par with your own; • Hold yourselves accountable for your moods and fix them when they aren’t positive. A cancerous attitude sickens a team-body very quickly. If this should happen, get help immediately from a team-building expert.

Step 5: Build confidence within and among team members. Confidence is contagious. • Confidence is a feeling that regardless of what happens-good or bad—enables the team to work together to create success. Help people build confidence by seeking positive feedback; • Some people are inherently more fearful of the unknown than others. That awful emotion of anxiety appears when we are uncertain and feel like we have no control. When we’re asked to perform out of our comfort zone, a little support goes a long way.

Step 3: Demonstrate your professionalism and respect of others. • People’s behavior tends to be influenced by the demands of their roles within an environment. We often don’t know our colleagues in depth; only the characteristics they show at work. To convey respect for the position and the person in a given role, we should address them professionally through our choice of words, tone of voice and respectful behavior; • Do not use energy to build separate tribes within the team to support our own agenda or crusade; • Realize that most people would rather avoid conflict. Learn

At some point in a team’s growth pattern, someone realizes that team members need to re-calibrate and level-set their behavior and focus. Good leaders know that the time and cost of hiring a specialist to facilitate group dynamics and interpersonal communication is worthwhile. An organizational behavior coach can teach and enhance communication tools to team members. A professionally trained facilitator can navigate through a tough conversation to find positive outcomes while keeping relationships intact. An investment such as this guidance can only make the team more effective and provide a satisfying place to work. T

AVBUYER MAGAZINE – August 2016

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Aircraft Index see Page 153

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FLIGHT DEPARTMENT T SAFETY

Flight Department Standard Operating Procedures Is There Enough Clarity in your Operation’s SOPs? Drawing on an accident resulting in four fatalities, Mario Pierobon highlights the lethal impact of unclear Standard Operating Procedures and suggests how an

operator can ensure no such confusion exists within their own flight department… n August 2013, an AS332 L2 Super Puma helicopter carrying 18 people crashed in the sea during an approach to land at Sumburgh airport, Scotland. There were four fatalities. The helicopter had departed a platform in the North Sea and was en route to Sumburgh for refuelling before continuing to Aberdeen airport. According to the report of the UK Air Accident Investigation Branch (AAIB) the weather conditions required the final approach to Runway 09 at Sumburgh be flown in cloud. The approach was conducted with the autopilot in 3-axes and vertical speed mode. This required the commander to operate the collective pitch control manually to manage airspeed. “The co-pilot was responsible for monitoring the helicopter’s vertical flightpath against the published approach vertical profile and for seeking the external visual references necessary to continue

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with the approach and landing,” the AAIB report states. “The procedures permitted the helicopter to descend to a height of 300ft, the minimum descent altitude (MDA) for the approach, at which point a level-off was required if visual references had not yet been acquired.” Although the approach vertical profile was maintained initially, insufficient collective pitch control input was applied by the commander to maintain the approach profile and the target approach airspeed of 80 kts - thus the helicopter’s airspeed reduced continuously during the final approach due to insufficient engine power. “Control of the flightpath was lost and the helicopter continued to descend below the MDA. During the latter stages of the approach the helicopter’s airspeed had decreased below 35 kts and a high rate of descent had developed,” the AAIB report elaborates.

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developed by the air operator. The type-specific procedures normally come directly from the OEM, and air operators have generally less autonomy to develop and/or adapt these procedures. As previously discussed in this monthly safety column, it’s all too common that Flight Department Operations Manuals tend to replicate the content of applicable regulatory requirements without providing any useful guidance to the flight crew – thus, too many SOPs remain ambiguous at best, offering no clear guidance on specific situations to those crew members using them.

Clarifying SOPs

SOP implementation should consist of four very precise steps.

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

Development: A procedure must first be developed (i.e. a standard must be defined). Ideally a series of tasks should be defined as precisely as possible, each task outlining what needs to be performed; how it must be achieved (which tools, under which conditions); who should perform it; and which task must follow it. SOPs should also include contingency planning. Documentation: A procedure must then be documented in the OM. Font size and print colours should be adequate for clarity on a printout or tablet screen, and account for different lighting conditions. As part of SOP documentation an operator may wish to develop checklists or task cards to be used during line operations.

“The decreasing airspeed went unnoticed by the pilots until a very late stage, when the helicopter was in a critically low energy state. The commander’s attempt to recover the situation was unsuccessful and the helicopter struck the surface of the sea approximately 1.7nm west of Sumburgh airport.” According to the AAIB the operator’s Standard Operating Procedure (SOP) for this type of approach was not clearly defined and the pilots had not developed a clear, shared understanding of how the approach was to be flown. In addition, the operator’s SOPs at the time did not optimize the use of the helicopter’s automated systems during a non-precision approach. Clearly defined, unambiguous SOPs should be a core responsibility (if not the main one) of an air service provider.

SOPs Categorized

When it comes to aircraft operations there exist two broad categories of SOPs; namely the common ones documented in Operations Manual Section A (OM-A), and the type-specific ones, documented in Section B (OM-B). It’s the common procedures that require a higher degree of scrutiny, since these need to be directly Advertising Enquiries see Page 4

Training: The documented content of the SOPs should then be integrated into initial and recurrent training courses. Implementation Monitoring: Monitoring represents the most dynamic task to be performed as part of SOP implementation, and should be an on-going exercise designed to ensure that line operators’ behaviour is standardized as expected. A calendar of random inspections should be defined by compliance monitoring departments, and inspections carried out regularly and consistently.

Summary

Adequate implementation of clear, unambiguous SOPs, and ongoing monitoring should provide the opportunity for flight department management to continuously improve the safety of their operations. Standard Operating Procedures that are wellstructured and communicated to all relevant parties leave far less margin for confusion or misunderstanding, thereby drastically reducing the chance of an accident occurring. Furthermore, if non-compliances are found to be recurrent within the flight department, a deeper understanding will be gained as to why this is the case (e.g., time pressure or improper standard definition), which can then be addressed and corrected. T www.AVBUYER.com

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

August 2016 - AVBUYER MAGAZINE

Values Intro.qxp_Finance 19/07/2016 11:25 Page 1

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…

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 i s 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 92

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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 model years from 1997 through Summer 2016 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Piper Meridian reported in the Summer 2016 edition of the Bluebook shows US$1.3m for a 2010 model, US$1.175m for a 2009 model, and so forth. Aircraft are listed alphabetically. N ote: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turboprops can be referred to,  beginning on page 96 of this issue.

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Aircraft Index see Page 153

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2011 Lear 60XR • s/n 396 • N695SC

2000 Falcon 50EX • s/n 286 • N286ZT

1500 TT • Engines on ESP Gold Flex • Fresh PPI • STC certified air ambulance • NDH

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

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

2008 Lear 60XR • s/n 343 • N343EC

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

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

2005 Hawker 800XP • s/n 258713 • N110GD

2002 Agusta A109E • s/n 11134 • N725SC

2800 TT • Engines & APU on MSP Gold • CAMP • Winglets • Airshow

2400 TT • Undergoing 2400 hr inspection and HSI

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

2:33 PM

Retail Values.qxp_RPG 19/07/2016 11:29 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Turboprops Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

7.4

6.0

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

3.5

3.4

3.3

MODEL BEECH KING AIRS KING AIR 350I

5.0

4.5

4.1

3.9

3.7

KING AIR 350 KING AIR 250

6.106

4.5

4.0

3.6

KING AIR B200

3.4

3.2

3.1

3.0

KING AIR B200GT KING AIR C90GTX

3.892

2.6

2.4

2.3

2.2

2.6

3.050

2.950

2.1

2.0

KING AIR C90GTI

2.850

2.750

1.9

1.8

KING AIR C90GT

1.650

KING AIR C90SE KING AIR C90B

CESSNA CARAVANS 208 GR. CAR- EX

2.554

2.4

2.3

2.2

208 GR. CAR-675/G1000

2.181

2.075

2.025

1.975

2.4

2.2

2.0

1.875

1.775

1.675

1.575

208B GR. CAR

1.475 1.425

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

1.850

1.750

1.650

1.550

208B SUP. C/MASTER

1.450 1.4

208 CAR-675/G1000

1.925

1.825

1.725

1.625

1.525

208 CAR-675

1.375

1.350

1.425 1.325

1.275

3.0

208 CAR

PIAGGIO AVANTI - P180

7.195

5.5

4.7

4.3

3.6

3.3

3.2

3.1

PILATUS PC-12/47E NG

4.5

4.2

3.9

3.7

3.5

3.3

3.1

2.8

PILATUS PC-12/47

2.6

2.5

0.975

PILATUS PC-12/45

PIPER MERIDIAN M600

2.853

PIPER MERIDIAN-PA46-500TP

2.0

QUEST KODIAK-100

SOCATA TBM 900 SOCATA TBM 850

3.889

3.2

1.725

1.6

1.475

1.375

1.3

1.175

1.075

1.7

1.5

1.3

1.2

1.1

1.0

0.900

2.4

2.2

2.1

2.0

1.9

1.8

2.8 1.650

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

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

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 19/07/2016 15:36 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Summer 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

MODEL YEAR $ MODEL BEECH KING AIRS KING AIR 350I

3.2

3.1

3.0

2.5

2.4

2.3

2.2

2.1

2.0

1.9

KING AIR 350 KING AIR 250

2.5

2.4

2.3

2.150

2.050

1.950

1.850

1.750

1.650

1.550

KING AIR B200 KING AIR B200GT KING AIR C90GTX KING AIR C90GTI

1.550

KING AIR C90GT

1.5

1.450

1.4

1.350

1.3

0.825

0.750

0.725

KING AIR C90SE

1.250

1.2

1.150

1.1

KING AIR C90B

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

1.175

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

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

1.3

1.250

1.2

1.150

1.1

1.050

1.0

0.950

0.925

0.900

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

1.225

1.125

1.1

1.050

1.0

0.950

208 CAR-675 0.900

2.8

2.125

2.050

1.975

1.9

1.825

1.750

0.875

0.850

0.825

208 CAR

-----

1.675

1.6

PIAGGIO AVANTI - P180

PILATUS PC-12/47E NG 2.4

PILATUS PC-12/47 2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

PILATUS PC-12/45

PIPER MERIDIAN M600 0.925

0.850

0.775

0.725

0.675

0.625

PIPER MERIDIAN-PA46-500TP

QUEST KODIAK-100

SOCATA TBM 900 1.550 1.450

SOCATA TBM 850 1.4

1.350

1.3

SOCATA TBM 700C2/EFIS 1.250

1.2

1.150

1.125

SOCATA TBM 700B/EFIS 1.075

1.025

SOCATA TBM 700/EFIS

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

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

ACSpecs Intro.qxp_AC Specs Intronov06 19/07/2016 11:33 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Turboprops

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

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

AVBUYER MAGAZINE – August 2016

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

•

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

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

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 19/07/2016 12:24 Page 1

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 BLA CKH AWK KING AIR C90 XP1 35A NEX TAN T AE ROS PAC E G9 0XT BEE CHC RAF T KI NG AIR 200 KING AIR B20 0GT

SPECIFICATIONS T FLIGHT DEPARTMENT ENTRY-LEVEL & LIGHT JETS

TURBOPROPS

$875.82

$994.59

$978.83

$965.78

$903.80

$1,022.36

$697.44

$1,391.54

$1,153.84

4.8

CABIN HEIGHT FT.

4.5

CABIN WIDTH FT.

12.4

16.7

CABIN LENGTH FT.

218

303

CABIN VOLUME CU.FT.

4.3

DOOR HEIGHT FT.

2.25

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

10100

10485

10100

10500

12500

MTOW LBS

9600

9700

9600

9700

12500

MLW LBS

7210

7200

7235

6625

7150

7235

8550

8760

B.O.W. W/CREW LBS

2573

3645

USEABLE FUEL LBS

377

387

737

902

437

752

395

185

PAYLOAD WITH FULL FUEL LBS

2950

2306

2143

3205

3010

2143

1850

2240

MAX. PAYLOAD LBS

640

903

640

739

1075

960

RANGE - SEATS FULL N.M.

940

981

1152

940

1174

1490

1650

MAX. RANGE N.M. 4 PAX

4519

3888

4519

4000

5300

3640

BALANCED FIELD LENGTH FT.

3692

4007

4002

3692

4000

4333

4437

LANDING DIST. (FACTORED) FT.

2010

1953

2000

1950

2450

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

495

474

554

475

740

745

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

250

270

274

250

270

289

305

MAX. CRUISE SPEED KTAS

234

274

234

270

272

298

NORMAL CRUISE SPEED KTAS

195

206

204

195

206

225

226

L/RANGE CRUISE SPEED KTAS

PT6A-21

PT6A-135A

PT6A-21

PT6A-135A

H80

PT6A-41

PT6A-52

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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

Advertising Enquiries see Page 4

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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 20/07/2016 09:32 Page 2

CES SNA 208 CAR AVA N/CA RGO POD

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

BEE CHC RAF T KI NG AIR 350 ER

BEE CHC RAF T KI NG AIR 350

BEE CHC RAF T KI NG AIR 250

TURBOPROPS

BLA CKH AWK

KING AIR B20 0 XP 61

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,276.94

$1,160.82

$1,177.86

$1,191.53

$1,174.57

$1,186.03

$502.30

$506.30

CABIN HEIGHT FT.

4.8

4.5

CABIN WIDTH FT.

4.5

5.3

CABIN LENGTH FT.

16.7

19.2

19.5

12.75

CABIN VOLUME CU.FT.

303

344

271

DOOR HEIGHT FT.

4.3

4.2

DOOR WIDTH FT.

2.25

2.23

2.25

2.23

4.08

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

12500

15000

16500

15000

16500

8000

MLW LBS

12500

15000

15675

15000

15675

7800

B.O.W. W/CREW LBS

8820

8780

9885

10400

10000

10585

4940

5120

USEABLE FUEL LBS

3645

3611

5192

3611

5192

2224

PAYLOAD WITH FULL FUEL LBS

125

165

1604

1008

1489

823

871

691

MAX. PAYLOAD LBS

2180

2220

2615

2600

2500

2415

2860

2680

RANGE - SEATS FULL N.M.

975

636

1440

1878

1440

1635

325

100

MAX. RANGE N.M. 4 PAX

1498

1575

1550

2311

1550

2365

835

768

BALANCED FIELD LENGTH FT.

3800

3925

3300

5105

3300

5105

2055

2260

LANDING DIST. (FACTORED) FT.

4437

4625

4140

4760

4143

4770

2508

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

2500

2437

2700

2400

2700

2400

1234

1175

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

710

682

622

337

622

337

MAX. CRUISE SPEED KTAS

311

310

320

303

320

303

186

NORMAL CRUISE SPEED KTAS

311

301

310

303

310

265

175

L/RANGE CRUISE SPEED KTAS

232

234

238

234

238

147

PT6A-61

PT6A-52

PT6A-60A

PT6A-114A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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Aircraft Index see Page 153

SPECIFICATIONS T FLIGHT DEPARTMENT

DAH ERSOC ATA TBM 700 C2 DAH ERSOC ATA TBM 850 DAH ER-S OCA TA T BM 900

CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GN D CA RAV AN/ CAR G PO D CES SNA 208 B GR AND CAR AVA N EX 208 B GR AND CAR AVA N EX /CAR G PO D BLA CKH AWK CAR AVA NX P42 A

AircraftPer&SpecJuly16.qxp_PerfspecDecember06 20/07/2016 09:33 Page 3

TURBOPROPS

$507.62

$511.62

$537.32

$543.31

$674.96

$622.70

$694.59

$668.28

4.5

4.1

CABIN HEIGHT FT.

5.3

CABIN WIDTH FT.

16.75

CABIN LENGTH FT.

352

143

CABIN VOLUME CU.FT.

4.2

3.9

DOOR HEIGHT FT.

4.08

4.17

4.08

3.5

DOOR WIDTH FT.

BAGGAGE VOL. INT. CU.FT.

112

111.5

112

5.9

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

8750

8807

9062

7394

MTOW LBS

8500

9000

7024

MLW LBS

5270

5440

5305

5498

5350

4889

4780

4829

B.O.W. W/CREW LBS

2224

2247

2224

1887

1956

USEABLE FUEL LBS

1291

1121

1290

1097

1523

654

694

645

PAYLOAD WITH FULL FUEL LBS

3230

3060

3195

3002

3650

1143

1252

1203

MAX. PAYLOAD LBS

529

465

494

365

627

1000

967

989

RANGE - SEATS FULL N.M.

789

731

739

685

734

1200

1364

1474

MAX. RANGE N.M. 4 PAX

2420

2500

2742

2195

3100

3110

2823

BALANCED FIELD LENGTH FT.

2625

2800

2625

3750

LANDING DIST. (FACTORED) FT.

975

925

1331

1275

1215

1570

2005

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

184

186

194

185

189

292

320

324

MAX. CRUISE SPEED KTAS

182

187

178

189

290

316

318

NORMAL CRUISE SPEED KTAS

156

162

155

255

252

L/RANGE CRUISE SPEED KTAS

PT6A-114A

PT6A-140

PT6A-42A

PT6A-64

PT6A-66D

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL



Advertising Enquiries see Page 4

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AircraftPer&SpecJuly16.qxp_PerfspecDecember06 19/07/2016 12:32 Page 4

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM ERID IAN PA

PIPE RM 600

PILA TUS PC-1 2 NG

PILA TUS PC-1 2

PIAG GIO AVA NTI P18 0 II

TURBOPROPS

EXT RA A IRCR AFT EXT RA 5 00 PIAG GIO AVA NTI P18 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$365.60

$1,293.02

$1,193.20

$761.42

$713.57

$526.57

$497.46

$490.83

CABIN HEIGHT FT.

4.08

5.8

4.75

4.83

3.92

3.9

4.5

CABIN WIDTH FT.

4.83

6.1

4.13

4.2

4.8

CABIN LENGTH FT.

13.5

14.9

17.5

16.9

16.92

12.33

12.3

15.5

CABIN VOLUME CU.FT.

393

356

165

106

248

DOOR HEIGHT FT.

4.4

4.5

4.42

3.83

3.8

4.1

DOOR WIDTH FT.

4.1

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

44.15

CREW #

SEATS - EXECUTIVE #

MTOW LBS

4696

11550

12100

10450

6000

5092

7255

MLW LBS

4409

10945

11500

9920

9921

5800

4850

6690

B.O.W. W/CREW LBS

3297

8000

8500

6565

6782

3730

3663

3975

USEABLE FUEL LBS

1154

2802

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

245

798

848

1226

1009

1180

331

1220

MAX. PAYLOAD LBS

1022

1800

1300

2475

2257

1120

1187

2515

RANGE - SEATS FULL N.M.

560

980

752

1340

1309

633

489

524

MAX. RANGE N.M. 4 PAX

1444

1440

1364

1660

1635

1278

1091

845

BALANCED FIELD LENGTH FT.

2115

3100

3500

2450

2902

2000

1720

LANDING DIST. (FACTORED) FT.

3667

4550

4417

2783

2623

1950

1933

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

1637

2950

2600

1680

1920

1556

1338

756

680

MAX. CRUISE SPEED KTAS

225

390

363

261

280

274

267

180

NORMAL CRUISE SPEED KTAS

205

354

346

261

268

260

262

154

L/RANGE CRUISE SPEED KTAS

188

310

314

209

184

225

133

250-B17F/2

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

100

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

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Aircraft Index see Page 153

Jetbed FP June.qxp_Layout 1 26/05/2016 10:12 Page 1

â&#x20AC;&#x153;I would like to commend JetBed for developing such a wonderful tool for use in our aircraft fleet. The JetBeds are such a great addition to our cabin requirements. Your custom design is well thought out and deployment is extremely easy. We are definitely a satisified JetBed customer.â&#x20AC;?

- Charles E. Reeves, Chief Pilot Qualcomm Flight Department

AirCompAnalysis August.qxp_ACAn 20/07/2016 09:25 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis:

Embraer Phenom 300 vs Cessna Citation CJ4 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular light business jets for the purpose of valuing the Embraer Phenom 300. 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

102

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for the Embraer Phenom 300. The field in this comparative study includes Cessna’s Citation CJ4. The Phenom 300 has a capacity for six passenger seats in its normal configuration with a single pilot. Interior configurations also offer options of a side-facing seat and belted toilet. Powered by two Pratt & Whitney PW535E engines, the Phenom 300 first flew in May 2008, earning FAA Certification in December 2009. First customer delivery took place that same month. In its cockpit, the Phenom 300 utilizes either the

AVBUYER MAGAZINE – August 2016

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Garmin G1000 or G3000 avionics panel. An early indicator of the future success the Phenom 300 would enjoy came through its selection by leading fractio nal providers NetJets and Flight Options/Flexjet, each placing large orders. Today, there are 87 Phenom 300s in fractional operation representing 26.5% of the total fleet of 328 Phenom 300s in operation. Aside from the 87 in fractional ownership programs, there are also 236 wholly-owned and five Phenom 300s in shared ownership. Thirteen Phenom 300s are leased, according to JETNET. North America has the l argest fleet share percentage (57%), followed by South America (22%) and Europe (16%), for a combined total of 95% of the world’s fleet. Aircraft Index see Page 153

AirCompAnalysis August.qxp_ACAn 20/07/2016 09:25 Page 2

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

HOW MANY PASSENGERS?

EMBRAER PHENOM 300

(Manufactured between 2009-Present)

$7.5 Million (2014 Model)

vs.

CESSNA

Citation CJ4

(Manufactured between 2010-Present)

$7.3 Million (2014 Model)

WHICH OF THESE LIGHT BUSINESS JETS WILL COME OUT ON TOP HOW MUCH

3138

RUNWAY

DO I NEED?

3500

(Balanced field length, ft) 0

1000

HOW FAR

2000

CRUISING SPEED?

(Lbs)

2077

2000

2500

500

1000

1500

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

LONG RANGE

(Knots) 383

2216

1991 1500

6000

CAN WE TAKE?

(Nautical Miles. 4 Pax)

1000

5000

WHAT’S THE

PAYLOAD

500

4000

HOW MUCH

CAN WE GO?

3000

NEW/USED SOLD

2150 2000

2500

100

150

200

250

300

380 350 400

WHAT’S THE

COST PER MILE?

587 326

215

5.2% (8)

6.5% (5)

% = Global Fleet For Sale (12-Month Average Figure)

$2.46 $2.84

Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

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(Direct operating costs based on 1000nm mission carrying 800lbs payload) August 2016 – AVBUYER MAGAZINE

 103

AirCompAnalysis August.qxp_ACAn 20/07/2016 09:26 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - US Flight Activity - Phenom 300 2015

2014 Flights

US Flight Activity

Difference

13,207

16,337

3,130

23.7%

Total Distance (stat miles)

7,509,564

8,899,661

1,390,097

18.5%

Total Time (hrs)

1,152,077

1,380,967

228,890

19.9%

Avg Airframe Distance (nm)

568

544

-24

-4.2%

Avg Airframe Flight Time (hrs)

-3

-3.4%

Payload & Range

Source: FAA - ETMSC; JETNET

Table B - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Phenom 300

17,968

5,353

158

2,216

942

2,077

1,247

Citation CJ4

17,110

5,828

188

2,150

1,052

1,991

1,425

Model

Table A (left) shows that the number of Phenom 300 flights increased by 23.7% in the US, and the distance travelled (18.5%) and flight hours (19.9%) also increased in the comparison between 2014 and 2015.

Source: Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET; ACC – Aircraft Cost Calculator; B&CA May 2016 Purchase Planning Handbook and Aug. 2015 Operations Planning Guide

Cabin Cross-Sections

Chart A - Cabin Cross-Sections Cessna Citation CJ4

The data contained in Table B (left) are published in the B&CA, May 2016 issue, but is also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Phenom 300 ‘Available Payload with Maximum Fuel’ at 942 lbs is less than the Citation CJ4 at 1,052 lbs. The fuel usage by each aircraft in this field of study is also represented in Table B. The Phenom 300 burns 16% less fuel at 158 gallons per hour (GPH) compared to the Citation CJ4 (188 GPH), according to Aircraft Cost Calculator.

Embraer Phenom 300

According to Conklin & de Decker, the Phenom 300 cabin volume is 324 cubic feet. While this is larger than the CJ4s overall cabin volume of 293 cu. ft., the CJ4 offers a slightly longer cabin at 17.3 ft versus the Phenom 300’s 17.17 ft. As depicted by the Cabin CrossSection comparison in Chart A, left (courtesy of UPCAST JETBOOK), the Phenom 300 offers greater cabin width and height.

Range Comparison

As depicted in Chart B (top right), using Wichita, Kansas as the origin point, the Phenom 300 offers marginally more range than the Citation CJ4, 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

Source: UPCAST JETBOOK

104

AVBUYER MAGAZINE – August 2016

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Aircraft Index see Page 153

AirCompAnalysis August.qxp_ACAn 20/07/2016 09:27 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart B - Range Comparison

a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

Embraer Phenom 300 Cessna Citation CJ4

Powerplant Details

1662.38 Nm 1625.33 Nm

As mentioned previously, the Phenom 300 is powered by two Pratt & Whitney PW535E engines each offering 3,360 pounds of thrust (lbst). The Citation CJ4 offers a pair of Williams FJ44-4A engines with 3,621 lbst each.

Cost Per Mile

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2015 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2015 edition was $5.25 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (right) details ‘Cost per Mile’ and compares the Phenom 300 to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with a 800 lbs payload. The Citation CJ4 shows the highest cost per nautical mile at $2.84 compared to $2.46 for the Phenom 300. This is a difference of 13.4% in favor of the Phenom 300.

Chart C - Cost Per Mile* Phenom 300 Citation CJ4 $0.00

US $ per nautical mile *1,000 nm Mission costs, 1,800lbs, payload

Total Variable Cost The ‘Total Variable Cost’ illustrated in Chart D (bottom right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Phenom 300 computes at $1,130 per hour, which is 11.2% less than the Citation CJ4 ($1,273 per hour).

Chart D - Variable Cost Phenom 300 Citation CJ4

Aircraft Comparison Table Table C (overleaf) contains the pre-owned prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and maximum payload Advertising Enquiries see Page 4

$2.00

Q $2.46 Q$2.84

$500

Q$1,130 Q$1,273

$1,000

US $ per hour

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August 2016 – AVBUYER MAGAZINE

105

AirCompAnalysis August.qxp_ACAn 20/07/2016 09:28 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison Long Range Speed (kts)

Cabin Volume (cu ft.)

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

New Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Phenom 300

383

324

1,247

$8.995

326

5.2%

Citation CJ4

380

293

1,425

$9.263

215

6.5%

Model

Data courtesy of Conklin & de Decker, Orleans, MA, USA; JETNET: Vref; ACC- Aircraft Cost Calculator *Average Full Sale Transactions in the past 12 months; Source: JETNET

Depreciation Schedule

Table D - Part 91 & 135 MACRS Schedule

MACRS SCHEDULE FOR PART 91 Year Deduction

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Table E - MACRS Depreciation Schedule (Phenom 300) 2016 Embraer Phenom 300 - PRIVATE (PART 91) Full Retail Price - Million Year

$8.995 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$1.8

2.9

1.7

1.0

0.5

Depreciation Value ($M)

$7.2

4.3

2.6

1.6

0.5

Cum. Depreciation ($M)

$1.8

4.7

6.4

7.4

8.5

9.0

Full Retail Price - Million

$8.995

Rate (%)

2016 Embraer Phenom 300 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$1.29

2.20

1.57

1.12

0.80

0.40

Depreciation Value ($M)

$7.71

5.51

3.93

2.81

2.01

1.20

0.40

0.00

Cum. Depreciation ($M)

$1.3

3.5

5.1

6.2

7.0

7.8

8.6

9.0

Rate (%)

Source: Vref

106

AVBUYER MAGAZINE – August 2016

values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Phenom 300 has 5.2% of its fleet currently ‘For Sale’ and the Citation CJ4 has 6.5% for sale. Also, the average number of new deliveries and pre-owned transactions (sold) per month for the Phenom 300 is higher at 8 units per month than the Citation CJ4 (5 per month), as shown in the last column in Table C (left).

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Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the appli cable recovery period (see Table D, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. There are a variety of factors that taxpayers must consider in determi ning if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. 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 E (left) depicts an example of using the MACRS schedule for a 2016 Phenom 300 business aircraft in private (Part 91) a nd charter (Part 135) operations over five and sevenyear periods, assuming a new retail value of $8.995 million, per Vref Pricing guide.  Aircraft Index see Page 153

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1995 Gulfstream GIVSP s/n 1268 14 pax

Engines 100% JSSI, Avionics on HAPP, APU-150 Upgrade on MSP, 2012 Paint, TCAS II 7.1, MCS-6000 Satcom, Previously Operated Part 135

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1995 Gulfstream GIVSP s/n 1262 13 pax

Engines RR CorpCare, Avionics on HAPP, APU on MSP, ATG-4000 Wi-Fi, Axxess II Iridium Sat Phone, APU Encl. Mod, Operating Part P135

1982 Falcon 50 s/n 97 9 pax

Fwd Galley, Engines/APU on MSP, ProLine 21 Avionics Installed 2007, Ldg Gear O/H, 4A & 4A+ Insp. In Process, P&I Good Condition, Axxess II Irid. Sat Phone, XM Weather

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AirCompAnalysis August.qxp_ACAn 20/07/2016 09:28 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Chart E, sourced from the Multi-Dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Phenom 300. The current pre-owned market for the Phenom 300 aircraft shows a total of 19 aircraft ‘For Sale’ with only three displaying an asking price, thus we have plotted them. We also added the preowned CJ3, CJ4, XLS+ and the Learjet 70 business jets in our study group with asking prices ranging from $3.9m - $9.0m. The equation that we derived from these asking prices and 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 used Phenom 300 and others respond to at least four features: Years, AFTT, Range, Quantity and Asking Prices. While each serial number is unique, the airframe (AFTT) hours and age/condition will cause great variations in price. The final negotiated price remains to be decided between the seller and buyer before the sale is completed.

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: 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.

108

AVBUYER MAGAZINE – August 2016

Chart E - Value Retention Market for: Phenom 300s (Blue Cubes) Cj4s (Yellow Spheres) Learjet 70s (Brown Octahedrons) CJ3s (Coral Cubes) & XLSs (Green Spheres)

A Study of Phenom 300 Compared to the Citation CJ4/CJ3, and Learjet 70 Business Jets

Phenom 300 $2.0M too high Phenom 300 $0.1M too low CJ3 $0.9 too low

Chart F - Productivity Comparisons

Price (Millions)

Asking Prices vs Age, Airframe Total Time and Quantity

$12.0 $10.0

Citation CJ4

Phenom 300

$8.0 $6.0 $4.0 0.10000

0.20000

0.30000

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

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 Phenom 300 displays a high level of productivity. The high-level of productivity for the Phenom 300 is largely due to the fact that it offers a larger cabin and lower operating costs including a 30 GPH (16%) average fuel

burn saving over the Citation CJ4. The purchase price is also lower than that of the CJ4 aircraft. Nevertheless, the Phenom 300 ‘Available Payload with Maximum Fuel’ at 942 lbs is lower than that of the Citation CJ4. Operators should weigh up their mission requirements precisely when picking which option is the best for them.

Summary

Within the preceding paragraphs we have touched upon

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several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb that might factor in a buying decision, however. The Phenom 300 continues to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Phenom 300 will continue to do well in the pre-owned market for the foreseeable future. T

Aircraft Index see Page 153

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COMMUNITY NEWS T BIZAV REVIEW

Dassault Falcon 8X Certified Entry into Service to Begin in Q4 2016

BizAv Bites Bombardier will open its first whollyowned service center in the UK later this year, with London Biggin Hill airport home to the new operation. The move is part of Bombardier’s strategy to increase its maintenance services throughout Europe. Up to five more facilities are planned in 2016. www.businessaircraft.bombardier.com

Embraer received a US$198m agreement from Canadian fractional ownership company AirSprint to purchase up to 12 Legacy 450 aircraft. The order consists of two firm orders and 10 purchase options. Brazil’s ANAC recently gave certification for an extended range of 2,904 nm in the Legacy 450. www.embraerexecutivejets.com

Dassault Aviation’s new flagship, the 6,450 nm Falcon 8X, has

been certified by the European Aviation Safety Agency (EASA),

preparing the way for service introduction of the big new trijet… eceipt of the Falcon 8X approval is right in line with the established program schedule. FAA certification is expected in the coming weeks, with entry into service in early Q4 2016. In late April, Falcon 8X s/n 03 completed a global proving tour designed to demonstrate aircraft capabilities under different conditions of operation with a particular focus on cabin comfort and connectivity. The 65-leg 55,000nm campaign took the aircraft to 46 destinations from North, Central and South America to Europe, the Middle East, China and Southeast Asia. A total of 26 test and operational pilots took part in the tour, along with more than 60 engineers, technicians and flight attendants. The three aircraft used in the overall flight test program are now being redeployed

110

AVBUYER MAGAZINE – August 2016

following the completion of the flight test and certification campaign, which totalled over 830 hours and more than 400 flights. Meanwhile, production is continuing to expand to meet growing demand for the aircraft. Serial number 26 is currently in final assembly at Dassault’s Mérignac production plant near Bordeaux. Twelve aircraft are already in cabin outfitting at the company’s Little Rock, Arkansas completion facility. Derived from the popular Falcon 7X, the ultra-long range Falcon 8X was unveiled at EBACE2014 and first flew on February 6, 2015. The 8X will offer the greatest range and the longest cabin of any Falcon, allowing it to fly passengers comfortably from Beijing to New York, Hong Kong to London or Moscow to Los Angeles nonstop. www.dassaultfalcon.com www.AVBUYER.com

Gulfstream’s G500 made its European debut at the 2016 Farnborough International Airshow. It flew non-stop from Savannah/Hilton Head International Airport to Farnborough Airport in 6 hours and 55 minutes. www.gulfstream.com

Honda received a US FAA production certificate for its HA-420 HondaJet, clearing the way for Honda to produce, flight test and issue airworthiness certificates of the HondaJet for customer deliveries. www.hondajet.com Aircraft Index see Page 153

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First Latitude for NetJets

7,000 Citations Delivered Around the World

Cessna announced recently the delivery of the first

fractional Cessna Citation Latitude midsize business

BizAv Bites Nextant announced the 400XTi program has surpassed several key program milestones related to market penetration and global operating experience. Of the approximately 550 applicable, in-service Beechjet 400A/Hawker 400XP aircraft, over 20% of the fleet is now contractually committed to the Nextant remanufacturing program. In addition, the global fleet of in-service 400XT/XTi aircraft has exceeded an operational mark of 100,000 hours flight time. www.nextantaerospace.com

Pilatus marked the delivery of the 1,400th aircraft. The 2016 Model PC-12 NG was presented to a customer in the south western United States. An additional milestone was achieved by the fleet of 630 PC-12 NG (Next Generation) models, which surpassed the 1 million flight hour mark since introduction in 2008. www.pilatus-aircraft.com

jet to NetJets - representing significant milestones for both NetJets and the Citation product line…

his aircraft represented the 7,000th Citation delivered worldwide, reinforcing the Citation family claim as the established leader in business jet travel. To celebrate the occasion, NetJets and Textron Aviation held a ceremony at Textron Aviation headquarters in Wichita, during which NetJets announced that due to owners’ great response to the Latitude it has added 50 more options to its initial order. That brings NetJet’s total order and options up to 200 aircraft. NetJets’ first Latitude entered into service last month and will be part of the fractional provider’s North American fleet

that includes four other Cessna models, including the Citation Encore/Encore+, Citation Excel/XLS, Citation Sovereign and Citation X. Cessna began deliveries of the Citation Latitude last August and has delivered 23 to customers around the world through Q1 2016. With a maximum range of 2,850nm, the Citation Latitude can fly non-stop from key US cities such as Los Angeles to New York. Designed with an open, spacious, bright and refined cabin environment, the aircraft’s passengers can arrive at their destinations feeling refreshed. www.cessna.com

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Piper celebrated certification of its M600, paving the way for first deliveries. The six-seat M600, powered by a 600-shaft-horsepower flat-rated Pratt and Whitney PT6A-42A turboprop engine, has a maximum speed of 274 knots true airspeed, and a maximum range of 1,484 nautical miles. www.piper.com Quest appointed Ontario-based Aviation Unlimited as an authorized Kodiak dealer for Eastern Canada. To date the turboprop has received 22 certifications covering 32 countries, with several additional approvals pending.  www.questaircraft.com Aircraft Index see Page 153

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BizAv People

BizAv Events 2016

Darius Adamczyk

Darius Adamczyk, president and COO at Honeywell, will succeed Dave Cote as CEO on March 31, 2017. Cote will continue as executive chairman until April 2018.

Matthias Müller

Kerry Kunkel

Steve Fulton is named vice president of sales and marketing at Sandel Avionics. Fulton was a long standing advisor to Sandel Avionics.

John Slattery Adil Slimani

Sep 13, Cambridge Airport, UK www.bgad.aero

Jolie Howard was appointed by Global Jet Capital as vice president of Asia sales. Howard previously led CIT’s business aircraft finance practice in Asia and also spent seven years as director of business development at TAG Aviation Asia.

NBAA: Regional Forum

Kerry Kunkel joined Freestream Aircraft USA. Kunkel is type rated in a number of Falcons, Citations, Lear Jets and King Airs, and has 24 years’ experience in the aircraft management, sales and acquisition business.

Sep 21, Qatar

Matthias Müller was announced Sales Director for Europe, Global Jet Capital. Müller has more than 25 years’ experience in the Business Aviation sector, including 13 years with GE Capital Corporate Aircraft Finance. His primary focus will be on growing European business and capabilities.

SpeedNews Biz & GA Suppliers Conf

James Saia recently joined Global Jet Services as a King Air maintenance instructor. Saia has a background in fixed- and rotary-wing aircraft with four decades of experience, having previously served with CAE and FlightSafety International. John Slattery has been appointed president and CEO for the Commercial Aviation business unit at Embraer. Slattery joined Embraer in 2011. Adil Slimani has been appointed commercial director on behalf of the International Bureau of Aviation (IBA).

Mark Whitman

Business & Gen Av Day (BGAD)

JETNET iQ Global Business Aviation Summit

Ed Reeve is promoted to manager of Duncan Aviation’s St. Louis satellite avionics facility at Chesterfield Airport in Missouri. Reeve takes over that role from Jeff Aman, who remains manager of the Duncan Aviation Kansas City satellite.

Mark Whitman is named senior sales director for Texas on behalf of Executive AirShare.

anywhere, everywhere - on pc, smartphone and tablet.

Sep 13 - 14, New York, NY, USA www.jetnet.com

Sep 15, White Plains, NY, USA www.nbaa.org

MEBAA Conference Bombardier Safety Standdown Sep 27 – 29, Wichita, KS, USA www.safetystanddown.com

Oct 4 – 5, Los Angeles, CA, USA www.speednews.com

AirOPS Europe Oct 12 – 13, Cannes, France www.ebaa.org

Helitech International 2016 Oct 11-13, Amsterdam, Netherlands www.helitechevents.com Air OPS Europe Oct 12 – 13, Cannes, France www.ebaa.org CEPA Expo Oct 18 –20, Prague, Czech Republic www.cepaexpo.com Canada Connect Oct 19 - 20, Calgary, Canada www.aea.net Flying Aviation Expo Oct 20 - 22, Palm Springs, CA, USA www.aviation-xpo.com NBAA: Tax, Reg & Risk Mang Conf Oct 30 - 31, Orlando, FL, USA www.nbaa.org

FOR SALE SEARCH

AVBUYER MAGAZINE – August 2016

Sep 11 – 12, Brussels, Belgium www. ebaa.org

Marty Hiller, Marathon Jet Center owner will take over as acting president at NATA in September, following the retirement of president and CEO Tom Hendricks.

The BEST AIRCRAFT

114

European Cabin Service Conference

BUSINESS AVIATION INTELLIGENCE

www.AVBUYER.com

NBAA: Convention & Exhibition Nov. 1 – 3, Orlando, FL, USA www.nbaa.org T Aircraft Index see Page 153

P115.qxp_Layout 1 20/07/2016 09:23 Page 1

$1510

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17th Aircra˜ A cquisition Planning Seminar Learn the latest about purchasing a new or preowned aircraft, management options, taxes, registrations, creating an operating budget and more. All in one Conklin & de Decker Seminar. To learn more, email Christine@conklindd.com or call +1-928-443-8676.

Date: September 20-21, 2016 Location: Scottsdale, Arizona Cost: $895 through August 30, 2016 $995 after August 30, 2016

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August 2016 2015

August 2016 – AVBUYER MAGAZINE M – AV

115

D A S S A U LT f A L c o n 7 X

YEAR: 2013

AIRFRAME HOURS: 524

C A PA C I T Y: 1 2 PA X

SERIAL NUMBER 218 AIRFRAME CYCLES: 242

HigHligHts • • • • • • • •

interior in exceptional condition High quality finishes less than 600 hrs Engines covered by Eagle service Plan (gold Plan) APU enrolled on Honeywell’s service Plan (gold Plan) Always been hangared Equipped with RAAs and lss Certified for commercial operations under EU-OPs1

EAsy ii upgraded with: • • •

sBAs / lPV CPDlC-AtN CPDlC-FANs 1A

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GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

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TEMPLATE AV Buyer_August.indd 1

M O N A C O L O N D O N

FLORIAN VAN DER CRUYSSEN FLORIAN.VANDERCRUYSSEN@GLOBALJETMONACO.COM M +33 6 12 44 29 16 / T +377 97 77 01 04

M O S C O W P A R I S

B E I J I N G V I E N N A

H O N G K O N G H A N G Z H O U

14.07.2016 15:28:56

BoMBARDIER GLoBAL 6000 YEAR: 2014

C A PA C I T Y: 1 5 PA X

sERiAl NUMBER 9559

AIRFRAME HOURS: 533

AIRFRAME CYCLES: 237

HigHligHts • • • • • • •

Very nice interior less than 600 hrs Engines covered by Rolls-Royce Corporate Care APU enrolled on Honeywell MsP state-of-the-art equipment on avionics Forward galley Certified for commercial operations under EU-OPs1

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14.07.2016 15:29:05

GULfSTREAM 550 YEAR: 2006

C A PA C I T Y: 1 6 PA X

sERiAl NUMBER 5113 AIRFRAME HOURS: 2461

AIRFRAME CYCLES: 931

HigHligHts • • • • • •

New exterior paint done in 2014 Elegantly decorated Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell MsP gOlD Avionics covered by Honeywell Avionics Protection Plan

Upgraded with: • • • •

gulfstream BBMl equipment synthetic Vision ADs-B Compliant (AsC 105A) Enhanced Navigation including CPDlC/FANs 1A (AsC 084)

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14.07.2016 15:29:15

GULfSTREAM 550 YEAR: 2013

sERiAl NUMBER 5395

C A PA C I T Y: 1 3 PA X

AIRFRAME HOURS: 1303

AIRFRAME CYCLES: 376

HigHligHts • • • • • •

Elite interior option immaculate interior Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell’s service Plan Certified for commercial operations under EU-OPs1

Compliant with the new airspace regulations: • •

tCAs 7.1 (AsC 103) - ADsB OUt (AsC 105) Enhanced Navigation including CPDlC/FANs 1A (AsC 084)

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GLOBAL JET MONACO VILLA L’UNION / 27 BOULEVARD DES MOULINS 98000 MONACO

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14.07.2016 15:29:20

Aviatrade Falcon 2000 August.qxp 20/07/2016 12:05 Page 1

S H O W C A S E

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

Airframe Status TOTAL TIME: 9748.3 Hours LANDINGS: 6073 APU (P-346) 4527.0 Hrs Engine Status Left engine: CFE 738-1-1B Serial Number: P-105364 Hours: 8642.9 MPI due: 10732 CZI due: 13232 Right engine: CFE 738-1-1B Serial Number: P-105348 Hours: 8632.9 MPI due: 8890 CZI due: 8910 Engines and APU are enrolled on the Honeywell MSP GOLD Program APU: Honeywell GTCP 36-150(FM2), P-346, 4527.0 hours Avionics Collins ProLine 4: Collins 4 Tube EFIS Dual Collins ADC 850C Air Data Computers Dual Honeywell LaserRef IRS with third Collins AHRS Heading Source

Dual Collins FMS 6000 with dual GPS 4000 Collins DBU-5000 Solid State Data Loader Unit Dual Collins Flight Director Computers Single Collins AutoPilot Dual Collins RTU 4220 Radio Managements Units Dual Collins VIR 432 Nav Units Dual Collins VHF 422C Comm Units Dual Collins DME 442 Dual Collins ADF 462A Dual Collins TDR-94D Enhanced Mode S Diversity Transponders Collins RTA-858 Color Weather Radar Collins ALT 55B Radio Altimeter Dual Collins HF-9000 HF Radios with SELCAL Honeywell MK V EGPWS Honeywell SSFDR Digital Flight Data Recorder Honeywell SSCVR Digital Cockpit Voice Recorder Collins TTR-920 TCAS II with Change 7.1 Aircraft enrolled on Rockwell Collins CASP Avionics Insurance program Additional Equipment RVSM Compliant Honeywell VHF AFIS Magnastar C-2000 Flight Phone Aircell ATG-5000 Broadband System (Provisions only) Socata 406 MHz ELT Airshow Genesys System 110 VAC Electrical Outlets Individual Side Ledge Monitor Mounts DVD, CD and Video Cassette Player Coffee Maker Convection Oven Microwave Oven

Weights Gross Weight (Ramp): 36,000 lbs Max Take Off Weight: 35,800 lbs Max Landing Weight: 33,000 lbs Max Zero Fuel Weight: 28,660 lbs Empty Weight 22,372 lbs Interior Ten (10) passenger seating cabin. The forward cabin has four (4) executive seats upholstered in beige leather. The aft cabin has a four (4) place club arrangement upholstered in beige leather opposite two (2) executive seats. There is a forward galley with coffee maker and microwave oven. The cabin is outfitted with an aft lavatory. The woodwork finish is dark high gloss veneer. Interior is fire-blocked Exterior Overall White with Taxco Silver, Ming Blue and Black Pearl Stripes Location Farnborough: UK

PRICE REDUCED

AVIATRADE INCORPORATED NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 153

Aviatrade Falcon 2000 August.qxp 20/07/2016 12:06 Page 2

S H O W C A S E

Tel: +1 908 696 1174 Fax: 1 908 696 1175 philiprushton@aviatrade.aero www.aviatrade.aero Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Aviatrade G650 August.qxp 20/07/2016 12:07 Page 1

S H O W C A S E

2013 Gulfstream G650 Serial Number: Airframe TT: Landings:

6043 828 224

APU 559 Hrs Engines on Rolls Royce Corporate Care APU on Honeywell MSP Gulfstream Plane Parts Avionics and Equipment Integrated Digital Avionics System, including: four (4) flat-panel LCD Electronic Display Units triple Modular Avionics Units (MAUs) a Guidance Panel dual Standby Multifunction Controllers (SMC) three (3) Multi-Function Control Display Units (MCDUs) dual Cursor Control Devices (CCDs) Primary sensors consisting of: four (4) Multifunction Air Data Probes (MFPs) triple Inertial Reference Systems (IRS) dual Global positioning Systems (GPS) Head Up Display Enhanced Vision System Dual Loading LAN Management Unit Cockpit Printer Communications and Navigation Systems, including: Minimum Navigation Performance (MNP) Reduced Vertical Separation Minimums (RVSM) FANS I/A oceanic position reporting and communication three (3) Multi- Function Control Display Units (MCDUs) CPDLC ADS-B Out TCAS II 7.1 Dual HF Transceivers

Triple VHF through two (2) VHF transceivers and one (1) NAVCOM unit VHF Navigation, Instrument Landing System (ILS), and Marker Beacon Automated Direction Finder (ADF) Dual (MODE S) ATC transponders Traffic Collision Avoidance System (TCAS) Dual Distance Measuring Equipment (DME) Transceivers Three-dimensional (3D) color weather radar system Dual digital radio altimeters Satellite Communications System (SATCOM) ASC003 SATCOM Direct Datalink Service Provider Enhanced Ground Proximity Warning System (EGPWS) Emergency Locator Transmitter (ELT) ASC007 Weather Radar with Predictive Wind Shear Next Generation Radar (NEXRAD) Flight Data Recorder System (FDR) Cockpit Voice Recorder (CVR) Central Maintenance Computer (CMC) FAR Part 135 compliant Cabin/Interior Forward Left-Hand Cabinet Forward Right-Hand Closet/Storage Cabinet Crew Rest Compartment (Forward RH), including One (1) RCO Engineering Inc. manually operated single seat Forward Lavatory Forward Cabin Bulkheads with Pocket Door Mid Cabin Bulkheads with Pocket Door Aft Cabin Bulkheads and Door Forward Galley/Galley Annex, including:

Crystal storage in lighted compartment Stainless steel trimmed appliance stack comprised of: One (1) manual fill Iacobucci Hi-Fly dual-cup espresso/cappuccino maker One (1) manual fill Iacobucci Hi-Fly American coffee/tea maker Microwave oven Convection oven with overboard vent Two (2) ice drawers each including: Canned and bottled drink storage Refrigerator with removable shelves and freezer compartment Quartz Polymer Surface Countertop Passenger Cabin Three-position conference table Electrically operated console tables Four (4) RCO Engineering Inc. manually operated single seats (28” wide) with: Full flat berthing capability (floorplan permitting) 12.1” widescreen HD LCD monitor in inboard armrest Headphone storage and headphone jack in outboard armrest Two (2) RCO Engineering Inc. manually operated single seats (25” wide) with: Full flat berthing capability (floorplan permitting) 12.1” widescreen HD LCD personal monitor in inboard armrest

BEST DEAL IN THE PRE-OWNED G650 MARKET AVIATRADE INCORPORATED

NEW YORK, LOS ANGELES, HONG KONG, LONDON Philip Rushton President

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Aircraft Index see Page 153

Aviatrade G650 August.qxp 20/07/2016 12:08 Page 2

S H O W C A S E

Tel: +1 908 696 1174 Fax: 1 908 696 1175 philiprushton@aviatrade.aero www.aviatrade.aero Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Jet Sense Aviation, LLC Citation Excel July.qxp_Empyrean 20/07/2016 11:55 Page 1

S H O W C A S E

Asking price $3,495,000 1999 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5026 N697FF 2519.1 2077

• ESP GOLD • Dual UNS-1C FMS • APU (On Program) • Externally Serviceable Lav • TCAS II Change 7 • Complete Logs • Enrolled in CESCOM Engines LEFT ENGINE Pratt & Whitney 545A. S/N: DB0054. THSN: 2364.1 Hours. TCSN: 2321. ESP GOLD RIGHT ENGINE Pratt & Whitney 545A. S/N: DB0053. THSN: 2421.8 Hours. TCSN: 2271. ESP GOLD APU Description Serial Numbers Total Hours Since New Program Coverage

Honeywell 100 P-266/3800722-1 1053.8 Hours MSP

Avionics Honeywell Primus P-1000 Dual Universal UNS-1C Allied Signal TCAS II w/ Change 7 Allied Signal EGPWS Dual Honeywell NAV NV-851

Dual Honeywell DME DM-850 Dual Honeywell ADF DF-850 Dual Honeywell VHF TR-850 AA-300 Honeywell Primus 880 (Color) Dual Universal 12 Channel Dual Honeywell XS-852B w/ Mode S Fairchild A200S Honeywell XS-852B Mode S Dual Artex 110-4 Additional features • RVSM / RNP-10 • TCAS II Change 7.1 • Exterior Serviced Lav • Thrust Reversers • Monorail Sunvisor • NICAD Battery • Right Hand Gear Control • 76 Cu Ft Oxygen System Interior Number of Passengers Nine (9) Refreshment Center Location Fwd Refreshment Center Lavatory Location Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color(s) White Stripe Color(s) Six Blue Accent Stripes

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com

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www.AVBUYER.com

Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com Aircraft Index see Page 153

Jet Sense Aviation, LLC Lear 40XR August.qxp_Empyrean 20/07/2016 11:58 Page 1

S H O W C A S E

Asking price $2,525,000 2008 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2104 N550DN 4738 3858

• MSP Gold • New UNS-1EW (WAAS+LPV) • New ADS-B Out Installed • New Paint & Interior (June 2016) • Fresh Gear Inspection (3/2016) • Fresh ABC Inspection (3/2016) • Fresh Pre Buy and Borescopes • Air Conditioning Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116913C THSN: 4743 Hours TCSN: 3861 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116912C THSN: 4749 Hours TCSN: 3868 Program Coverage MSP GOLD Avionics Universal UNS-1EW (WAAS+LPV) TCAS II Primus 1000 DU-870 EFIS/MFD Dual AZ-850

Dual AHZ-800 Dual Honeywell RNZ-851 EICAS Dual Honeywell RCZ-833 Honeywell Primus WU-660 w/ Color RT-300 Honeywell Mark V w/ Windshear Alert Honeywell Artex C406-2 w/ Nav Interface Dual IC-600 Dual Honeywell 800 Features  UNS-1EW (WAAS+LPV)  NEW ADS-B Out Installed  RVSM Capable  Precise Pulselight System  115 VAC Outlets  New Paint & Interior (June 2016) Interior Six (6) Passenger Seats and One (1) Belted Lav, Features Six (6) Executive Club Chairs with Four Fold-Out Tables, Forward Galley and Standard Aft Lav, External Baggage Compartment Exterior NEW 2016: Matterhorn White (TOP), Flying Beige & Black Stripe

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

August 2016 – AVBUYER MAGAZINE

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Jet Sense Aviation, LLC Lear 60XR July.qxp_Empyrean 20/07/2016 12:01 Page 1

S H O W C A S E

Asking price $3,525,000 2008 Learjet 60XR Serial Number: Registration: Airframe TT: Landings:

348 N550DG 3916 2731

• ESP Gold • Enrolled in SMART PARTS • Fresh A Inspection in February 2016 • TCAS II w/ Change 7 • Enrolled in CAMP• Part 135 Ready • New Paint Striping 7/15 • No Damage History • Always US Registered • Always Bombardier Maintained • Complete Logbooks Engines Left engine Pratt & Whitney PW305A Hours: 3844. Cycles: 2683 Engines Right engine Pratt & Whitney PW305A Hours: 3834. Cycles: 2677 Avionics 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 FMS: Dual Collins FMS 5000

ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface 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 (2) 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 New Striping 2015. Top Fuselage is Matterhorn White. Bottom Fuselage is Royal Blue. Accent Stripes are Silver Additional 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

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

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

Aircraft Index see Page 153

Twinjet Aircraft August.qxp 21/07/2016 09:44 Page 1

S H O W C A S E

1998 Boeing BBJ (delivered 2000) Serial Number: Registration:

29317 VP-BWR

Airframe TT:

4478

Landings:

2167

• One Owner Since New • Absolutely Immaculate Bespoke Interior, designed by Cabinet Alberto Pinto, Paris • Five (5) Auxiliary Fuel Tanks (PATS): 11 hours/ 4500-5000 NM of range • FAR Part 129 • Engine Monitoring System by CFM • CAMP Maintenance Tracking System APU Garrett GTCP 131-9B S/N: 5309 Total Hours: 7574 Total Cycles: 4668 Engines CFM 56 –7B27 Engine 1: Total Hours: 4478 Total Cycles: 2167 Engine 2: Total Hours : 4478 Total Cycles: 2167 Avionics Dual Collins ADF -900 Dual Collins VHF –900B Dual Collins VOR -900 Collins VHF -2100 L3 Communications CVR (Digital) w/ data link recording L3 Communications FDR Dual Collins DME -900 Dual GPS SATCOM Honeywell MCS7100 Smiths 2907C FMS Dual Collins HF w/SELCAL ELT Artex B406 ETOPS 180

Additional Equipment ADS-B Out (DO-260) Collins HGS-2350 Heads Up Guidance System Alternate NAV FANS 1A CPDLC & Bermuda Approval for ADS-C 3 x BMC Full Face Masks (BMC 351 w/ built in smoke goggles) EVAS (Vision Safe) PBN OPS RNP .3/1/2/4/5/10 B-RNAV RNP –AR Operations ACARS over VHF and SATCOM Collins C MUA-900 Triple Gables Audio Interior Elegant nineteen (19) passenger fireblocked interior, designed by Cabinet Alberto Pinto, Paris.The immaculate interior features two separate cabins, with aft private bedroomand spacious private bathroom. There are nineteen (19) VIP seats comprising fourteen (14) individual leather chair s and five (5) settee positions approved for take-off and landing. The fourteen VIP seats are comprised of six (6) club chairs in the forward cabin and eight (8) club chairs in the main cabin. There is also a separate crew rest area with two seats and a separate crew lavatory. The forward club conference grouping and the two settees are berthabale. There is an additional guest lavatory at rear of the main cabin. Forward galley. Skyshow IFE Exterior Overall White with triple mid-blue accent striping

Twinjet Aircraft Sales (UK) Limited Essex House, Proctor Way, London Luton Airport , Beds LU2 9PE, UK

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +44 (0) 1582 733615 Email: jk@twinjetsales.com www.twinjet.co.uk

August 2016 – AVBUYER MAGAZINE

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Aero-Dienst King Air 350 August.qxp_Heeren Cit Ultra sep 20/07/2016 12:09 Page 1

S H O W C A S E

Asking Price $595,000 USD

1993 Beechcraft King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-101 D-CADN 18444 13742

Very reliable and proven ambulance aircraft – Spectrum dual stretcher (IC) module – EASA AIR OPS equipped – TCAS II 7.1 – TAWS A – Dual Mode S w/ EHS – FDR – CVR – One Operator (Aero-Dienst) since new – One Service Center (Aero-Dienst) since new – Complete Logs and Documentation – Enrolled on CAMP – Always stored in hangar Engines L/H PT6A-60A SN PCE-95729: TBO interval extension to 5000 hrs TSN: 17822 hrs. TSO: 4845 hrs CSN: 13286 cycles. CSO: 3245 cycles R/H PT6A-60A SN PCE-95728: TBO interval extension to 5300 hrs TSN: 18232 hrs. TSO: 5164 hrs CSN: 13595 cycles. CSO: 3463 cycles Props L/H Hartzell SN FWA-4355: TSN: 2730 hrs TSO: 1109 hrs R/H Hartzell SN FWA-4356: TSN: 2730 hrs TSO: 1109 hrs Avionics Collins EFIS / 3-Tube Flight Display Package Dual Collins VHF-22C COMM w/8.33 kHz Spacing Dual Collins VIR-32 NAVs w/FM Immunity Collins ADF-60A

Dual Collins TDR-94D Mode S Transponders w/Enhanced Surveillance Dual Collins DME-42 Collins RTA-842 Weather Radar Collins ALT-55B Radio Altimeter Collins APC-65J Autopilot Universal UNS-1K FMS Dual DB-438 Audio System Universal TAWS Class A Collins TTR-4000 TCASII w/Software Change 7.1 L3-Communications F1000 FDR (SSFDR) Universal CVR-30B (SSCVR) BFGoodrich 510-24L Attitude Indicator Techtest 500-12Y ELT (406 Mhz) Interior The air-conditioned cabin with fresh air outlets for each passenger seat features a R/H installed Spectrum dual stretcher intensive care ambulance module with overhead control panel, four individual passenger seats in soft premium leather and club arrangement incl. two foldout tables L/H and one individual passenger seat fwd R/H. Ambulance equipment includes also a foldable ramp for easy patient loading Exterior Allover white with three stripes (black-orangeblack) from nose to tail. New paint December 2011 Location Nuremberg Airport (EDDN), Germany Asking Price US$ 595,000 as-is-where-is

Aero-Dienst GmbH & Co. KG, Contact: Andreas Strabel Flughafenstrasse 100, 90411 Nürnberg, Germany

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Tel: +49 911 9356 121 E-mail: andreas.strabel@aero-dienst.de www.aero-dienst.de

Aircraft Index see Page 153

Aero-Dienst Learjet 60SE August.qxp_Heeren Cit Ultra sep 20/07/2016 12:13 Page 1

S H O W C A S E

2006 Bombardier Learjet 60SE Serial Number: Registration: Airframe TT: Landings:

312 VP-CCD 1663 832

Low Time - APU - Engines on ESP Silver Light – TCAS II w/Chg.7.1 - EGPWS - Dual FMS UNS1E - Collins ProLine 4 - RVSM - MNPS - FM Immunity – 23,500lbs MTOW - Improved Brakes - No Damage History - Belted toilet seat Enrolled in CAMP – Supervised by Aero-Dienst CAMO Engines 2 Pratt & Whitney PW305A (on ESP Silver Light) L/H: S/N PCE-CA0480 R/H: S/N PCE-CA0483 TSN: 1663 hrs TSN: 1499 hrs CSN: 821 CSN: 743 APU Sundstrand T-20G TTSNEW: 1015 Hours Avionics Collins Integrated Pro-Line 4 Collins FCS-850 Autopilot System 2 Collins VHF-422C COMM w/8.33 kHz Spacing Bendix/King KHF-950 HF w/Jetcall-5 2 Collins VIR-432 NAV w/FM Immunity 2 Collins DME-442 DME 2 Collins ADF-462 ADF 2 Collins TDR-94D Mode S w/Enhanced Surveillance 2 Universal UNS-1E FMS w/GPS Sensors Collins WXR-854 Color Radar Collins ALT-4000 Radio Altimeter Honeywell Mark V EGPWS Collins TCAS II TTR-4000 w/Chg. 7.1 L-3 FA2100 Digital FDR Universal CVR-120 Artex C406-2 Mhz ELT

Interior The fireblocked cabin has a layout for seven passengers consisting of five individual passenger seats including a club four seating arrangement with two tables and a side facing two seat divan r/h fwd. Aft lavatory with water dispenser, sink, lighted mirror, storage drawers and external servicing toilet. Seats are in beige leather, ceiling and side wall are of light beige. Main cabin cabinetry consists of a forward r/h refreshment cabinet with two hot liquid dispensers and warming oven and a forward l/h storage cabinet. All wood trim finished in high gloss real wood veneer with silver plated metal trim. Good condition Exterior All over white with two accent stripes on fuselage and vertical stabilizer. Good condition Additional Information Iridium SATCOM w/3 handsets (2 cabin, 1 cockpit) Lightning Sensor WX1000-E with Display Emergency Lighting Package Lighted Control Wheel Chart Holders Lavatory w/ Extended Baggage Belted Toilet Seat certified for 8th Passenger Airshow 400 w/World Wide Map Dual DVD/CD changer w/fwd and aft monitors IPOD Audio Inlets Brake Modification Location Nuremberg Airport (EDDN), Germany Make offer

Aero-Dienst GmbH & Co. KG, Contact: Andreas Strabel Flughafenstrasse 100, 90411 Nürnberg, Germany Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +49 911 9356 121 E-mail: andreas.strabel@aero-dienst.de www.aero-dienst.de

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Genel Havacilik Challenger 300 August.qxp 20/07/2016 15:53 Page 1

S H O W C A S E

2013 Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20424 TC-SPL 1048.51 644

Airframe PLAN: JSSI TTSN: 1048:51 hours TLSN: 644 landings Time/Landings as of 26/06/2016 Engines TYPE: AS907-1-1 (HTF7000) PLAN: JSSI #1 (left): Serial number: P118992 TTSN: 1048:51. TCSN: 644 Times/Cycles as of 26/06/2016 #2 (right): Serial number: P118991 TTSN: 1048:51. TCSN: 644 Times/Cycles as of 26/06/2016 APU TYPE: 36-150. PLAN: JSSI Serial number: P538. TTSN: 1132 HSI Due: On condition Times/Cycles as of 26/06/2016 Avionics Rockwell Collins Pro Line 21™ Advanced Avionics AFCS: Single, Three-Axis Category II Automatic Flight Control System with Dual Collins FGC3002 Flight Guidance Computers EFIS: Four (4) Collins 12” X 10” AFD-5220E LCD Adaptive Flight Displays, Dual Collins FSU-5010 Integrated Flight Information System (IFIS), Dual Electronic Jeppesen Terminal Charts, Enhanced Map Overlays, and 3D Navigational Maps*

STBY: Thales Integrated Standby Instrument FMS: Dual Collins FMC-6200 Flight Management System with Software Version V6.0 with V-Speeds* CDU: Dual Collins CDU-5200 FMS Control Display Units LRNAV: Dual Honeywell IR-600 Laseref® VI Inertial Reference Units ADS: Dual Collins ADC-3000 Air Data Computers VHF COM: Dual Collins VHF-4000s (Voice) and Single Collins VHF-4000 (Voice & Data) with 8.33 kHz Spacing HF COM: Dual Collins HF-9031A HF COM System with SELCAL SATCOM: ICG ICS-220A Iridium® Satellite Communications System with Cockpit and Cabin Handsets* AUDIO: Dual Collins ACP-5200 Audio Control Panels GPS: Dual Collins GPS-4000S SBAS (WAAS) GPS Receivers NAV: Dual Collins NAV-4000 VOR/ILS/MKR/ADF Receivers DME: Dual Collins DME-4000 DME Receivers ADF: Dual Collins NAV-4000 VOR/ILS/MKR/ADF Receivers RADAR: Collins RTA-4100 Multiscan™ Weather Radar WX: Collins XMWR-1000 XM Weather Receiver with Enhanced XM Weather Option and XM Weather Displayed on MFD Option* RADALT: Collins ALT-4000 Radio Altimeter TAWS: Honeywell MK V EGPWS (Class A TAWS) ACAS: Collins TSS-4100 TCAS II with Change 7.1 XPNDR: Collins TDR-94D ADS-B Out (V1 – DO-260A) Transponder and Collins TSS-4100 Providing Transponder Functionality

Genel Havacilik A.S. Ozel Hangarlar Bolgesi Istanbul, 34149, Turkey

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(ADS-B Out) CVR L3 FA2100 Solid State Cockpit Voice Recorder with RIPS FDR: L3 FA2100 Solid State Flight Data Recorder (88 Parameters) ELT: Artex C406-N 406 MHz ELT with Navigation Interface Interior 9 Pax and 2 Crew Configuration w/ Fwd and Aft Four Single Seats in Club Configuration + 1 Belted Lav Exterior Overall White w/ Blue & Golden Stripes

Tel: +90 549 638 7420 cl300@genelhavacilik.com.tr

Aircraft Index see Page 153

Genel Havacilik Eclipse 500 August.qxp 20/07/2016 15:56 Page 1

S H O W C A S E

2007 Eclipse 500 Serial Number: Registration: Airframe TT: Landings:

0007 TC-KEA 987:36 952

Engines Type: PW 610F Left Engine S/N:LA0021 Right Engine S/N:LA0022 TSN:987:36 H CSN /Landing:952 Cycle HSI & OVERHAUL: 1750 hrs / 3500 hrs ENGINE PROGRAM: PWC ESP Gold program enrolled

Inspection All AD's & applicable SB's accomplished. Available for immediate delivery including ferry to requested location. All inspection has performed by Eclipse Aerospace Gold Service Center Genel Havacılık A.S. in Istanbul Turkey Interior 2007 LX Edition 5 seat interior in Sahara with Plated Metals option Maintenance tracked and performed by Genel Havacılık A.S. (Eclipse Aerospace Authorised Service Center)

Avionics Well maintained, professionally flown, always hangared, Euro equipped Eclipse 500 LX Edition equipped Flight into Known Icing Conditions (FIKI) and EASA upgrade including: • Dual Garmin GNS 400W GPSs • DME • ADF • Enhanced Mode S Transponder (Diversity) • Part 135 package (40 cu ft oxygen bottle, 2nd microphone, copilot quick-don oxygen mask w/microphone) • Copilot package • Skywatch HP for traffic alerts - 30 NM range • RVSM Group certified

Genel Havacilik A.S. Ozel Hangarlar Bolgesi Istanbul, 34149, Turkey

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +90 549 638 7420 Sales@genelhavacilik.com.tr

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IAG August.qxp 19/07/2016 14:48 Page 1

S H O W C A S E

2000 Dassault Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5637.7 4118

• Fresh Maintenance and Landing Gear Detailed Inspections • One US Owner Since New • Unmatched Pedigree, No Expense Spared • Engines/APU On MSP Gold • WAAS/LPV • ADS-B Out • AirCell Axxess II SatCom • GoGo Biz High-Speed Data • Dry Bay Mod • Always Operated FAR 135 • New Paint 2010 Airframe Certificate Of Airworthiness 7/21/00 Completion Facility Dassault Little Rock Engines Engine Plan MSP Gold. Engine Model 3 x TFE731-40-1C Engine #1 Engine #2 Engine #3 S/N: P115273 P115266 P115270 TSN (HRS) 5608.1 5608.1 5608.1 CSN 4089 4089 4089 MPI Due 7891.5 7891.5 7891.5 CZI Due 10891.5 10891.5 10891.5 Avionics AFIS 1 Allied Signal Audio Panels 3 Baker Autopilot (AP) 1 Collins APS-4000

Automatic Direction Finder (ADF) 2 Collins ADF-462 Cockpit Voice Recorder (CVR) 1 Honeywell SSCVR Communication Transceivers (VHF) 2 Collins VHF-422C Distance Measuring Equipment (DME) 2 Collins DME-442 Emergency Locator (ELT) 1 Socata ELT-97 Flight Data Recorder (FDR) 1 Honeywell SSFDR Flight Director (FD) 1 Collins EFIS-4000 (v 6.1) Flight Management System (FMS) 3 Collins FMS-6100 Global Positioning System (GPS) 2 Collins GPS-4000S (12 Channel) HF Radio (HF) 2 Collins HF-9000 Intertial Reference System (IRS) 2 Honeywell LASEREF IV Navigation Receivers (NAV) 2 Collins VIR-432 Radio Altimeter 1 Collins ALT-55B Secondary Flight Display 1 Meggitt Interior Seating 9 Jump Seat Right Hand Side Facing Crew Jump Seat Galley TIA Coffee Maker and High Temp Oven Forward Cabin 4 Place Double Club Aft Right Side 3 Place Divan Aft Left Side 2 Place Club Aft Lavatory Exterior New Paint 3/2010 by Duncan Battle Creek White Upper Fuselage, Tan Lower Fuselage and Underbelly, Royal Blue Accent Stripes Asking Price $4,795,000

Manhattan Seattle Silicon Valley 136

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

Wentworth August.qxp 21/07/2016 09:46 Page 1

S H O W C A S E

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

30031 VP-CPA 9787 3209

NEXT TO SELL PRICING!! TRADES WELCOMED. VVIP 26 passenger Associated Air Center completion featuring a crew rest area and galley; master bedroom suite and lavatory with toilet, bidet and full shower; main lounge; aft lounge; and aft main galley.

Engines CFM56-7B27/B3 LE/RE Total Time: 9787 / 9732 APU GTCP 131-9B Total Time: 10563 Maintenance CAMP Maintenance Tracking C1 Inspection scheduled for Oct. 2016

Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM Honeywell ADIRU 3 PATS Aux Fuel Tanks (with add’l tanks available) Forward Airstair System EVAS Airshow 4000

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

29135 9926 3196

ONLY BBJ AVAILABLE WITH GE ONPOINT ENGINES! S/n 29135 has an exquisite 23-passenger high level VVIP interior featuring a crew rest area with lavatory; full service galley; main lounge with a 37” LCD screen and concealed projector and VIP dining area, mid VIP lavatory, master bedroom with queen-size bed and work table, and a master VIP lavatory with bidet and full shower. LED lighting throughout. The exterior was completely stripped and repainted in 2013.

Airframe No Damage History Engines CFM56-7B27/B3 Engines LE/RE Total Time: 9821 / 9821 APU Honeywell GTCP Maintenance This BBJ is enrolled on the GE OnPoint engine program, making it a unique and valuable aircraft. It is maintained in accordance with the FAA approved Low Utilization Maintenance Program and on CAMP maintenance tracking.

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero August 2016 – AVBUYER MAGAZINE

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CAAP G280 August.qxp 19/07/2016 14:50 Page 1

S H O W C A S E

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

2054 N186RW 55 15

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

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA

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Tel: +1 817 428 9200 Fax: +1 817 428 9201 Email: gherbst@caap.com www.caap.com

Aircraft Index see Page 153

Bristol Associates August.qxp 19/07/2016 14:55 Page 1

S H O W C A S E

2001 Gulfstream IVSP Serial Number: Airframe TT: Registration:

1469 4,994.2 1,785

• Immaculate Maintenance History and Records • Currently Operated FAR Part 135 • 16 Passenger Seats in Beige Leather • Hard enclosure aft cabin with 2 divans folding into a queen size bed to berth 2 passengers, forward cabin berths 2 passengers • GoGo Biz Wifi • Genesis Airshow • Honeywell HAPP and MPP • Newly Repainted, 2014 Airframe Maintenance Program: MSG-3 Hours Since New: 4,994.2 Cycles Since New: 1,785 Engines Rolls-Royce MK-611-8 Tay Engines Left Engine Right Engine Serial Number: 18071 18072 Time Since New: 4,994.2 4,994.2 Cycles Since New: 1,785 1,785 Time Since Mid-Life: 1,525.2 1,525.2 Due for Overhaul: October 29, 2021 or @7,402 hours, whichever comes first (both engines) APU Honeywell AiResearch GTCP-36-100G Serial Number: P-907 Hours Since New: 3,053 Avionics Triple Collins VHF-422C Comms with 8.33 Spacing Dual Collins VIR-432 Navs with FM Immunity

Dual Collins DME-442 DME Dual Collins ADF-462 ADF Dual Collins TDR-94D “Mode S” Transponder Six Honeywell CDU-880 Display Units Dual Honeywell AZ-810 Air Data Computers Triple Honeywell NZ-2000 5.2 FMS Honeywell Lasertrak with EFIS Display Triple Honeywell HG1075 Laseref II Dual Honeywell GPS Dual Honeywell AA-300 Radio Altimeters Honeywell P-880 Weather Radar with Turbulence Detection Honeywell LSZ 860 Lightning Sensor Magnastar C-2000 Radio Telephone with 2 Channels of Digital-Voice/Fax Dual Collins HF-9000 HF Coltech CSD-714 Five-Channel Selcal BF Goodrich ADI-335 Standby Horizon with ILS L3 (Fairchild) FA2100 CVR Interior Sixteen Passenger Fireblocked Interior with GoGo Biz Wifi Beige Leather Seats Headliner and Valances in Off-White Ultra leather Custom Patterned Gray and Beige Carpet Forward cabin with dual facing berthable seats Mid Cabin berthable Conference Group with side-mounted monitor and credenza with entertain system and printer Hard Bulkhead in aft cabin with dual facing berthable divans Exterior Matterhorn White paint with Bristol Blue Stripes Repainted 2014

Bristol Asociates Sean J. Lancaster 1023 15th St NW, Suite 1100 Washington D.C. 20005 United States Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (202) 682 4000 slancaster@bristolassociates.com

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Naljets August.qxp_Empyrean 19/07/2016 15:00 Page 1

S H O W C A S E

2014 Bombardier Challenger 350 Serial Number: Airframe TT:

20530 920

• HIGH END SPECIFICATION • DELIVERED NEW LATE DECEMBER 2014 • AVAILABLE FOR VIEWING in UK • ENGINES & APU on HONEYWELL MSP GOLD • AIRFRAME Bombardier SMART PARTS • Fully EU OPS Compliant • Proline 21 Advanced Avionics with SVS • FANS 1A & CPDLC • In Turnkey ready to go position • Available on UK worldwide AOC and crewed

A rare opportunity buy Challenger 350, A super Mid-Size Luxury Executive Jet, the leader in its class. Designed to a high end specification with many quality and bespoke features. Featuring the latest Avionics and systems in both the Cockpit and Cabin. Viewing this aircraft is a must and highly recommended you will not find better. The Challenger 350 benefits from high performance in climb / cruise, short runway capabilities, modern avionic and cabin entertainment systems. This 350 has, Synthetic Vision, Internet, Jump Seat, Galley Sink, Steep Approach, Multi-scan Radar, Lightning Detection System, Dual Sat Phone systems, HD Multimedia cabin connectivity, Nespresso, Microwave and much more. We are ready to sell please

Make Offer

NalJets Contact: Craig McLeod

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Tel: +44(0)191 2500459 Mobile: +44 (0)795 894 4422 Email: sales@nalijets.com Naljets.com Aircraft Index see Page 153

Mente August.qxp 20/07/2016 14:01 Page 1

S H O W C A S E

Asking price $3.5M

2003 Cessna Citation Excel Serial Number: Airframe TT: Landings:

5304 7865.8 6135

Engines Pratt and Whitney PW545A Power Advantage program Left – s/n DB0624, 7652 hours, 5969 cycles. O/H c/w 5882 hours (Jan 2009) Right – s/n DB0622, 7387 hours, 5716 cycles. O/H c/w 5840 hours (Jan 2009) APU Honeywell RE-100 Power Advantage program 4838 hours Avionics Avionics: ProParts Program ADF: Dual Honeywell DF-850

Altimeter: ALT-55 Encoding w/alerter & VNAV Autopilot: Dual Honeywell Avionics Package: Honeywell Primus 1000 / Primus II Communication Radios: Dual Honeywell RCZ-833E w/8.33 spacing CVR: L3 FA2100 (120-minute) EFIS: Honeywell 3-tube DME: Dual Honeywell DM-850 FMS: Honeywell CD-820 Flight Director: Dual Honeywell Radar Altimeter: Collins ALT-55B Navigation Radios: Dual Honeywell RNZ-850 w/FM immunity SATCOM: Magnastar TCAS: Honeywell CAS-67A TCAS-II w/change 7 RMI: Dual Honeywell Primus II TAWS: Honeywell Mark V EGPWS w/windshear Weather Radar: Honeywell Primus 880 color

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com w/turbulence & lightning detection Transponder: Dual Honeywell XS-852B Mode S Interior January 2013 by Duncan Av. Eight Passenger interior with Tan Leather seats. Forward Cabin club seating with two additional forward facing seats in the aft cabin. One belted seat across from LAV and one seat opposite the entry door. Dual CD/DVD w VHS Entertainment system. Airshow 400 with four individual monitors Exterior January 2013 by Duncan Av. Matterhorn White with Sky Blue and Walnut Stripes

Asking price: Make Offer

2008 Bombardier Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20204 N302R 3,803 1839

Engines Honeywell HTF-7000. Engine Program: MSP Left Engine s/n P118541. Current Time: 3803 hrs, 1840 cycles. MPI next due: On-Condition. CZI next due: On-Condition Right Engine s/n P118540. Current Time: 3803 hours, 1840 cycles. MPI, next due: On-Condition. CZI, next due: On-Condition APU Honeywell GTCP36-150(BD). APU Program: MSP 2456 Hours Avionics ADF: Collins NAV-4000 ADS-B Out: Collins TDR-94D

Air Data Computer: Dual Collins ADC-3000 Avionics Package: Collins Pro Line 21 Broadband: Go-Go ATG5000 w Talk and Text Comm Radios: Dual Collins VHF-4000 w/ 8.33 spacing CVR (Digital): L-3 Solid State Database Loader: DBU-4000 Digital Voice Checklist: CMS400-1-R5 DME: Dual Collins DME-4000 FDR: L-3 Solid State FMS (w V-speed option): Dual Collins FMS-5000 GPS (w WAAS/LPV): Dual Collins GPS-4000A Hi-Frequency: Dual Collins HF-9031A w SELCAL IFIS: Dual Integrated Flight Information System Nav Radios: Dual Collins NAV-4000 Radar Altimeter: Collins ALT-4000 RVSM: Compliant SATCOM: Dual Iridium (2 handsets, 1 wireless) + Data

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Delray Dobbins, Cell: +1 (214) 551-5151 Tel: +1 (214) 351-9595 E-mail: ddobbins@mentegroup.com Link w SELCAL TAWS: Collins TAS-5000 TCAS: Collins TCAS II (TTR-4000), version 7.1 Transponder: Dual Collins TDR-94D VHF Comm: Triple Collins VHF-4000 Weather Radar (Enhanced): Collins WX-1000E XM Weather: XM Interior Interior features a double club configuration (8 pax) with headrests and leg rests on several forward facing seats plus a belted lav, audio and light controls located at each club seat. Seating is done in neutral leather. Dark colored high gloss cabinetry. Neutral carpeting with patterned aisle. Forward deluxe full service galley includes a Microwave & Hot Liquid Dispensers. Aft Lavatory offers hot & cold water & removable tank. Additional amenities include a DVD/CD Player, IPOD

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

August 2016 – AVBUYER MAGAZINE

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J New Aviation July.qxp_Heeren Cit Ultra sep 19/07/2016 15:04 Page 1

S H O W C A S E

1979 Lockheed Jetstar II Serial Number: Registration: Airframe TT: Landings:

5232 N77C 8,640 5,890

Engines 4 TFE 731-3-1K. 4200 TBO MPI/HS Interval 1400 TTSN Next MP Next CZI 8,447.4 662.8 2,001.0 8,344.5 885.3 795.9 8,515.3 1,193.6 1,395.5 8,540.1 287.5 3,082.5 APU GTCP 30-92C 1,646.6 Avionics COMMS 3 Collins VHF-22C, NAVS 2 Collins VIR-30A, Transponders 2 Collins TDR-940, HF Radios 2 King KHF-950 w/ Selcal, Flight Directors 2 FD-109G, Autopilot Collins A/P 105, Air Data Computers Dual ISS-90 ADC Flight MGMT Systems 2 Universal UNS1-FW, WAAS, LPV, RNP-1, with Unilink, B&D CVR, TCAS II TTR-4000, MFD Universal, Radar Honeywell Primus 660, 2 CMC EFB With Electronic Charts, XM Weather, & EGPWWS Honeywell Mark VII

Interior Nine Place, with Jump/Flight Attendant Seat (10) Exterior White with Orange and Blue Stripes Additional Features One owner last 27 years, Long Range O2, Fire Blocked, Stage III, Flight Status Display, 2 AHRS w/ 3rd Backup Gyro, & ATP Maintenance Tracking Program

Price: $500,000.00 USD Aircraft offered is subject to prior sale or withdrawal from market. Specifications subject to verification by Purchaser.

J New Aviation, LLC 10 NW Richards Road Kansas City, MO 64116, USA

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Tel: +1 816-876-7038 Email: jay@mkcaviation.com

Aircraft Index see Page 153

Jack Schafer August.qxp 20/07/2016 14:03 Page 1

S H O W C A S E

1994 Cessna Citation Jet Serial Number: Registration: Airframe TT:

525-0043 N525PL 3136

• CESCOM • Williams Engine TAP-Elite Program Hangered Since New • No Damage History One Owner Aircraft • Exterior: White with Burgundy and Navy Blue Trim Engines 3059 Both Engines 2264 Landings 2177 LE Cycles 2172 RE Cycles Avonics Universal GNX-1Lw 'WAAS' FMS Universal RRS [Radio Reference Sensor] Enroute & Approach Capable Garmin GMX-200 Multi-Function Display with TCAS/RadarfTAWS/JeppView Interface Garmin GDL-69 Weather Datalink Interfaced with MFD Jeppesen JeppView Chart Display on MFD L-3 Stormscope WX500 Interfaced with MFD L-3 Avionics TCAS SKY899HP Honeywell EGPWS KGP860 RVSM - Equipped by Cessna Aircraft Company RDR 2000 Radar with Vertical Profile Air Cell Iridium ST 3100 Satellite Flight Telephone Dual DME

Radio Altimeter KRA 4GS H.F. Provisions Engine Fan/Turbine Synchronizer Angle of Attack Indexer Air Data Computer - Shadin 406 MHz Emergency Locator Transmitter EROS Crew Oxygen Masks Interior Indirect Lighting Navigation Chart Cases with Relief Tube LH Forward Deluxe Refreshment Center Club Seating (2 + 6 Pax or 7 Seats with Belted Toilet) LH & RH Executive Tables LH Belted Flushing Toilet Over Water Life Vests Anti Skid Brakes Chime Baggage Extension with Ski Rack Fire Blocked Large Oxygen Bottle (50 Cu. Ft.) Large Battery (44 Amp) Freon Air Conditioning Tan Leather Seats Tan Carpet Burgundy and Navy Blue Trim Walnut Laminate Cabinets

Jack Schafer Aircraft Sales 19711 Campus Drive Santa Ana, CA 92707, United States

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (949) 852-1540 schaferaircraft@aol.com

August 2016 – AVBUYER MAGAZINE

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Sojourn Aviation Learjet 45XR August.qxp 19/07/2016 15:08 Page 1

S H O W C A S E

Asking Price $2,950,000.00 USD

2006 Learjet 45XR Serial Number: Registration:

45-315 N437FX

Airframe TT: Landings:

8150 5956

Engine Status LEFT ENGINE: Honeywell TFE 731-20BR-1B Serial Number: P-116769C Hours: 8011. Cycles: 5863. MPI: 3000hrs 2004 SMPI. CZI: 6000hrs 2004 SCZI RIGHT ENGINE: Honeywell TFE 731-20BR-1B Serial Number: P-116768C Hours: 8011. Cycles: 5863. MPI: 3000hrs 2004 SMPI. CZI: 6000hrs 2004 SCZI Engines and APU are covered under the Honeywell MSP Gold Program. Engine contract number is 440026003 APU Honeywell RE100 LJ APU, S/N P-352 4879 hours Avionics Honeywell Primus 1000 System includes: • Dual AZ-850 Air Data Computers • Dual AHZ-800 AHRS Computers • Dual IC-600 Auto Pilot Computers • Dual Honeywell RNZ-851 Nav Units • Dual Honeywell RCZ-833 Comm Units • Dual Honeywell 800 Digital Acquisition Units • Four Tube DU-870 EFIS/MFD with 7” X 8” Displays • Engine Instrument/Crew Alerting System (EICAS) • Honeywell Primus WU-660 Color Radar • RT-300 Radio Altimeter • Universal UNS-1E Flight Management System • Honeywell KHF-950 HF w/SELCAL

Additional Equipment • R.V.S.M. Capable • Honeywell Mark V EGPWS with Windshear Alert • Honeywell Cockpit Voice Recorder • Honeywell Model 2000 TCAS II w/change 7 • Artex C406-2 MHz ELT w/Nav Interface • Pulselights • Fwd and Aft Monitors (L.C.D.) • Airshow 410 • Cabin entertainment system (10 disc CD changer, DVD player) • ICG ICS-200 Iridium Satcom • 115 VAC outlets • Pulselights • Lighted chart holders • Dual Davtron Clocks • Microwave • Thommen Standby Altimeter • Zero fuel weight increased to 16,500 lbs Interior Bombardier Completion Center, Wichita, Kansas November 2006. Fireblocked, Nine (8) passenger seats and one (1) belted lavatory seat. The cabin features eight (8) executive club chairs with four executive fold-out tables. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment. Forward galley and the standard lavatory is located aft of the main cabin. The headliner and sidewalls are Milkweed Ultra leather. The Chairs are covered in Heritage Mink and Heritage Bramble Leather from Townsend Leather. The Carpet is Tapisweave Rikela Carpet from Edward Fields. The Woodwork is a Sapele stripped high

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

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gloss veneer from Fischer Advanced Composites Exterior Bombardier Completion Center, Wichita, Kansas November 2006. Top fuselage is Matterhorn white. Bottom fuselage is Royal blue. Accent stripes are red and blue Weights Gross Weight (Ramp): 21,750 lbs Max Take Off Weight: 21,500 lbs Max Landing Weight: 19,200 lbs Max Zero Fuel Weight: 16,500 lbs Empty Weight: 13,800 lbs Tel: +1 316-733-6500 sales@sojournaviation.com www.sojournaviation.com

Aircraft Index see Page 153

JetPro Texas King Air B200 August.qxp_Heeren Cit Ultra sep 22/07/2016 10:02 Page 1

S H O W C A S E

2003 King Air B200 Blackhawk XP61 Serial Number: Registration:

BB-1833 N375JP

Airframe TT: Landings:

5,789 4,425

Airframe 5,789TotalTimeSinceNew 4,425 Total Airframe Cycles Engines Two Pratt and Whitney Canada PT6A-61 –1346 SHP Each (Flat rated) S/N TSN TCSN Left: PCE-HA0224 350 178 Right: PCE-HA0225 350 178 Propellers Hartzell Model HC-E4N-3 Heated Four Blade Overhaul c/w 8/2014 TSO: 350 CSO: 178 Avionics Collins EFIS 84 System Collins APS-65 Autopilot Dual Collins VHF-22C Coms Dual Collins VIR-32 Nav Dual Collins TDR94D Transponders Collins ADF-60A Dual Collins DME-42 Collins TCAS-4000 TCAS II Garmin GNS-400 GPS Honeywell Mk VI EGPWS Collins WXR-270 Color Weather Radar

Collins ALT-55B Radio Altimeter Collins ALI-80A Altimeter Full Copilot’s Instruments L3 FA2100-1020 CVR Artex C406-2 ELT Interior Pewter leather interior with charcoal thick pile carpet. Refurbished woodwork throughout including interior tables and furnishings. Two place side facing couch fitted and a single seat option available. Interior refurbished August 2014 Exterior Paint- Striking Matterhorn White with Red and Black Stripes - New January 2015 Additional Features RVSM Capable Engine Fire Extinguishers Dual Door Cables MEDCO High Security Locks 110VAC Outlets Propeller Syncrophaser Maintenance Fresh Phase 1-4 completed June 2016

REDUCED PRICE OF $2,495,000

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com August 2016 – AVBUYER MAGAZINE 141

Altus Aviation July.qxp_Empyrean 20/07/2016 14:06 Page 1

S H O W C A S E

2007 Bombardier Challenger 300 Serial Number: Registration:

20169 C-GMHV

Airframe TT: Landings:

1,168

2,398

Entry-Into-Service date January 2008 Aircraft Bluebook & VREF consider this a 2008 airframe • Fresh 96 month inspection • JSSI Tip-To-Tail • 10 passenger interior • Link 2000+ • ADS-B Out • 3rd VHF with Datalink • ICG NXTLINK 220A Multi-Channel SATCOM Engines FlightDocs Maintenance Tracking Engines, APU and Airframe enrolled on JSSI Tip to Tail ADS-B Out 3rd VHF with Data Link integrated with Sat Com Link 2000+ LH Engine Total Time: 2,398 | LH Engine Cycles: 1,168 RH Engine Total Time: 2,398 | RH Engine Cycles: 1,165 APU Honeywell 36-150BD 1,898 Hours TSN

Avionics Collins APS-3000 Automatic Flight Control System Collins RDC-5000 Remote Concentrator Unit Dual Collins FMS-5000 Flight Management Dual Collins CDU-5000 Control Display Units Dual Collins NAV-4000 Navigation w/Dual ADF Dual Collins DME-4000 Distance Measuring Equip Dual Collins AHC-3000 Altitude Heading Computers Dual Collins TDR-94D Transponders Dual Collins RIU-4000 Radio Interface Units Dual Collins IOC-300 I/O Concentrator Units Dual Collins HF-9000 HF Communication Systems Dual Collins FMC-5000 Flight Management Comp Dual Collins GPS-4000A GPS Sensors Dual Collins ADC-3000 Air Data Computers Dual Collins CCP-5220 Audio Control Panels Dual Collins HF-9031A Units w/SELCAL Collins IEC-4000 IAPS Environmental Controller Collins DCU-4002 Data Concentrator Unit Collins DBU-5010E Data Base Unit Collins TCAS II w/Change 7 Collins ALT-4000 Radio Altimeter Collins TWR-850 Turbulence WX Radar RTA-854 Interior 10 passenger interior High Gloss Wood Veneer Microwave Oven and Nespresso Machine NICE Cabin Management Upgrade to colored GUI Airshow DVD/CD Player

Altus Aviation

142

AVBUYER MAGAZINE – August 2016

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IPOD Interface Forward and Aft Cabin Monitors Forward Galley Forward 4-Place Double Club Aft 3-Place Divan across from Single Club Aft Lavatory

Price: Please Call

Tel: US: +1 888 337 3439 Tel: EU: +49 1766 255 5634 Email: CL300@AltusAviation.com www.AltusAviation.com Aircraft Index see Page 153

Albinati Aeronautics August.qxp 20/07/2016 15:37 Page 1

S H O W C A S E

2014 Bombardier Global 6000 Serial Number: Registration: Airframe TT: Landings:

9549 9H-SMB 777 347

VISION FLIGHT DECK EU OPS 1 COMPLIANT NO DAMAGE HISTORY Airframe Smart Parts Plus coverage Engines Rolls Royce Deutschland BR 700-710A2-20 JSSI Platinum coverage  LH S/N 22229  RH S/N 22228  777 TSN / 353 CSN APU Honeywell RE 220 (GX) S/N P-680 – JSSI coverage  930 TSN / 721 CSN Interior Cabin thirteen (13) passenger Complete Custom Aircraft Interior configuration  Aft cabin two place club with fold out table opposite a three (3) place 16g rated berthing divan

ALBINATI AERONAUTICS SA P.O. BOX 44 1215 GENEVA 15 AIRPORT SWITZERLAND Advertising Enquiries see Page 4

www.AvBuyer.com

Stefano Albinati Tel: +41 (0) 22 306 1060 E-mail: info@albinati.aero Web: www.albinati.aero August 2016 – AVBUYER MAGAZINE

143

Avitrade Belgium Falcon 7X July.qxp 20/07/2016 14:08 Page 1

S H O W C A S E

Falcon 7X Serial Number:

046 VQ-BAA

Fresh full refurbishment and fresh 1c for sale by owner

Engines 2009 Falcon 7X with Crew Rest 11 PAX +4 s/n 046 VQ-BAA EU-OPS1 TTSN 3740 TCSN 932 No Damage One owner since new ESP/MSP GOLD UNDER FALCON CARE EASY II+ HUD EVS 2 EFB SDR Router +wifi 1C check ongoing in Basel with Jet Aviation Fully refurbish March 2016 Perfect time for a visit and/or PBI Full spec on www.avitrade.eu Price make Offer

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium

144

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

www.AVBUYER.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu Aircraft Index see Page 153

Avitrade Belgium Legacy 650 June.qxp 20/07/2016 14:09 Page 1

S H O W C A S E

Legacy 650 Serial Number:

14501121

Very Low time Aircraft with Swift Broadband High Speed Internet & Wi-Fi equipped

Engines Description: Rolls Royce AE3007A2 Left Engine Serial Number: CAE313219 Total Hours Since new 1590 Hours Total Cycles Since new 801 Cycles Right Engine Serial Number: CAE313220 Total Hours Since new 1590 Hours Total Cycles Since new 801 Cycles HSI Due/Overhaul Due On Condition Program Coverage Rolls Royce Corporate Care

Full spec on www.avitrade.eu

Avitrade Belgium 7, rue de Pallandt B-1341 Ceroux Mousty Belgium Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +32 10 617 153 Fax: +32 10 617 957 Cell: +32 475 621 539 Email: info@avitradebelgium.com www.avitrade.eu August 2016 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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Sean advertorial - Products & Services August.qxp_Layout 1 19/07/2016 16:30 Page 1

PRODUCTS & SERVICES Jinggong Global Jet

Duncan Aviation

Following the short-term slowdown in demand for private aircraft in China, leading regional operator Jinggong Global Jet say they are positively responding to the ‘new norm’ with the introduction of a VIP eleven-seat Falcon 2000EX EASy under its new aircraft operating certificate (AOC).

Duncan Aviation partnered with ACSS to participate in the launch of the NXT-700 transponder and the development of the Approved Model List (AML) Supplemental Type Certificate (STC). The NXT-700 is a Mode S transponder that satisfies the

Chinese VIP’s have become more knowledgeable and discerning,

DO-260B mandate for Automatic Dependent Surveillance-

shifting away from leisure to predominately business use of private

Broadcast (ADS-B), and the AML STC will include more than

aircraft, the company says. Additional demand has also come from

a dozen legacy aircraft models.

international visitors looking for the same levels of safety and service

Those models include:

as in their home countries.

Hawker 125-400, 600 and 700-Hawker 400 SP/Beechjet, Early 400 Series- Gulfstream IIB, III and V-IAI Westwind

The 2000EX EASy will be only one of a few aircraft licensed for charter operation under the ‘B’ registration and will be strategically based in Hangzhou. This will allow for rapid access to Hong-Kong, Macau, Beijing, Shanghai and Chengdu. Under the ‘new norm’, Jinggong Global Jet is encouraging users to be more demanding in terms of their service expectations. Bjorn Naberhuis, VP Business Development comments "our long-term presence in China going

1124- CitationJet, Ultra, V, VII and 550 Learjet 31A, 35, 35A, 36 and 36A-Dassault Falcon 10, 20, 50, 200, 900 and 900B Bombardier CL-6013A and 3R For more information about the NXT-700, contact Mark Francetic, at +1 702.303.4888 or Mark.Francetic@DuncanAviation.com

back to 2006, combines a deep understanding of regional clients and by default our globally respected Swiss brand of quality, precision and reliability is in great demand as clients become seasoned travellers”. www.globaljet.ch

RUAG Aviation RUAG Aviation completed a 96 month check on a Russian registered Bombardier Challenger 850 fully on schedule and to complete customer satisfaction. The customer experienced maximum transparency and RUAG Aviation’s one-stop shop expertise which were both key contributors to the overall success of the project. The MRO service provider also cites the recently achieved, unlimited approvals from the Russian Federal Air Transport Agency for Russian registered civil aircraft certification. www.ruag.com

ExecuJet ExecuJet recently announced the acquisition of its first FBO in the Caribbean region, at Princess Juliana International Airport on the island of St. Maarten. ExecuJet’s St. Maarten FBO, acquired from TLC Aviation, takes the ExecuJet FBO network to 24 locations globally. The St. Maarten FBO offers ground handling, fuelling, air charter, flight plans, executive transport and accommodation services for both customers and crew. www.execujet.com

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Aircraft Index see Page 153

Sean advertorial - Products & Services August.qxp_Layout 1 19/07/2016 16:30 Page 2

PRODUCTS & SERVICES Flying Colours Corp

Gulfstream Aerospace Gulfstream announced that its Savannah Completions Center has incorporated 3-D projection technology into the process of

Flying Colours Corp. Peterborough, the Canadian MRO,

designing and executing aircraft paint schemes, resulting in in-

completions, and refurbishment company has received approval from the Bermuda Department of Civil Aviation to carry out maintenance work on business aircraft listed on the popular Bermudan registry. The approval enables Flying Colours to undertake heavy and line maintenance work on a full range of Bermuda registered aircraft, including Bombardier, Falcon, Embraer and Gulfstream aircraft as listed on its Transport Canada Civil Aviation, (TCCA)

creased flexibility and enhanced design quality. Gulfstream engineers helped design the software that projects a multi-dimensional paint scheme onto the aircraft, taking into account how the curved aircraft surface may distort the image. The process eliminates the 2-D design phase, allowing technicians to forego plotting the design on the aircraft using just a flat schematic. www.gulfstream.com

Approved Maintenance Organization (AMO) certificate. A dedicated maintenance team from Flying Colours Corp. will begin work on its first Bermuda registered aircraft at its Peterborough facility in July. The Bombardier Challenger will undergo maintenance inspections, external paintwork, and interior modifications. www.flyingcolourscorp.com

Tamarack Aerospace

Dallas Airmotive

EASA has granted Supplemental Type Certificate (STC) approval to Tamarack Aerospace for its Atlas Active Winglets on the Cessna Citation M2 light jet. With the CJ, CJ1 and CJ1+ certified in December 2015, this brings the total number of Cessna models approved for Tamarack’s winglets up to four. Textron Aviation is offering Active Winglets as a customer option on the M2, which will be installed post production at

Dallas Airmotive, BBA Aviation business aircraft engine repair subsidiary, launched a TFE731 Hub, an online resource for the Honeywell turbofan. The site provides operators with professional advice, as well as tips and tricks for the service and support of their TFE731s. At the site, visitors can learn more about Dallas Airmotive’s team of TFE731 experts, compare service and support options, order parts, schedule service and ask questions. www.dallasairmotive.com

any Textron Aviation company-owned service center. www.tamarackaero.com

AviMall AviMall has developed what they claim is the most comprehensive online aviation platform to connect professionals worldwide. AviMall’s team of experts is the first to offer The Charter Promotion Module globally for FREE. This module enables Air Operators and Charter Brokers to eliminate the cost of promoting their fleet availability and empty legs on existing charter marketplaces. With only 2 minutes sign up, no registration fees or commission, members can start profiting as soon as their accounts have been verified. www.avimall.com

Advertising Enquiries see Page 4

www.AvBuyer.com

August 2016 – AVBUYER MAGAZINE

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New Yorkâ&#x20AC;&#x2122;s only exclusive jet-set lifestyle event

30TH JUNE - 1ST JULY 2017 ESSEX COUNTY AIRPORT, NEW JERSEY

Explore a world of luxury Luxury brands . Fine cuisine . Exclusive location HOST VENUE

MEDIA PARTNER

www.TheEliteEvents.com/NewYork

P149-152.qxp 21/07/2016 09:24 Page 1

Marketplace Bombardier Learjet 45XR

Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3400

Location: Canada

Cessna Citation CJ2+

Tel: +1 (403) 671 2178 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

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

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

Skyservice Jet Sales Price:

Please call

Year:

2013

S/N:

525A-0511

Reg:

C-FIAS

TTAF:

1605.8

Low time Cessna Citation CJ2+, engines enrolled in TAP Elite, ATG 5000 GoGo Biz WiFi and broadband internet, factory warranty remaining, XM weather, electronic charts and much more. Additional features: Nose Landing Gear Ice Boot installation, Headset Hooks on Pilot and Co-Pilot Cockpit sidewall, Flight Deck pedestal guardrail, EROS MC10 Oxygen Masks – Intertechnique, Oxygen – 50 Cubic foot bottle, Monorail Sun Visors, 8 overwater life vests, Air Conditioning, Locking fuel caps. Contact: Geoff Carlyle

Location: Canada

Cessna Citation CJ3

Price:

Please call

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Dassault Falcon 50EX

Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. The aircraft is located in Calgary, Canada. • Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display

Skyservices Jet Sales Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Location: Canada

Embraer Legacy 650

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

Skyservice Jet Sales

MJet GmbH Price:

Make offer

Year:

2014

S/N:

TBD

Reg:

TBD

TTAF:

1100

Location: Slovakia

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

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

Tel: +43 (0) 1706 2700 7205 Email: asset@mjet.eu Airframe: TAH (Jul. 2016): 1,100 FHR. TAC (Jul. 2016): 412 CYC. Engines: Rolls-Royce AE3007A2 (on CorporateCare). APU: Hamilton Sundstrand APS 500R. - Five 8” x 7” Liquid Crystal Displays - Dual Integrated Avionics Computers (IAC) and Electronic Flight Instrument System (EFIS) - 13 seats layout with mid cabin partitions - Acoustic entry curtain - Observer seat - FWD dual pocket door and AFT single hinged door. - Leg Rest - 6 in total - Aft Lavatory Smoke Detector - Pilot Seats with Sheepskin - Flight Attendant Seat with integrated intercom handset

www.aircraftsales.com Advertising Enquiries see Page 4

www.AVBUYER.com

August 2016 – AVBUYER MAGAZINE

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P149-152.qxp 21/07/2016 09:25 Page 2

Marketplace Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Challenger 300

Capital Jet Group Price:

$10,250,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3308

Location: USA

Rockwell Commander 690A

Capital Jet Group Price:

Make offer

Year:

1975

S/N:

11262

Reg:

N690DS

TTAF:

7644

Location: USA

Bombardier Challenger 604

Brian Siems Price:

$8,600,000 USD

Year:

2006

S/N:

5643

Reg:

N793CT

TTAF:

4,084.1

Location: USA - IL

Jack Hill

2003 Beechcraft King Air 350 Price:

US $2,390,000

Year:

2003

S/N:

FL-362

Reg: TTAF:

3,521

Location: Australia

150

AVBUYER MAGAZINE – August 2016

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Tel: + 1 (850) 213 3218 Email: JETMARKETS@aol.com

Fresh A thru E Inspection / APU Inspection – August 2016 External Baggage Wi-Fi Equipped / Provisions for Flight Data Recorder DL-900 Data Loader / Dual Laseref II Lightning Sensor LSZ-850 / AFIS Engines on ESP Gold $270.00 / Hour per Engine RVSM Compliant Maintenance Tracking Program No Known Damage History

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

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com No damage history. Complete logs. All AD’s & SB’s complied with. Saunders spar installed 1993, SB208 N/A. Engines-1979 hours, 1936 cycles since Dash 10 overhaul. IHAS 800- KMD 850 MFD, IFR GPS, TAWS, TCAS & Stormscope. Aero Air Soundproofing & Heavy Windows. (1) KAA445 Audio Panels with Altitude Alert System Blue and grey Renaissance interior. Exterior with all over White w/Blue trim. 2002

Tel: +1 (309) 675-8265 Email: Siems_Brian_J@cat.com Professionally operated and maintained by a U.S. Corporate owner with a large established flight department. APU enrolled on MSP. Computer Maintenance Tracking Program. Collins Flight Dynamics HGS-2150 Head-up Guidance System. 48,200 lbs. Increased MTOW. EMS HSD-400 with Swift64 and Wi-Fi. Dual Collins GPS-4000S WAAS GPS. TCAS Change 7.1. Triple Inertial Reference System. WSI AV-300 InFlight Satellite Weather System. Honeywell Runway Awareness Advisory System (RAAS). SATAFIS®.

Tel: +1 (817) 917 23125 Email: jhill2@flash.net OFFERS SOUGHT Airframe 3,521 Hours Total Time. Engines and Props 1.5 hrs Time Since Overhaul This aircraft is offered for exclusive, immediate sale, and is currently available for inspection, by appointment in Australia. For more information please contact: • David Mogan in Australia +61 412 368 942 bronman(@)myplace(dot)netdot)au • Jack Hill in USA +1 (817) 917 2312 jackhill(at)rotorworld(dot)com

Aircraft Index see Page 153

P149-152.qxp 21/07/2016 09:26 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

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 $1,775,000

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:

Offer

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

Beech King Air 350i

Augsburg Air Service Price:

Please call

Year:

2010

S/N:

Reg:

TTAF:

1.150

Tel: +49 (0)821 7003 100/145 Email: sales@aas-augsburg.de EASA-Reg. with comparehensive maintenance, Pro Line 21, 2nd ADR / DME / FMS + HF Radio Sys with SELCAL, TCAS II, AirCell, Madras FDR, WAAS/LPV upgrade - in excellent condition ! Call for further information

Location: Germany

Advertising Enquiries see Page 4

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August 2016 – AVBUYER MAGAZINE

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P149-152.qxp 21/07/2016 09:26 Page 4

Marketplace Bell 407

Tel: +44 (0) 207887 4524 Email: jm@up-lifting.co.uk

Uplifting Aviation Price:

US $2,000,000.00

Year:

2008

S/N:

53895

Reg:

YR-TXA

TTAF:

1250

Like New – Absolutely Superb Delivered in 2010, Low time, One Owner Since New, Corporate machine, Mericulously maintained by Motorflug a very reputable part 145 approved based in Baden Baden Call for further information

Location:

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Advertiser’s Index 1st Source Bank ..................................................49

Dassault Falcon Jet .........................................2 - 3

LBAS.......................................................................75

21st Century Jet Corporation .........................154

Donath Aircraft Sales ..........................................87

Leading Edge Aviation Solutions ...................107

Aero-Dienst ..............................................128 - 129

Duncan Aviation....................................................81

Lektro....................................................................109

Air Charter Service...............................................57

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

Mente Group.......................................................137

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

Elliott Jets ..............................................................35

Mesinger Jet Sales...............................................71

Albinati Aeronautics ..........................................143

Freestream Aircraft USA............................54 - 55

MSTC......................................................................41

Altus Aviation ......................................................142

Genel Aviation Services......................................89

Naljets ..................................................................136

AMAC Aerospace.......................................1, 5, 43

General Havacilik ...................................130 - 131

NBAA Regional Forum .....................................113

Aradian Aviation....................................................63

Global Jet Capital.................................................83

OGARAJETS .......................................................6-7

AvBuyer................................................................111

Global Jet Monaco .................................116 - 119

Par Avion..............................................................109

Aviatrade...................................................120 - 123

Gulfstream Aerospace...........................................9

Rolls-Royce............................................................51

Avitrade Belgium ....................................144 - 145

Hatt & Associates.................................................15

Sojourn Aviation .................................................140

Avjet Global...................................................26 - 27

IAG ........................................................................132

Southern Cross Aviation.....................................93

Avpro ..............................................................10 - 14

J.New Aviation ....................................................138

Sparfell & Partners ......................................30 - 31

Bell Aviation...................................................72 - 73

Jack Schafer Aircraft Sales .............................139

Survival Products...............................................115

Bombardier ............................................................25

Jet Bed .................................................................101

The Elite New York ............................................148

Boutsen Aviation...................................................77

Jet Sense Aviation ..................................124 - 126

The Jet Business..........................................18 - 19

Bristol Associates..............................................135

Jet Support Services (JSSI)...............................47

Twinjet Aircraft Sales ........................................127

CAAP....................................................................134

JetBrokers .....................................................64 - 65

VREF Aircraft Values ........................................109

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

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

Wentworth Aero.................................................133

Charlie Bravo.........................................................37

Jeteffect..........................................................66 - 67

Wright Brothers Aircraft Title.............................53

Conklin & de Decker .........................................115

JETNET iQ .............................................................45

Corporate Concepts ...........................................21

JetPro Texas ........................................................141

Copy deadline for the September Issue - Wednesday 17th August AvBuyer (USPS 014-911), August 2016, Vol 20, 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 672033517. 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.

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Aircraft Index see Page 153

P153.qxp 21/07/2016 13:19 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS ACJ318-ER . . . . 19, A319 133 CJ . . . 41,

AVIAT Husky A-1C . . . . 65,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 54, 127, 133, BBJ2 . . . . . . . . . . 156, 727-200 . . . . . . . 21, 737 . . . . . . . . . . . 26, 737-200 . . . . . . . 21, 757 . . . . . . . . . . . 26, DC-8-62 VIP . . . 21, DC-8-72 VIP . . . 21,

BOMBARDIER Global 5000 . . . . 6, 18, 21, 33, 71, 93, . . . . . . . . . . . . . . . 109, 156, Global 6000 . . . . 21, 26, 33, 117, 143, . . . . . . . . . . . . . . . 156, Global Express . 10, 32, 33, 66, 156, Global Express XRS. .18, 25, 26, 32, . . . . . . . . . . . . . . . 33, 37, 55, 107, 156,

Challenger 300 . . . . . . . . . . . 6, 12, 25, 26, 31, 32, . . . . . . . . . . . . . . . 33, 130, 137, 142, . . . . . . . . . . . . . . . 150, 156, 350 . . . . . . . . . . . 136, 601-1A . . . . . . . . 37, 601-3R . . . . . . . . 33, 156, 604 . . . . . . . . . . . 66, 71, 150, 605 . . . . . . . . . . . 25, 32, 33, 55, 66, 87, . . . . . . . . . . . . . . . 93, 107, 156,

Learjet 31A . . . . . . . . . . . 64, 67, 31ER . . . . . . . . . . 72, 35A . . . . . . . . . . . 64, 36A . . . . . . . . . . . 151, 40 . . . . . . . . . . . . 64, 45 . . . . . . . . . . . . 55, 64, 67, 81, 89, . . . . . . . . . . . . . . . 109, 45XR . . . . . . . . . . 12, 32, 89, 125, 140, . . . . . . . . . . . . . . . 149, 55 . . . . . . . . . . . . 64, 60 . . . . . . . . . . . . 12, 27, 67, 81, 60SE . . . . . . . . . . 129, 60XR . . . . . . . . . . 12, 93, 126, 75. . . . . . . . . . . . . 77,

CESSNA Citation II . . . . . . . . . . . . . 35, 57,

AIRCRAFT

PAGE

AIRCRAFT

III . . . . . . . . . . . . . 65, 81, 149, V. . . . . . . . . . . . . . 37, X . . . . . . . . . . . . . 35, 67, 71, 155, XL . . . . . . . . . . . . 6, 12, 37, 63, 72, 124, . . . . . . . . . . . . . . . 137, XLS . . . . . . . . . . . 37, 63, 67, CJI . . . . . . . . . . . . . 67, CJI+ . . . . . . . . . . . . 31, CJ2. . . . . . . . . . . . . 31, 72, CJ2+ . . . . . . . . . . . 149, CJ3. . . . . . . . . . . . 23, 67, 109, Bravo . . . . . . . . . 6, 32, 67, Conquest I . . . . . 73, Conquest II . . . . 73, Encore+ . . . . . . . 64, Jet . . . . . . . . . . . . 65, 139, M2 . . . . . . . . . . . . 23, Sovereign 33, 57, 63, 65, 156, T182T . . . . . . . . . 23, 182S . . . . . . . . . . 23, 210M. . . . . . . . . . 64, Mustang . . . . . . . 63, Ultra . . . . . . . . . . 35, 65, 310J . . . . . . . . . . 64, 525 . . . . . . . . . . . 155,

PAGE

LOCKHEAD

FOLLAND

PIPER

Gnatt . . . . . . . . . . 65,

Meridian . . . . . . . 65, Mojave . . . . . . . . 73,

GULFSTREAM IV . . . . . . . . . . . . . 109, IVSP . . . . . . . . . . 10, 33, 107, 135, V. . . . . . . . . . . . . . 54, 77, 107, 100 . . . . . . . . . . . 63, 150 . . . . . . . . . . . 33, 63, 66, 71, 156, 200 . . . . . . . . . . . 6, 10, 15, 27, 63, . . . . . . . . . . . . . . . 156, 280 . . . . . . . . . . . 71, 134, 450 . . . . . . . . . . . 10, 27, 33, 55, 63, . . . . . . . . . . . . . . . 156, 550 . . . . . . . . . . . 10, 19, 27, 33, 54, . . . . . . . . . . . . . . . 63, 66, 71, 107, 118, . . . . . . . . . . . . . . . 119, 156, 650 . . . . . . . . . . . 10, 19, 21, 54, 66, . . . . . . . . . . . . . . . 122, 123, 650ER. . . . . . . . . 19,

King Air

7X . . . . . . . . . . . . 3, 11, 18, 33, 71, 72, . . . . . . . . . . . . . . . 77, 81, 116, 144, . . . . . . . . . . . . . . . 154, 155, 156, 10 . . . . . . . . . . . . 64, 50 . . . . . . . . . . . . 27, 107, 154, 50EX . . . . . . . . . . 12, 31, 93, 132, 149, . . . . . . . . . . . . . . . 154, 155, 900 . . . . . . . . . . . 154, 900B . . . . . . . . . . 11, 64, 154, 155, 900C . . . . . . . . . . 72, 154, 155, 900DX EASy . . . 31, 900EX . . . . . . . . . 6, 31, 55, 66, 154, 900EX EASy . . . 3, 11, 33, 71, . . . . . . . . . . . . . . . 154, 156, 900LX . . . . . . . . . 3, 11, 154, 2000 . . . . . . . . . . 3, 11, 71, 72, 77, 89, . . . . . . . . . . . . . . . 120, 121, 2000EX EASy . . 6, 18, 2000LX . . . . . . . . 11, 155,

DORNIER 328 . . . . . . . . . . . 77, 328-310 . . . . . . . 89,

EMBRAER Legacy 600 . . . . 12, 18, 31, 64, 77, Legacy 650 . . . . 12, 18, 33, 37, 77, . . . . . . . . . . . . . . . 145, 149, Lineage 1000 . . 54,

PAGE

Phenom 100 . . . 37, Phenom 300 . . . 35, 77,

HAWKER BEECHCRAFT

DASSAULT FALCON

AIRCRAFT

100 . . . . . . . . . . . 73, 200 . . . . . . . . . . . 64, 141, B200 . . . . . . . . . 13, 63, 77, 300 . . . . . . . . . . . 71, 81, 350 . . . . . . . . . . . 6, 63, 65, 81, 93, . . . . . . . . . . . . . . . 128, 150, 151, C90 . . . . . . . . . . . 63, 65, 77, C90A . . . . . . . . . . 77, E90 . . . . . . . . . . . 73, F90-1 . . . . . . . . . 73,

Beechcraft Duke A60 . . . . . . 64, Premier I . . . . . . 67, Premier IA . . . . . 15,

Hawker 400A . . . . . . . . . . 35, 37, 400XP . . . . . . . . . 35, 63, 750 . . . . . . . . . . . 63, 800A . . . . . . . . . . 35, 800B . . . . . . . . . . 77, 800XP . . . . . . . . . 6, 12, 15, 33, 63, 93, 850XP. . . . . . . . . 63, 900XP . . . . . . . . . 33, 63, 64, 77, 107, . . . . . . . . . . . . . . . 156, 1000A . . . . . . . . . 150, 4000 . . . . . . . . . . 15,

JETSTAR II . . . . . 138,

ONE AVIATION/ECLIPSE Eclipse 500 . . . . 131,

ROCKWELL 690A . . . . . . . . . . 150,

SABRELINER 65 . . . . . . . . . . . . 64,

WESTWIND Westwind II . . . . 64,

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 64, A109 Power . . . . 13, 33, 156, A109 E . . . . . . . . 93, AW139 VIP . . . . . 30, Koala. . . . . . . . . . 63,

BELL 206L4 . . . . . . . . . 151, 212 . . . . . . . . . . . 151, 407 . . . . . . . . . . . 13, 152, 412 EMS . . . . . . 151,

EUROCOPTER/AIRBUS AS350 B . . . . . . . 13, AS350 B-2 . . . . . 30, AS355N . . . . . . . 13, 30, 77, EC 120 B . . . . . . 21, EC 130 B4 . . . . . 77, EC 135 P2+ . . . . 63, EC 135 T1 . . . . . 30, 77, EC 155 B1 . . . . . 13,

MCDONNELL DOUGLAS MD520N . . . . . . . 30, MD900 . . . . . . . . 63,

SIKORSKY S-76C+VVIP . . . 30, S-76C+ . . . . . . . . 33, S-76C++ . . . . . . 55,

IAI Astra SPX. . . . . . 64,

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2013 Falcon 7X SN 213 Has Been Sold

Now Actively For Sale 2011 FALCON 7X SN 120 Less than 1000 Hours TT, ESP Gold, Single Owner with Long Standing Falcon History

EASY II FALCON 7X SN 88 2667 TT, ESP Engines, MSP on APU, 1B Inspection c/w August 2015, No Damage History, Camp Maintenance Tracking, Warranties Remaining thru year 2020

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

An Additional $4.2 Million spent in Over and Above Options Including

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PROLINE 21 FALCON 50EX SN 302

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2 US Owners Since New, MSP Gold, Standard Configuration Including Forward and AFT Lav, Acoustical Sound Proofing, Airshow 4000, Aerial View Camera's, Etcâ&#x20AC;¦

1999 CITATION X N750GM

CITATION 525 SN 268

Same Owner as SN207 & SN276. Original Midwestern Fortune 500 owner, Rolls Royce Corporate Care, Cessna Cescom, No Damage History

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2008 GULFSTREAM G200 S/N 187 • 1,123 Hours; 683 Cycles • Fully Programmed • 10 Passenger Interior with Collins CMS

2006 BOEING BUSINESS JET S/N 35990

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2008 CITATION SOVEREIGN S/N 680-0250 • 1,710 Hours; 1,065 Cycles • Fully Programmed • 9 Passenger in VVIP or Medivac Config

• 1,845 Hours; 489 Cycles • 15 Passenger Interior Completed by Gore • Owner Will Pay for New White Paint

2008 BOMBARDIER GLOBAL XRS S/N 9250

ALSO AVAI L ABLE

• 3,525 Hours; 887 Cycles • Fully Programmed • Batch 3; FANS-1/A; ADS-B; WAAS/LPV

2011 BOMBARDIER GLOBAL 5000 S/N 9430 • 2,041 Hours; 649 Cycles • Batch 3 Upgrade with CPDLC (FANS 1/A) • MTOW Upgrade

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2010 AGUSTA A109 POWER 2013 CHALLENGER 300 1994 CHALLENGER 601-3R 2010 CHALLENGER 605 2005 GLOBAL 5000 2003 GLOBAL EXPRESS 2011 GLOBAL XRS 2012 GLOBAL 6000 2011 CITATION SOVEREIGN 2006 FALCON 900EX EASy 2008 FALCON 7X 2012 GULFSTREAM G150 2005 GULFSTREAM G450 2006 GULFSTREAM G550 2008 HAWKER 900XP

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