AvBuyer Magazine December 2015

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AVBUYER December 2015

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH Aircraft Comparative Analysis – Cessna Citation III Aircraft Lease Returns GAMA Q3 2015 Shipment Analysis www.AVBUYER.com

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Editor’s

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

Welcome

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

Obviously, Business Aviation

W

hat man or woman with any knowledge of Business Aviation would categorically reject this form of travel?

Travel is an essential aspect of business.

It always has been, is now and probably always will be a necessary aspect of facilitating the ebb and flow of commerce. But travel is tiring, enervating and an all-around hassle. It becomes old very fast, regardless of what form of transportation is utilized.

There was a time when an airline flight possessed an element of glamor and excitement, but those days are long gone. Gone, also, is the benefit of frequent flights that accommodate business needs. Scheduled Airlines are increasingly dominated by a handful of mega providers.

In the US just four carriers account for over 80 percent of all trips. Their business model provides carefully metered service between city pairs with high travel demand, thereby guaranteeing full aircraft and relatively low fares - but not particularly efficient use of travel time. Often a simple trip takes an entire day, especially if one needs to reach cities in secondary or tertiary markets.

Business Aviation provides a totally different business model. With access to 10 times the locations reachable directly by Scheduled Airlines and at least 100 times the city pairs with business-friendly service, Business Aviation delivers unique customer service, an essential tool for many business dealings. Cost of such transportation, however, is high.

Nevertheless, we have no choice in today’s society but to travel - in spite of smartphones, Internet and video conferencing. The challenge for businessmen and women is choosing between Scheduled Airlines and one of the many forms of Business Aviation—full or fractional ownership, or some aspect of charter.

Making that choice requires a reasonable knowledge of the basic strengths and weaknesses of airlines and Business Aviation.

Unfortunately too many critics of Business Aviation are simply uninformed. Consequently, Business Aviation has been the frequent object of distain. Thus it was with considerable interest that we noted a comment recently by President Barack Obama, often a highly vocal critic of Business Aviation, who said that one of the aspects of his presidency he will miss the most is access to Air Force One—arguably the essence of a business aircraft.

His statement was reasonable; he hardly could have fulfilled the duties of US President without the transportation capability of that aircraft. Nor can countless leaders and specialists in industry do their job efficiently without access to business aircraft. The reasonable person will consider Business Aviation on its merits and choose accordingly.

In This Issue

Reflecting on the value of business transportation, Rani Singh’s High Flyers Interview this month captures what Business Aviation means to Johnsonville, a leading sausage manufacturer with customers throughout the globe.

Our BizAv Intelligence section, meanwhile, is filled with reviews of the dynamics of today’s Business Aviation marketplace – including analysis of GAMA’s Q3 2015 Shipment report and market data from JETNET. Ken Elliott completes his year-long avionics mandates series in the Flight Department section, while Waleed Muhiddin from AMAC Aerospace offers advice on avoiding unnecessary maintenance costs, Dave Higdon discusses fuel savings strategies and Gamit’s Miles Birnie outlines the intricacies of preparing for an end of lease return. In addition you’ll find all of the regular features, the net result of which we hope will offer you an insightful read.

Jack Olcott Editorial Director & Publisher AvBuyer Your source for Business Aviation Intelligence

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

4

AVBUYER MAGAZINE – December 2015

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BUSINESS AVIATION INTELLIGENCE

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

Mechanicsburg, PA 17055

Aircraft Index see Page 161

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info@welschaviation.com

Washington, D.C.

New York

Georgia

Texas

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Editorial Focus 36

GAMA Q3 2015 Shipment Analysis & Report: Mike Potts takes a closer look at the

recent GAMA Shipment report. What will

the numbers reveal about the industry…?

62

High-Flyers Interview: What does a high-end sausage

manufacturer need from a business jet?

Find out as Rani Singh speaks with

Andre Fodor, VP Aviation at Johnsonville.

96 Aircraft Lease Returns: Avoid penalty fees and hassle!

Gamit’s Miles Birnie discusses when and how to plan a successful

redelivery of a leased business jet.

118

Comparative Analysis – Citation III How does Cessna’s Citation III

square up against Bombardier’s

Learjet 55 series? Find out here…

8

AVBUYER MAGAZINE – December 2015

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Aircraft Index see Page 161

Contents Layout Dec15.qxp 18/11/2015 16:05 Page 2

December2015

Contents Volume 19, Issue 12

❚ BizAv Intelligence

❚ Flight Department

20

Market Indicators: Rollie Vincent contemplates the latest market trends as we approach the end of another year in BizAv…

80

Avionics Mandates (Part 12): Ken Elliott concludes his yearlong NextGen Avionics Mandates series with a concise summary

54

Nine-Month Business Jet Market Review: According to JETNET, what are the ninemonth YTD trends for new and pre-owned business aircraft ?

88

Fuel Cost Control: Dave Higdon outlines his ten top tips for managing fuel costs and better controlling your Flight Department’s budget…

60

Understanding Today’s Market Value: Adam Mesinger assesses today’s pre-owned aircraft markets. How can you position your aircraft for a quick sale in 2016?

92

Avoid Unnecessary Maintenance: Five common areas of preventable maintenance are highlighted by AMAC Aerospace along with strategies to avoid them…

100

Creating a Flight Department (Part 7): Discover how Flight Department structure is the matrix assuring success within a corporation

104

Charter Operator Safety Culture: Assessing safety culture is essential – but how can a customer accurately gage this from a charter operator?

106

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

110

Specifications: Turboprops performance and specifications comparisons from Conklin & de Decker

❚ Boardroom 64

68

Cost Accounting For BizAv: Is your Flight Department being measured effectively, asks David Wyndham? Here’s how to tell…

A 2015 Score Card: Jay Mesinger takes a look at the pre-owned and new aircraft markets and summarizes how the year rated in his opinion

72

Business & Personal Use Tax Considerations: Chris Younger offers some year-end tax planning advice for aircraft owners

76

2015 BizAv Insurance Recap: Stuart Hope reviews the key Business Aviation insurance lessons from 2015...

❚ Community 153 BizAv Review: ‘Aircraft Career

Enrichment, Inc. – The Value of Giving Back’

Next Month

BUSINESS AVIATION INTELLIGENCE

Advertising Enquiries see Page 4

-

Aircraft Comparative Analysis Pre-Purchase Inspections Dealer Broker Market Update www.AVBUYER.com

December 2015 – AVBUYER MAGAZINE

9

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YO U R FI RST CH O ICE FO R H I G H - E N D P R E - OWN E D

Global Express XRS 2012 S/N 9428 | Hours 432 | Engine program

Global Express 2005 S/N 9151 | Hours 2216 | Engine program

Global Express XRS 2009 S/N 9246 | Hours 2008 | Engine program

Challenger 850 2009 S/N 8078 | Hours 1127 | Engine program

Learjet 45XR 2013 S/N 450 | Hours 1188 | Engine program

Learjet 45XR 2012 S/N 435 | Hours 1253 | Engine program

Learjet 45XR 2012 S/N 454 | Hours 1288 | Engine program

FO R I N Q U I R I E S CO N TAC T YO U R D E D I C AT E D SA L E S D I R E C TO R US WESTERN STEVE RAHN 714-401-2337 | US NORTH CENTRAL ZAC WACHHOLZ 316-648-7416 | US EASTERN CHUCK THOMAS 561-234-9960 US CENTRAL CARL LOW 214-415-3129 | US OHIO VALLEY MARK SERBENSKI 616-648-2656 | US LOWER EAST COAST SCOTT MAGILL 904-716-8946 LATIN AMERICA NIC ALIAGA +1-316-285-4457 | EUROPE, MIDDLE EAST AND ASIA CHIKO KUNDI +1-514-825-7783 | CANADA PETER BROMBY 514-242-5510 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. ©!2015 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

DDBA0307_PreOwnedAdNovember2015AVBuyer_V24.indd 1

2015-11-10 12:03 PM

BOMBARDIER BUSINESS AIRCRAFT PRE-OWNED AD 2015 NOVEMBER (V24) AV BUYER - FULL PAGE - TRIM SIZE 205 X 270 MM PDF/X-4:2010 STANDARD WITH OUTPUT PROFILE U.S. WEB COATED (SWOP) V2

Freestream December.qxp 17/11/2015 16:19 Page 1

2007/2009 Boeing BBJ S/N: 36714 • Reg: VP-BFT • $56,950,000 • Into Service 2009 • Total Time Airframe: 2849 Hours • Landings: 741 • Basic Operating Weight: 101,611 Lbs • Pat’s 6 Tanks, 5 aft, 1 fwd • Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium • 5 external cameras - EFB • 18 Passenger Interior/ Andrew Winch Design • Fresh out of 6 year 2C check

1998 Boeing BBJ S/N: 29273

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

2008 Gulfstream G550 S/N: 5176 • Price reduced • Total Time: 3466.5 hrs • Landings: 953 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • BBML • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Available for viewing Immediately in Bridgeport, Connecticut

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

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

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

Freestream December.qxp 17/11/2015 16:19 Page 2

2009 Gulfstream G450 S/N: 4170 • Price: Make Offer • Into Service 2010 • TTAF: 1402 • Landings: 668 • Engines on RRCC • Part 135 Compliance • Aft Galley • Crew Area • Fwd and Aft Lavs • 14 Passenger Configuration

2010 Gulfstream G450 S/N: 4190 • Price USD $21,950,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

2011 Gulfstream G450 • Price: Make Offer • Total Time: 849 hrs • Landings: 455 • Engines on RRCC • SV-PFD (Synthetic Vision – Primary Flight Display) 2.0 • Honeywell HD-710 High Speed Data System • Part 135 Compliance (Up to 10 hours) • Aft Galley • 14 Passenger Interior

Freestream December.qxp 17/11/2015 16:19 Page 3

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

2001 Falcon 900EX S/N: 87

• New Asking Price $10,950,000 • Engines Enrolled on 100% JSSI • TTAF: 5,345.16 • Landings: 2,922 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

2009 Challenger 605 S/N: 5824 • Reg: N304KR • Asking Price 13,950,000 USD • Total Time: 1616 Hours • Landings: 664 • Engines on GE OnPoint • Rockwell Collins Pro Line 21 • Dual FMC-6000 flight management system w/ 3DMAP and long range cruise • MNPS and RNP-5 navigation compliance • Aircell ATG 5000 Aircell GoGo Biz wifi • 11 Passenger Interior

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

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

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

Freestream December.qxp 17/11/2015 16:19 Page 4

1999 Challenger 604 S/N: 5426 • $6,495,000 • Total Time: 6329:55 hours • Landings: 3397 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7 • 12 Passenger Interior • Fresh Out of a 192/96 Month Inspection

2001 Learjet 45 S/N: 167 • Make Offer • AFTT: 6589 hours. Landings: 5271 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

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

2009 Sikorsky S-76C++ S/N: 760757 • Price reduced • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System

FREESTREAM AIRCRAFT LIMITED

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

FREESTREAM AIRCRAFT (H.K.) LIMITED

FREESTREAM AIRCRAFT USA LIMITED

London +44 207 584 3800 sales@freestream.com

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

Hong Kong +852 2724 5620 info@freestreamhongkong.com

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

MarketIndicators Dec.qxp_Layout 1 18/11/2015 12:13 Page 1

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

On Approach to Year-End 2015

Mixed Results from BizAv Market Trends The year 2015 winds down with mixed results for Business Aviation, notes Rollie

Vincent, Editor, Market Indicators. Like a powerful six-cylinder engine that is now

mostly firing on a single American-built chamber, not all is well with the industry…

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

20

t is widely acknowledged in many corners of the aviation industry that when we finally go to heaven (or its warmer alternative) it is almost certain that we will be passing through Atlanta Hartsfield Airport.

As the chilled December air descends from the North, aircraft salespeople will be no doubt running to make their connections in ATL, ORD, DFW, DEN and many places in between, eager to make that next face-to-face meeting, and anxious to close out at least one more deal before the clock strikes midnight on December 31 (or 32?).

Collectively, the business aircraft manufacturers (or OEMs) have achieved a respectable performance, and are expected now to deliver more than 700 new business jets with a list price value exceeding $21 billion before year-end. With ‘flattish’ year-over-year results being the new normal amongst the OEMs, 2015 is looking an awful lot like 2014.

Buyers continue to gravitate towards the

AVBUYER MAGAZINE – November 2015

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latest/greatest and newly upgraded models, while many other models that have been recently replaced with upgraded versions have - in many cases - literally fallen off the purchaser’s radar screen.

In the pre-owned markets, whole retail business jet transactions are down about 3% year-over-year (YOY), and business turboprops are down about 9% versus the same period last year, according to the latest data from JETNET. Prices for both new and especially pre-owned models continue to fall, much to the chagrin of owners, asset managers, and CFOs forced to make immediate mark-tomarket adjustments.

Regionally, flight operations for the first three quarters of 2015 were up about 2% YOY in the United States, according to the FAA. In Europe, WingX Advance reports that flight operations were down a similar 2% YOY, as the impact of a sharp slowdown in demand for flying to and from Russia continues to drag down results.

Aircraft Index see Page 161

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Economic Performance

The U.S. economy continues to slowly improve, with the latest forecast for 2015 real GDP growth of 2.5%, up marginally from 2.4% in 2014 but an improvement nevertheless. Real GDP in the 19-member country Euro Area is expected to grow by 1.5% in 2015, up from 0.9% last year, although results for key Western European markets such as the UK and Germany are little changed from 2014.

Demand for new aircraft from owners in Russia, Brazil and China has slowed sharply, putting the brakes on OEM order backlogs and a chill on pre-owned prices, especially of largecabin business jets.

Year-end buyers will do very well indeed in December 2015, as OEMs anxious to sell any remaining production positions feel compelled to sweeten the deal just a little bit more. For buyers with an appetite for tax depreciation, this month will be a very good time to close on a new aircraft.

The big news story across the industry in late 2015 is surely the changed fortunes of industry powerhouse Bombardier.

Stung by a (C) series of missteps after self-admittedly taking on more projects than it can manage, the company is muddling through financial issues largely of its own making.

For aircraft buyers, transactions that can be negotiated at this time can seem awfully compelling, but in my opinion, the level of risk associated with owning a new Bombardier jet has increased. Will service, parts inventory, and product support staffing levels be impacted by the current financial crisis and its mitigation? Are further layoffs and production ‘pauses’ coming that will impact the value ? What damage to the brand has

Advertising Enquiries see Page 4

occurred? These questions can be very unsettling to an aircraft buyer, and must be considered in determining the attractiveness of any “deal”.

Bombardier leaders would be wise to do everything in their power to reassure customers and investors that matters are under better control.

•

The good news: Bombardier aircraft are invariably safe, comfortable, high-performing, well-designed and effectively supported.

•

The bad news: Recent developments and management revelations have shaken the organization, inflicting damage to the company’s reputation and brand promise.

In the small, but global Business Aviation industry, the sharp change in fortunes of a company that has been a hallmark of innovation and investment is unwelcome news for stakeholders across the industry – whether competitors, employees, customers or investors.

Time will tell as to whether Bombardier’s new executive leadership will be given the degrees of freedom necessary to stabilize the organization and put it back on a path to profitability. The CSeries program has become the hungry, needy, and nagging child that is taking Mommy and Daddy’s attention away from the rest of the family, all of whom are wondering: “Qui est ce nouvel enfant?”

MI www.rollandvincent.com

www.AVBUYER.com

!

December 2015 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE ❚ MARKET INDICATORS

JSSI: BizAv Soars in Q3 2015 Jet Support Services, Inc. has released its Q3 2015 Business Aviation Index highlighting that global flight hours grew 4.3% Quarter-overQuarter (QoQ). By percentage of peak usage, Business Aviation is now operating at 80.7% of the sector’s 2008 peak levels…

“Q3 2015’s flight activity is, on the whole, indicative of volatility in the global Business Aviation markets,” notes Neil Book, JSSI’s President & CEO. “The decline in oil prices has had a negative impact on the helicopter sector which supports offshore operations and flight hours in the Middle East. Stable economic conditions in North America and Europe are reflected in both QoQ and YoY flight hour growth. Despite this growth, Q3 Business Aviation is still well behind 2008 levels.”

By Aircraft Type

Segmenting flight hour data by aircraft type reveals medium and small cabin aircraft to be this quarter’s biggest growth areas (see index below). Both maintained positive YoY gains in flight hours. “As the US economy remains strong and fuel prices remain low, owner/operators are flying small cabin aircraft more, as are mid-size companies looking for both access and flexibility,” Book notes.

By Region

From Q2 2015 to Q3 2015, Business Aviation grew across nearly every market. Africa outpaced expectations as it experienced the largest QoQ increase in over one year. “Many foreign investors remain bullish on growth prospects for Africa and continue to utilize Business Aviation to access areas difficult to reach using the airlines. The strong growth also represents a rebound from…the unprecedented 2014 Ebola outbreak,” Book adds.

“South America’s -9.7% decline in YoY flight activity, meanwhile, reflects the weak overall state of the region’s principle economies, which the IMF predicts will enter a recession later this year.”

By Industry

Looking at YoY trends, Business Services (12.0%) and Construction (15.6%) demonstrated encouraging double-digit growth.

“Investors continue to deploy capital into the US construction industry, and the sector’s growth has outpaced expectations in recent quarters. The robust flight activity in the sector is thus in line with its strong performance in recent months,” Book concludes.

MI www.jetsupport.com

BizAv Activity - Europe There were 67,209 Business Aviation departures in Europe in October 2015, a 3.4% decline year-on-year, notes WingX. Flight hours fell 5%, with 6% decline in private activity and a 4% fall in AOC activity…

The declines came in Southern Europe mainly, with sizeable decreases in Italy and Spain. Central European activity was weak, with fewer flights from Germany, Austria, and Switzerland. There were also some heavy declines across Scandinavia.

Flight activity in Europe’s leading market, France, was robustly up this month, mainly due to domestic trips and prop activity. Activity in the UK also increased YoY. Smaller countries with growth in October included Belgium, Netherlands, and Greece.

Overall, Western Europe sustained its slight last 12 month recovery. But flights connecting Europe with other global regions mostly fell: transatlantic flights slightly down; CIS region and Africa significantly reduced.

Business jet flights (59% of all Business Aviation activity in October) declined most, down -5% YoY. Light & Entry Level jets posted some gains this month, however.

MI www.wingx-advance.com ! continued on page 26

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anywhere, everywhere - on pc, smartphone and tablet.

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22

AVBUYER MAGAZINE – December 2015

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Aircraft Index see Page 161

You expect more. Good.

That’s exactly what you’ll get.

When you’re buying or selling an aircraft, you should expect nothing less than the best from your broker. You can rest assured that we’re the best at what we do, and we always deliver.

MESINGER JET SALES BROKERAGE & ACQUISITIONS

+1 303-444-6766

JETSALES.COM

MESINGER MARKETPLACE FOR SALE: NEW TO MARKET

FOR SALE: NEW TO MARKET

Brokerage & Acquisitions Read our industry blog at jetsales.com/blog Follow us on twitter @jmesinger Watch videos at jetsales.com/inventory

FOR SALE: NEW TO MARKET

1998 Boeing BBJ

2014 Citation X+

Serial Number: 29024 (YG004) Asking Price: $28,500,000 Hours: 3,325 TTAF Landings: 1,308

Serial Number: 513 Hours: 137 TTAF

Asking Price: $19,600,000 Landings: 94

Serial Number: 33 Hours: 1,664 TTAF

Call For Pricing Landings: 584

• One U.S. Owner Since New • Garrett/Jet Center Completion • Empty Weight: 95,112 lbs • 12 certifi ed passenger seats/ sleeps 8 • Three zone Raytheon heating/Air Conditioning

• Engines enrolled on Rolls Royce Corporate Care • FANS 1/A • Lightning Sensor System • Dual HF

• Aircell Aviator 300 high speed internet • Aircell Axess II Satellite Telephone • FDR

• Engines enrolled on Pratt & Whitney ESP Gold • Honeywell Avionics Protection Plan (HAPP) • FANS 1/A, CPDLC

• • • • •

• Exo-grid isolated headliner • C1 Check completed April 2015 • Operated Part 91

FOR SALE: NEW TO MARKET

2008 Falcon 7X

FOR SALE: NEW TO MARKET

WAAS/LPV ADS-B Out HUD/EVS Aviator 700D SATCOM New Paint in 2014

FOR SALE: NEW TO MARKET

2008 Gulfstream G550

2011 Gulfstream G200

2010 Pilatus PC-12 NG (47E)

Serial Number: 5180 Hours: 3,556 TTAF

Asking Price: $29,995,000 Landings: 1,275

Serial Number: 245 Hours: 862 TTAF

Asking Price: $9,500,000 Landings: 508

Serial Number: 1240 Hours: 1,345 TTAF

Asking Price: $3,625,000 Landings: 928

• Engines enrolled on Rolls Royce Corporate Care • APU enrolled on Honeywell MSP • Enhanced Navigation • ADS-B Out version 2

• • • •

• Engines Enrolled on Pratt & Whitney ESP Gold • APU Enrolled on Honeywell MSP Gold • Dual HF • 88 Parameter FDR • RAAS

• Dual Enhanced Mode S Transponders • Thrane & Thrane Aero SB Lite Swift Broadband high speed internet • 10 passenger configuration

• Fresh Annual Inspection & Isle of Man C of A, November 2015 • RVSM Capable, Coupled VNAV, and GPS WAAS/ LPV Functionality • Avionics Premium Package

• Build 8.8 Apex Operational Software (SB 46-012) • Connected Flight Deck with Wireless Fast Load Option • Satellite Graphical Weather (XM Weather)

TCAS 7.1 88 Parameter FDR BBML high speed internet Aft Galley with Fwd Crew Rest

FOR SALE: PRICE REDUCED

FOR SALE: PRICE REDUCED

FOR SALE

2011 Gulfstream G550

2002 Gulfstream G200

1996 Astra SPX

Serial Number: 5316 Hours: 2,669 TTAF

Now Asking: $34,995,000 Landings: 826

Serial Number: 58 Hours: 3,661 TTAF

Now Asking: $5,250,000 Landings: 1,892

Serial Number: 83 Hours: 6,175 TTAF

Asking Price: $1,900,000 Landings: 5,882

• Engines enrolled on Rolls-Royce Corporate Care, APU enrolled on Honeywell MSP • ASC 910 w/ Enhanced Navigation

• TCAS 7.1, ADS-B Out, FANS 1/A, CPDLC Capabilities • Gogo Biz Broadband Internet, SwiftBroadband

• Engines enrolled on Pratt & Whitney ESP Gold • Enrolled on Rockwell Collins CASP • TCAS 7.1 • Gogo Biz ATG 5000 Broadband Internet

with Wi-Fi • Gogo Vision UCS-5000 On-demand In-flight Entertainment System • Dual Collins FMS 6100 • 12C (144mo) Inspection complied with 10/28/14

• Engines Enrolled on Honeywell MSP Gold • Professionally Maintained & Operated Part 135 • Two Owner’s Since New

• Aircell ST 3100 Iridium SATCOM • Collins TWR-850 Turbulence Weather Radar • Belted Lav Seat

FOR SALE

FOR SALE

FOR SALE

1997 Falcon 50EX

1994 Falcon 900B

2000 Falcon 900EX

Serial Number: 260 Hours: 4,747 TTAF

Asking Price: $4,350,000 Landings: 1,903

Serial Number: 74 Hours: 5,743 TTAF

Asking Price: $10,950,000 Landings: 2,226

Serial Number: 134 Hours: 5,071 TTAF

Asking Price: $6,900,000 Landings: 2,426

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP • One Owner Since New • Very low total time to cycle ratio

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MarketIndicators Dec.qxp_Layout 1 18/11/2015 12:41 Page 4

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

2015 Nine-Month Used Aircraft Market Review

Midsize & Light Jets Rebound

Key worldwide used aircraft market trends across all aircraft segments were compared September 2015 to September 2014 by JETNET. Here are the findings.

Fleet ‘For Sale’ percentages for all market sectors were mixed in the September comparisons. Business jets and piston helicopters showed the largest declines in percentages ‘For Sale’ compared to the other markets. This is the lowest percentage (11.2%) for business jets that we have seen since the great recession began. However, the total number ‘For Sale’ is still above the 2,200 mark.

Business jets are still showing a decline (2.8%) in pre-owned sale transactions in the first nine months of 2015 compared to the same period in 2014, but have improved compared to earlier in the year.

Q1 and Q2 were down 13.5% and 6.1%, respectively. Also, business jets are taking less time to sell (average 39 days) than last year. However, there was a 6.8% increase in average asking price.

Business turboprops decreased 8.9% in sale transactions, with an increase in asking price of 3.6% too. Further analysis of the asking price increase has revealed that on average, newer aircraft were sold in the first nine months comparison.

Turbine helicopters saw a double-digit decline in sale transactions YTD, down 12.9%. However, piston helicopters recorded a 5.3% improvement in sale transactions. Turbine and piston helicopter segments showed decreasing asking prices compared to last year.

Commercial airliners reported by

The slump in the global oil price, coupled with a fall in demand from emerging markets, led to a steady decline in deliveries of high-end business jets, notes Flightglobal’s Ascend consultancy, while shipments of business jets in the light and midsize sectors rebounded.

Due largely to the introduction of a slew of new and upgraded aircraft models and an improving US economy, “Last year’s bump in new deliveries was driven by light and midsize aircraft,” summarises Ascend.

Specifically, the introduction of the Embraer Legacy 500, Bombardier Challenger 350 and Cessna Citation X+ last year, combined with a surge in demand for these transcontinental types in the US helped boost midsize shipments by nearly 16%, to 170 aircraft in 2014 compared with 2013. The introduction of fresh designs, such as the Citation M2, also helped to propel the light jet shipment tally by 11%, to 286 aircraft in the same period. continued on MI www.ascendworldwide.com ! page 30

26

AVBUYER MAGAZINE – December 2015

JETNET include the numbers for sale for both commercial jets (including airliners converted to VIP) and commercial turboprops. Commercial jet YTD sale transactions (at 1,316) are trailing business jet sale transactions (almost 1,800).

However, the pre-owned business jet and commercial jet market sectors are the only ones that have surpassed the 1,000 mark for YTD sale transactions.

For the first nine months of 2015, there were 6,048 pre-owned commercial and business jets, turboprops and helicopters sold, a decrease of 376 (or -5.9%) sale transactions compared to 2014.

MI www.jetnet.com

www.AVBUYER.com

Aircraft Index see Page 161

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Elliott December.qxp_Layout 1 16/11/2015 14:23 Page 1

Elliott December.qxp_Layout 1 16/11/2015 14:23 Page 2

MarketIndicators Dec.qxp_Layout 1 18/11/2015 12:42 Page 5

BIZAV INTELLIGENCE ❚ MARKET INDICATORS

Q3 2015 Avionics Market Report In the three-month period of JulySeptember 2015, total worldwide Business and General Aviation avionics sales amounted to more than $581m, notes AEA, representing a 5.3% decrease in sales compared to Q3 2014 (more than $614m).

In the first nine months of the year, total worldwide Business and General Aviation avionics sales amounted to more than $1.75bn, as reported by the participating companies, marking a 7.5% decrease in year-over-year sales compared to the first nine months of 2014 ($1.9bn).

The dollar amount reported (net sales price, not OEM's suggested retail price) includes all Business and General Aviation aircraft electronic sales including all component and accessories in cockpit, cabin, software upgrades, portables, certified and non-certified aircraft electronics; all hardware (tip to tail), batteries, and chargeable product upgrades from the participating manufacturers, but excludes repairs and overhauls, extended warranty or subscription services.

Of the sales during the first nine months of 2015, 51.4% - or more than $911m – came from forward-fit (avionics equipment installed by airframe manufacturers during original production) sales. The retrofit (avionics equipment installed after original production) market amounted to 48.6 percent of sales (more than $862m). 64.3% of sales in the first nine months occurred in North America (US and Canada) and 35.7% took place in other international markets.

“With a year-over-year sales decline of 7.5%, clearly, our industry continues to face some economic challenges that may be primarily related to the strength of the US dollar,” notes Paula Derks, President, AEA. In addition, while the FAA reports that the ADS-B equipage pace has grown in the past year, it has not resulted in a similar increase in total avionics sales. The AEA will continue to monitor these and other economic forces moving forward."

MI www.aea.net

In-Service Aircraft Maintenance Condition & Price An Asset Insight Index analysis conducted on October 30 covering 91 fixed-wing models and 1,909 aircraft listed ‘For Sale’ revealed an “Excellent” Quality Rating…

Asset Insight Quality Rating (AIQ Rating): The Asset Insight Quality Rating (computed by averaging surveyed aircraft Maintenance and Financial Ratings) improved slightly over the previous 30 days (1.7 AI2 basis points) to 5.284 versus 5.267 previously, on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value):

Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure), improved 2.5% in October, decreasing by $37k to $1.401m. All sectors either improved or maintained their Quality Rating this month. By aircraft group, asset quality was as follows: •

•

•

•

30

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Large Jets: “Excellent” asset quality – the best among the four groups – and just shy of an “Outstanding” rating, even while generating a slightly lower figure than last month; Maintenance Exposure decreased/improved by $98k – the exact amount it had deteriorated last month, once again registering the group’s lowest/best figure for the past 12 months.

Medium Jets: “Excellent” asset quality, virtually unchanged from September and, once again, registering the second-highest rating among the four groups. Maintenance Exposure remained virtually unchanged at $1.247m.

Small Jets: “Excellent” overall asset quality, and a 20 AI2 basis-point improvement; Maintenance Exposure decreased/improved a minimal amount to $762k, remaining better than the group’s 12-month $902k average.

Turboprops: Asset quality managed to rise from “Good” to “Very Good” this month, increasing 7.8 AI2 basis points, or 1.6%; Maintenance Exposure posted a $5k improvement/decrease to $572k, remaining near the group’s 12-month low figure of $563k.

Aircraft Index see Page 161

MarketIndicators Dec.qxp_Layout 1 18/11/2015 12:43 Page 6

!"#$%&'&

!"#$%&'&

Maintenance Exposure to Ask Price Ratio (ETP Ratio)

Spread in the ETP Ratio for the aircraft tracked by Asset Insight widened by nearly 11%, while the average Ratio decreased less than one point registering 50.8%, virtually equalling the best figure for 2015. We consider an ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask Price) above 40% to represent excessive Asset Exposure in relation to Ask Price (Table B).

The improvement in Maintenance Exposure across the ‘For Sale’ fleet was responsible for the encouraging overall ETP Ratio, even though the industry average has continually exceeded the 40% level since March 2014. Average Ask Price decreased 2.4% in October, registering $5.54m, the lowest figure posted during the past 12 months, and just above our lowest recorded figure of $5.51m. By aircraft group, our analysis revealed the following: Large Jets: There has been virtually no change in the ETP Ratio, 33.4% versus last month’s 33.3%, and the lowest/best Ratio among all groups. The group also registered an Ask Price decrease, from $16.15m to $15.81m, falling below the group’s 12-month average.

“...Maintenance Exposure is

Medium Jets: The group’s ETP Ratio continues to improve, registering a new best/lowest figure for this year, decreasing to 51.3% from last month’s 53.1%. The group’s average Ask Price recorded a new 12-month low figure at $3.59m. As we move into the year’s peak transaction period, it will be interesting to observe the speed by which higher quality Medium Jets trade through changes in the group’s ETP Ratio and Ask Price.

Small Jets: ETP Ratio for this group continues to be worse than any other group, while ending October with a minor improvement, decreasing from 70.8% to 70.2%. Average Ask Price decreased about 1.2% to $2.09m, just slightly less than last month’s record high figure for Small Jets. While transaction figures may well reflect lower prices, asset quality is high enough, and Maintenance Exposure is low enough, for Sellers to be on equal footing with Buyers when it comes to negotiating price for Small Jets.

Turboprops: The group’s 43.4% ETP Ratio, second best among all sectors, reflected a slight improvement from last month’s 45.0%. With average Ask Price rising 2.6% to $1.60m equidistant from the group’s 12-month peak $1.64m, and its 12-month $1.56m average figure, Sellers may be seeking to capitalize on the lower Maintenance Exposure and higher Quality Ratio generated by their aircraft. The determinant, of course, will be actual transaction figures.

Advertising Enquiries see Page 4

low enough, for Sellers to be on equal footing with Buyers when it comes to negotiating price for Small Jets. ” Market Summary

Although challenged by various factors throughout 2015, Asset Quality experienced an overall improvement since January’s low point, while Maintenance Exposure also improved. This trend is likely to change over the next two months, as history has demonstrated savvy Buyer propensity to acquire the best available aircraft during each year’s final quarter.

What warrants attention is how many older aircraft are likely to be purchased by their ‘new’ final owner during the remaining months of this year. Every aircraft has a final owner, and Buyers that don’t do their homework may now, more than ever, unintentionally join that ever-growing market sector. ❚ MI www.assetinsightinc.com

www.AVBUYER.com

December 2015 – AVBUYER MAGAZINE

31

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O'GaraJets December.qxp_Layout 1 17/11/2015 15:16 Page 1

O'GaraJets December.qxp_Layout 1 17/11/2015 15:17 Page 2

GAMA Dec15.qxp_GAMA DEC05 17/11/2015 14:20 Page 1

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

GAMA Q3 2015 Aircraft Shipment Analysis The market for business aircraft continued its slow and unsteady move toward recovery in Q3 2015, reflects Mike Potts. What else will a closer inspection of the latest GAMA report of new aircraft shipments reveal?

Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com

36

T

otal billings for new business aircraft reached $15.7bn, up a meager 1.5% over the $15.5bn recorded last year, but nonetheless up for the first time this year.

In both Q1 and Q2 total billings lagged behind 2014 results.

Jet deliveries are up 4.3% from a year ago and show signs of perhaps finishing ahead of last year – an outcome that was by no means certain in Q1 when we started out the year 13.6% behind the previous year.

Business turboprops continued to lead last year’s total slightly – up 1.13% at the end of three quarters, but their rate of growth has slowed appreciably throughout the year and matching last

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

year’s total by the end of this year is an ‘iffy’ proposition at best. Nonetheless, the business turboprop market is fairly strong compared to prior all-time market highs, so while the growth rate is somewhat disappointing, the results can hardly be considered disastrous.

GAMA’s listing of the turboprop segment shows deliveries to be 9.4% behind last year, but, as has been the case throughout this year, the shortfall is entirely in the agricultural turboprop segment.

Total aircraft deliveries for the first three quarters of this year are off 6.5% at 1,558 units, down from 1,665. This reduction is directly a result of the piston market, which is down 10.8%. Even the weak performance of piston sales can be cast in a someAircraft Index see Page 161

GAMA Dec15.qxp_GAMA DEC05 17/11/2015 14:21 Page 2

what positive light, however, when you consider we started the year off 19.9% behind the 2014 pace, so our current situation means Q2 and Q3 this year were a little better than the year before - but not enough to offset the Q1 downturn.

It seems that Honeywell’s observation back in late 2012 that “flat is the new normal” has proven to be disappointingly accurate…

The Jet Market

Looking at the specifics of the jet market, there is some evidence that things could be picking up better than the overall 4.3% improvement listed in the GAMA chart. Five of the seven jet OEMs reporting Q3 deliveries had better year-to-date performance than a year ago and six of the seven had improved Q3 results. In other words, just about everybody must be doing a little better than they did a year ago.

It turns out, however, that how you see the jet market depends greatly on whether you take a longer view (year-to-date) or a more short-term view (Q3 alone). The longer-term view has Bombardier with a comfortable lead over its competitors and a year-to-date total of 135 units, up more than 7.14% over the 126 it reported last year.

Following this long-term scenario we find Gulfstream in second place with 116 units, up 7.41% over its 108-unit total at this time last year.

In third place we have Cessna with 106 units, two deliveries (or a meager 1.886%) improvement over the 104 units it reported this time last year.

Looking at Q3 alone, however, presents a much more positive picture. Here, Bombardier and Advertising Enquiries see Page 4

Gulfstream are locked in a tie for first place with 43 deliveries each, followed fairly closely by Cessna, which has 37. But the really interesting statistic is that everyone except Bombardier had unusually strong percentage gains over the previous year’s corresponding quarter. Gulfstream is up 38.71% from a year ago, when it made 31 deliveries.

Cessna is 12.12% ahead of the 33 it delivered in last year’s Q3.

Embraer in fourth place (both quarterly and year-to-date) saw a 100% improvement from the 15 deliveries it had in Q3 2014 compared to the 30 reported for Q3 this year. Embraer’s year-to-date total of 75 units was up a healthy 17.19% over last year’s total of 64.

Looking at the quarter-to-quarter comparison, it becomes clear that the overall business jet market experienced a strong gain in Q3 2015 with 160 deliveries, up 25 percent over the 128 units reported in Q3 2014.

Unfortunately, a change in the reporting status of one of the major jet manufacturers has conspired to make the business jet market murkier and harder to analyze. Dassault has changed its civil airplane reporting to bring it into alignment with the company’s overall financial reporting procedures, and will thus report deliveries only twice yearly. The change is effective in this quarter.

Dassault is a major player in business jets, and this makes it more difficult to spot trends as they are occurring and truly analyze the overall market situation. This is the first quarter to be affected by Dassault’s new reporting procedure, and already the uncertainty is evident. In an effort to equalize comparisons between the 2014 and 2015, GAMA has deleted Dassault’s 2014 Q3 deliveries from the jet total it is using to compare the two years’ results.

The Q3 report shows the total jet market to be 446 units, but if you add up the totals for the first three quarters in GAMA’s 2014 year-end report you will find a total of 459 (including 13 Dassault deliveries reported in last year’s Q3.) Did the jet market really gain 25 percent in the third quarter of this year? GAMA’s numbers tell us that’s what happened, but without Dassault’s results we can’t say for certain. So the strongest evidence of a developing recovery in jet sales that we’ve seen in a long time may, in fact, be just a false dawn if Dassault had a weak quarter…

For the record, we know that Dassault holds fifth place among the jet manufacturers, even without seeing its Q3 numbers. Unless their sales differed wildly from a year ago (unlikely, based on production schedules and capacity), the 18 units delivered in the first half puts it too far behind fourth placed Embraer to catch up, and too far ahead of sixth placed Boeing to be overtaken.

Boeing reported four business jet deliveries in the third quarter, bringing its total to eight this ! year – 25% ahead of a year ago both for the www.AVBUYER.com

“Looking at the quarterto-quarter comparison, it becomes clear that the overall business jet market experienced a strong gain...”

December 2015 – AVBUYER MAGAZINE

37

GAMA Dec15.qxp_GAMA DEC05 17/11/2015 16:51 Page 3

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

“By comparison, the traditional business turboprops are slightly ahead of last year at 268 units compared with 265.”

quarter and for the year.

ONE Aviation (formerly Eclipse) occupied seventh place in jet deliveries with five, down from 10 a year ago, although this apparent shortfall was more the result of having excess inventory to sell at this time last year and now having deliveries more in line with current production capacity. Airbus brought up the rear in eighth place with two deliveries for the year, down from three a year ago.

So where are business jet deliveries likely to finish at the close of 2015? Based on the trend in recent years for increasingly strong Q4 sales surges (beginning to average in the 35-40% range), we predict jet sales will finish in the 730-740 unit range this year. Last year’s total of 722 was the strongest for jet deliveries since 2010 when the total was 763. It seems unlikely we’ll top the 2010 total by the end of this year.

reported for Q3 2015 was short the 13 shipped in Q3 2014.

Fifth place in turboprops was also close, with Piper getting the nod at 23 units for the year, up from 22 last year. For Q3 2015 vs Q3 2014 Piper was slightly behind, seven units to eight. Next was Quest, with 20 deliveries YTD, up from 15 a year ago, giving it the strongest percentage gain – 33.34% – among the turboprop builders.

Finishing out the turboprop segment was Pacific Aerospace, with five for the year and three in Q3 2015, up from four last year but none in the third quarter, and Extra which has made no turboprop deliveries yet this year, but one last year.

With the business turboprop market looking a lot like it did last year, we project turboprop deliveries will finish this year in the 425-430 unit range.

The Turboprop Market

The piston market is pretty sad to behold as it staggers along, 87 units behind where it was last year at the end Q3 2015, with 719 units versus 806 a year ago. Among the single-engine piston OEMs, six had improved results year-to-date while seven lost ground. For the quarter, six also had gains, but it was not the same six.

Cirrus continues to lead the piston manufacturers with 204 units for the year, down from 212 last year after Q3. For just Q3 Cirrus was up, 87 units against 72 – a gain of 20.83%. Cessna, in second place, had a strong gain at 160 units, up from 136 YTD a year ago. For Q3, however, Cessna was down, 43 units to 58 last year.

Diamond was third with 78, down sharply from 136 a year ago. For the quarter Diamond was also down, at 24 from 33.

Piston twins were down 17.7% at 79 units, compared with 96 in the first nine months a year ago.

Diamond was the leader in twin deliveries at 35, down from 38.

In a segment less prone to strong surges than either the turboprop or jet segment, it seems likely that the piston market is headed for a finish in the 1,010-1,025 unit range this year. We can only hope that the current weakness in the piston market doesn’t foretell a coming falloff in the turbine segments, as it frequently has in the past…

Agricultural units are down nearly 28.38%, from 148 deliveries year-to-date (YTD) last year to 106 in 2015. By comparison, the traditional business turboprops are slightly ahead of last year at 268 units compared with 265. GAMA doesn’t distinguish business turboprops as a separate category so these numbers must be extracted from the report.

Unlike the jet category, business turboprop OEMs have not experienced consistent gains this year, on either a YTD basis or in Q3 alone. For the year, four of the turboprop manufacturers reporting to GAMA have increased sales while four did not match the previous year’s performance so far.

Another, which didn’t report quarterly results in 2014, may or may not be ahead of last year.

The Beechcraft unit of Textron Aviation led the segment with 84 units, off from the 86 it had YTD last year. For the quarter Beech had 29, versus 30 a year ago. The Cessna unit of Textron Aviation was a distant second in turboprops with 61, including 19 for the quarter, down from a year ago when they had 64 for the first nine months of the year and 22 for the quarter.

Third place in turboprops was hotly contested, with Pilatus finishing two units ahead of DAHER (formerly Socata), at 38 units while the French company totaled 36. Pilatus trailed its total for last year, when it had 40. Its quarterly total was also off, down from 22 to 19. DAHER finished 3 units ahead of the 33 it had for YTD in 2014 but the 11 sales

The Piston Market

View GAMA’s Q3 2015 Shipment Report in full on page 42 !

NOTES: 1.

A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world.

2.

Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer.

3.

Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval.

4.

Military aircraft shipments are not included in shipment table totals.

5.

Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2015.

6.

Diamond Aircraft HK36 Motor Glider models are included in civil make-model shipment total, but not summary tables.

7.

Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings.

8.

DAHER was previously reported as SOCATA. 9.

Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures.

10. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc.

38

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Aircraft Index see Page 161

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GAMA Dec15.qxp_GAMA DEC05 17/11/2015 16:23 Page 4

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

2015 Q3 Airplane Shipment Report MAKE & MODEL

Q1

Q2

Q3

YTD

443

573

542

1,558

$4,521,848,340

$5,925,035,262

$5,242,562,732

$15,689,446,334

ACJ318

0

1

0

1

ACJ319

0

0

1

1

ACJ320

0

0

0

0

ACJ321

0

0

0

0

ACJ330

0

0

0

0

GRAND TOTAL AIRCRAFT SHIPMENTS

6

GRAND TOTAL AIRCRAFT BILLINGS AIRBUS CORPORATE JETS

7

TOTAL UNITS

0

1

1

2

TOTAL BILLINGS7

$0

$68,000,000

$83,000,000

$151,000,000

7EC CHAMP

0

0

1

1

7ECA CITABRIA AURORA

1

0

0

1

7GCAA CITABRIA ADVENTURER

0

0

0

0

7GCBC CITABRIA EXPLORER

0

0

0

0

8GCBC SCOUT

0

1

3

4

8KCAB SUPER DECATHLON

2

0

2

4

8KCAB XTREME DECATHLON

3

2

0

5

TOTAL UNITS

6

3

6

15

$1,462,400

$799,700

$1,377,400

$3,639,500

BBJ

1

0

2

3

BBJ 2

0

0

0

0

BBJ 3

0

0

0

0

B777-300ER

1

0

0

1

B787-8

0

0

2

2

B787-9

1

1

0

2

TOTAL UNITS

3

1

4

8

$58,500,000

$0

$117,000,000

$175,500,000

LEARJET 70 / 75

9

5

7

21

LEARJET 60XR

0

0

0

0

CHALLENGER 350

14

18

18

50

CHALLENGER 605

5

3

3

11

GLOBAL 5000 / 6000

17

20

15

52

CL850 / 870 / 890

0

1

0

1

TOTAL UNITS

45

47

43

135

TOTAL BILLINGS

$1,656,800,000

$1,841,300,000

$1,564,100,000

$5,062,200,000

CIRRUS SR20

6

10

8

24

CIRRUS SR22

19

30

32

81

CIRRUS SR22T

18

34

47

99

TOTAL UNITS

43

74

87

204

TOTAL BILLINGS

$30,597,388

$53,562,446

$65,638,610

$149,798,444

AMERICAN CHAMPION AIRCRAFT

TOTAL BILLINGS BOEING BUSINESS JETS

TOTAL

7

BILLINGS7

BOMBARDIER

CIRRUS AIRCRAFT

42

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Aircraft Index see Page 161

!

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GAMA Dec15.qxp_GAMA DEC05 17/11/2015 16:28 Page 5

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS

MAKE & MODEL

Q1

Q2

Q3

YTD

TBM 900

11

14

11

36

TOTAL UNITS

11

14

11

36

TOTAL BILLINGS

$41,700,000

$53,100,000

$41,700,000

$136,500,000

FALCON 900LX / 2000LXS / 2000S / 7X

6

12

N/A

18

TOTAL UNITS

6

12

N/A

18

TOTAL BILLINGS

$212,000,000

$421,000,000

$0

$633,000,000

HK-36

0

1

0

1

DV20

0

0

0

0

DA20-C1

5

6

5

16

DA40 (ALL)

25

18

19

62

DA42 (ALL)

7

20

8

35

TOTAL UNITS

37

45

32

114

TOTAL BILLINGS

$14,979,075

$21,047,700

$13,368,000

$49,394,775

XL2

0

0

0

0

TOTAL UNITS

0

0

0

0

TOTAL BILLINGS

$0

$0

$0

$0

PHENOM 100E

1

6

3

10

PHENOM 300

9

20

18

47

LEGACY 500

2

3

3

8

LEGACY 600/650

0

3

6

9

LINEAGE 1000 / E190 HEAD OF STATE

0

1

0

1

SHUTTLES (ERJs AND E-JETS)

0

0

0

0

TOTAL UNITS

12

33

30

75

TOTAL BILLINGS

$124,746,000

$403,451,000

$406,458,000

$934,655,000

EA300

6

8

6

20

TOTAL UNITS

6

8

6

20

TOTAL BILLINGS

$2,340,000

$3,120,000

$2,340,000

$7,800,000

GULFSTREAM 150 / 280

7

8

12

27

GULFSTREAM 450 / 550 / 650

25

33

31

89

TOTAL UNITS

32

41

43

116

TOTAL BILLINGS

$1,711,660,000

$2,260,240,000

$2,107,250,000

$6,079,150,000

DAHER

8

DASSAULT FALCON JET

DIAMOND AIRCRAFT

5, 9

5,6

DISCOVERY AVIATION

EMBRAER

5

EXTRA AIRCRAFT

GULFSTREAM AEROSPACE CORP.

MAHINDRA AEROSPACE ,AIRVAN

5

5

5

4

4

13

TOTAL UNITS

8

5

4

4

13

TOTAL BILLINGS

$3,634,800

$2,907,840

$2,907,840

$9,450,480

MX-7-180B

2

1

9

12

M-9-235

1

0

0

1

TOTAL UNITS

3

1

9

13

TOTAL BILLINGS

$769,814

$259,958

$2,339,662

$3,369,434

M20R OVATION

1

0

1

2

M20TN ACCLAIM

0

4

1

5

TOTAL UNITS

1

4

2

7

TOTAL BILLINGS

$659,000

$3,013,000

$1,411,000

MAULE AIR, INC.

MOONEY INTERNATIONAL CORP

44

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

$5,083,000 Aircraft Index see Page 161

!

ACS November.qxp_Layout 1 20/10/2015 15:11 Page 1

ACS Aircraft Sales As part of the Air Charter Service Group, ACS Aircraft Sales can draw upon the company’s global reach and its local contacts. We pride ourselves in our high levels of personalised service and have 20 offices around the world.

Serial Number 2312 Registration G-CEYO Year of Manufacture 1990 Total Hours 7,403 Location UK Price POA Serial Number 1902 Registration G-DOIT Year of Manufacture 1986 Total Hours 8,271 Location UK Price POA

Email: aircraftsales@aircharterservice.com Tel: +44 (0) 20 8339 8598

GAMA Dec15.qxp_GAMA DEC05 17/11/2015 16:28 Page 6

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS MAKE & MODEL

Q1

Q2

Q3

YTD

ECLIPSE 550

2

1

2

5

TOTAL UNITS

2

1

2

5

TOTAL BILLINGS

$6,374,500

$3,105,250

$6,265,800

$15,745,550

PAC 750XL

1

1

3

5

TOTAL UNITS

1

1

3

5

TOTAL BILLINGS

$1,900,000

$1,900,000

$5,700,000

$9,500,000

P.180 AVANTI EVO

1

0

0

1

TOTAL UNITS

1

0

0

1

TOTAL BILLINGS

$7,395,000

$0

$0

$7,395,000

PC-6

0

1

0

1

PC-12

7

11

19

37

TOTAL UNITS

7

12

19

38

TOTAL BILLINGS

$32,984,000

$53,992,000

$89,528,000

$176,504,000

PA-28-161 WARRIOR III

0

0

0

0

PA-28-181 ARCHER III

10

2

0

12

PA-28R-201 ARROW

0

1

2

3

PA-34-220T SENECA V

0

3

1

4

PA-44-180 SEMINOLE

2

1

7

10

PA-46-350P MIRAGE M350

0

14

10

24

PA-46R-350T MATRIX

0

1

1

2

PA-46-500TP MERIDIAN M500

11

5

7

23

TOTAL UNITS

23

27

28

78

TOTAL BILLINGS

$23,873,253

$28,925,595

$29,114,913

$81,913,761

KODIAK 100

5

7

8

20

TOTAL UNITS

5

7

8

20

TOTAL BILLINGS

$9,875,000

$13,825,000

$15,800,000

$39,500,000

ASTM - LSA

25

24

20

69

P2002JF

4

8

6

18

P92JS

0

2

0

2

P2002JR

0

0

0

0

P2008JC

8

8

6

22

P2006T

6

8

5

19

P2010P TWENTY TEN

6

7

4

17

TOTAL UNITS

49

57

41

147

TOTAL BILLINGS (BEECHCRAFT)

$9,051,256

$11,454,439

$7,464,669

$27,970,364

BONANZA G36

5

7

6

18

BARON G58

2

5

4

11

KING AIR C90GTX

5

4

4

13

KING AIR 250

6

11

9

26

KING AIR 350I/ER

14

15

16

45

TOTAL UNITS

32

42

39

113

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

$168,827,800

$208,674,683

$202,242,110

172S SKYHAWK SP

31

47

29

107

182T SKYLANE

0

0

8

8

ONE AVIATION CORP.

10

PACIFIC AEROSPACE LTD

PIAGGIO AERO

PILATUS

PIPER AIRCRAFT, INC

QUEST AIRCRAFT COMPANY

TECNAM AIRCRAFT

TEXTRON

4

- BEECHCRAFT CORPORATION

TEXTRON - CESSNA AIRCRAFT COMPANY

46

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Aircraft Index see Page 161

!

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6,676 Total Time. Honeywell Pro-Line 4.

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GAMA Dec15.qxp_GAMA DEC05 17/11/2015 16:29 Page 7

BIZAV INTELLIGENCE ❚ OEM SHIPMENTS MAKE & MODEL

Q1

Q2

Q3

YTD

T182T TURBO SKYLANE

0

0

0

0

206H STATIONAIR

0

0

0

0

T206H TURBO STATIONAIR

9

11

13

33

400 CORVALIS TTX

4

4

4

12

208 CARAVAN 675

0

3

3

6

208B GRAND CARAVAN / EX

13

26

16

55

510 CITATION MUSTANG

3

2

2

7

525 CITATION M2

7

10

7

24

525A CITATION CJ2+

0

0

0

0

525B CITATION CJ3+

5

6

6

17

525C CITATION CJ4

9

6

7

22

560 CITATION XLS+

2

6

6

14

680 CITATION SOVEREIGN+

5

4

4

13

680A CITATION LATITUDE

0

0

4

4

750 CITATION X+

2

2

1

5

TOTAL UNITS

90

127

110

327

TOTAL BILLINGS (CESSNA - TOTAL)

$373,720,000

$440,049,000

$452,965,000

TOTAL BILLINGS (COMBINED)

$542,547,800

$648,723,683

$655,207,110

$1,846,478,593

2T-1A-2

2

2

1

5

YMF-5D

1

1

1

3

TOTAL UNITS

3

3

2

8

TOTAL BILLINGS

$1,063,000

$1,125,000

$847,000

$3,035,000

443

573

542

1,558

$4,521,848,340

$5,925,035,262

$5,242,562,732

$15,689,446,334

TEXTRON (CONTINUED)

WACO AIRCRAFT COMPANY

GRAND TOTAL AIRCRAFT SHIPMENTS

6

GRAND TOTAL AIRCRAFT BILLINGS

Airplane shipments 1, 2, 4 Manufactured Worldwide Q1

Q2

Q3

MULTI-ENGINE PISTON

17

37

25

79

TOTAL PISTON AIRPLANES

193

271

255

719

SINGLE-ENGINE TURBOPROPS

91

100

98

289

MULTI-ENGINE TURBOPROPS

26

30

29

85

TOTAL TURBOPROP AIRPLANES

117

130

127

374

SINGLE-ENGINE PISTON

176

234

230

YTD 640

BUSINESS JETS

133

172

160

465

TOTAL TURBINE AIRPLANES

250

302

287

839

GRAND TOTAL AIRPLANE SHIPMENTS

443

573

542

1,558

Airplane shipments 1, 2, 4 Manufactured US3 Only Q1

Q2

Q3

180

470

MULTI-ENGINE PISTON

4

9

12

25

TOTAL PISTON AIRPLANES

121

182

192

495

SINGLE-ENGINE TURBOPROPS

72

73

65

210

MULTI-ENGINE TURBOPROPS

25

30

29

84

TOTAL TURBOPROP AIRPLANES

97

103

94

294

BUSINESS JETS

78

89

91

258

TOTAL TURBINE

175

192

185

552

GRAND TOTAL

296

374

377

1,047

SINGLE-ENGINE PISTON

48

AVBUYER MAGAZINE – December 2015

117

173

www.AVBUYER.com

YTD

Aircraft Index see Page 161

❚

General Aviation December.qxp_Layout 1 16/11/2015 14:57 Page 1

Project2_Layout 1 25/11/2015 11:11 Page 1

Project2_Layout 1 25/11/2015 11:12 Page 1

+44 (0) 1959 543208

Jetnet KnowMore.qxp_Layout 1 17/11/2015 14:38 Page 1

BIZAV INTELLIGENCE ❚ JETNET >>KNOW MORE

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.

54

2015 Nine-Month Business Jet Market Review In this JETNET >>KNOW MORE analysis Mike Chase and Marj Rose assess the nine months year-to-date market trends for New and Pre-Owned Business Aircraft, comparing 2015 to 2014.

T

wo years ago we noted a market trend that showed owners were choosing to fly their aircraft beyond their ‘normal’ upgrade cycle. We concluded that this fact could be the case until market prices improved and a new cycle of business jets entered the market. At that time 16 new or derivative business jet models were either entering, or soon arriving on the market.

Fast-forward to today, is this trend still the case?

In addition, would now be a good moment to review the status of these new and derivative business jets?

If original owners have been keeping their business jets longer since the downturn began in 2008,

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

perhaps that trend would help explain why the Pre-Owned business jets ‘For Sale’ inventory has remained at such a high level…

New Business Jet Deliveries

New business jet deliveries by OEMs over the past seven years are reflected in Table A (overleaf). For the first nine months of 2015 new business jet deliveries are up 4.1% compared to the first nine months of 2014. Activities by OEM show that the ‘Top Three’ (Bombardier, Gulfstream and Cessna) have each changed position since 2009, with Bombardier currently leading the pack. Overall, new business jet deliveries are lower today compared to 2009 but ! inching closer to the level recorded in 2010.

Aircraft Index see Page 161

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

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Jetnet KnowMore.qxp_Layout 1 17/11/2015 14:39 Page 2

BIZAV INTELLIGENCE ❚ JETNET >>KNOW MORE

Pre-Owned Full Sale Transactions

Pre-Owned business jet deliveries (by OEM) during the first nine months of the past seven years are reflected in Table B (center, left). Results for the first nine months of 2015 are down -2.8% compared to the same period in 2014. As reported, 2014 was a record year for Pre-Owned business jet full retail sale transactions and the first nine-months of 2015 is only slightly off that record-setting pace.

The largest declines in Pre-Owned sale transactions are from Textron Cessna models, when the first nine months results for 2015 are compared to the same period for 2014. Gulfstream, Embraer and Eclipse (highlighted in orange) are showing the most positive changes compared to all the other OEMs for the comparative period.

Average Length of Jet Ownership

The average length of business jet ownership has shown growth from 2006 to 2015 across all makes and models, as reflected in Chart A (bottom, left).

We believe owners have held on to their aircraft because of the difficult economic times that started toward the end of 2008.

Several knock-on effects have resulted in the growth in average length of ownership, including: • The difficulty of securing new financing; • The loss of value retention in the aircraft; • High ‘For Sale’ inventory levels; • Longer ‘days on the market’ average; and • (Positively) Better reliability and upkeep of business jets.

CHART A - Average Length of Ownership - Business Jets 9 Months YTD 2006 to 2015

Over a 10 year period – 2006-2015 – during which we compare trends for the first nine months of each year, the Average Length of Ownership has continually grown for ‘New’ business jets from 3.8 years to 5.1 years and for ‘Pre-Owned’ from 2.3 years to 3.3 years.

According to JETNET, owners of new Dassault aircraft have the highest average length of ownership (5.8 years) compared to others currently.

Cessna aircraft and Bombardier Challenger owners follow at 5.2 years.

New Business Jets in Development

Table C (top, right) offers a summary of the the major business jets that were in development in 2013 and in 2015. Note: there are three newly announced business jets, the Falcon 8X and the Gulfstream G500 and G600 jets, along with the cancellation of the Learjet 85 program and suspension of the Diamond D-Jet.

New Business Jet Orders from Frax Providers

Summarizing the status of new business jet orders from the fractional providers by firm orders and optional orders, JETNET data reveals 380 and 640 orders, respectively, divided between four companies (NetJets, Directional Aviation, PlaneSense and 56

AVBUYER MAGAZINE –December 2015

www.AVBUYER.com

Aircraft Index see Page 161

Jetnet KnowMore.qxp_Layout 1 17/11/2015 14:40 Page 3

Jetfly Aviation). 370 of those firm orders are from NetJets and Directional Aviation as are all of the optional orders. There can be no doubting the significance of these fractional orders to the business jet industry as we move from recession towards recovery.

How many of these orders will replace existing, high-time fleet aircraft as the fractional fleet average age grows, and how many will contribute to fleet growth?

In recent years the market for fractional aircraft and fractional shareholders has been in decline. Before the downturn, all providers purchased an average of 10-15% of the new business jets delivered annually.

NetJets accounts for the highest number of new business jet orders and options of the providers listed. Table D (bottom, right) shows the number of NetJets firm and optional orders by business jet model including the expected delivery date of the first. The last column is the number of orders filled through November 2015 as reported by JETNET. Note the delay from 2017 to 2H 2018 for the Global 7000 and 2019 for the Global 8000. This is already having its impact on the fractional providers which are seeking alternatives.

TABLE C

Summary

Historically, the business jet market has been stimulated by new aircraft introductions coupled with improving economic conditions. For example, the strong upturn in the market in 1996 was accomplished by several key factors including a strong US economy, new aircraft deliveries and the introduction of fractional ownership. We believe this generalization will continue to characterize the market.

With each new aircraft model built, a ‘bump-andrun’ delivery cycle occurs. The bump comes with first deliveries of a new model and is generated by market excitement for the new model and what it has to offer. This in turn creates a backlog of orders which tapers off over time (the run), as the OEM ramps-up production to fill that new demand.

With the annual NBAA Convention scheduled immediately after this article was submitted, we’re staying alert to announcements for any new or derivative business aircraft models. These new aircraft announcements (in our opinion) will continue to help stimulate our industry and provide the anticipated growth we’re all looking for in the business jet marketplace.

Of course, US and global GDP growth must be stronger, and lower jet fuel prices can do nothing but help. These factors hold the key to picking up the pace in the pre-owned and new business jet markets. ❚ Are you looking for more market insight articles?

Visit www.avbuyer.com/articles/category/businessaviation-market-insight Advertising Enquiries see Page 4

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

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December 2015 – AVBUYER MAGAZINE

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JMesinger Dec15.qxp_JMesingerNov06 17/11/2015 17:21 Page 1

BIZAV INTELLIGENCE ❚ AVIATION LEADERSHIP ROUNDTABLE

Understanding Today’s Market Value As we prepare to consign another year to the history books, what is happening within the aircraft markets today, asks Adam Mesinger.

What can you do to position your aircraft for a quick sale in 2016?

W

e’ve certainly witnessed a dizzying display of price changes this year. And now, more than ever, there’s recognition of further segmentation based on non-standard aircraft configurations impacting value and time on the market. Meanwhile, inventory levels continue to rise and pricing is increasingly pressed down. Yet, there’s good news to share before we discuss the complexity of understanding value: there are buyers!

Many aircraft markets are still showing transactions of 15-18 units over the preceding six months, thereby demonstrating consumer interest. Many business segments are clearly feeling confident to make acquisitions - yet, as always, transactions essentially come down to price.

Interestingly, the vast majority of sales that are occurring are taking place with North American buyers, while the emerging markets that once offered so much promise are now more focused on selling their aircraft than on buying. That’s a lot of pressure on the shoulders of one region—North America.

While some aircraft markets now have less than 10% of the pre-owned fleet for sale, others continue to see fleet-for-sale numbers rise. Staying on top of the market trends, price reductions and inventory levels has never been more important to an aircraft owner and their aviation brokerage/consulting partner.

As mentioned previously, we track markets with detailed spreadsheets covering the many individual items we believe impact a particular aircraft’s value. As a matter of fact, using those spreadsheets we’ve been keeping monthly tabs on sellers reducing their asking price. Guess what: every month there seem to be many sellers in each model segment that adjusted their price downward! Some adjustments may be from sellers who were never aligned to the market to start with, but others are evidently trying to figure out where the ‘new market’ should be.

In many cases price changes are made by sellers with non-standard interior configurations. The result leaves buyers and sellers confused, questioning the methodology to establish residual loss rates. Understanding what your aircraft is worth today doesn’t necessarily mean you know what it will be worth in three months’ time, and the net result is frustration for both buyers and sellers.

As mentioned, aircraft configuration is more important today than ever before. Buyers are coming to grips with the new residual loss rate of 7% or more annually as opposed to the traditional 3-4%. Thus, they seek the most saleable asset they can find with the mid- to long-term in mind.

OEMs typically have a handful of standard configurations. It does not take long to review an aircraft type and discover the popular configuration choice. Many new aircraft buyers make these choices based on personal preference, but it’s important to 60

AVBUYER MAGAZINE – December 2015

be mindful of the impact that a non-standard layout can have on resale value.

The market is demonstrating a large value difference between aircraft offering standard configuration and those without, in much the same way that aircraft with very high time see a reduction in value. The valuation guides have struggled to catch up with this new reality.

International Perspective: The shift in International business as well as the state of the pre-owned market is affecting the OEMs, too, as they work to sell new models. With older airplanes selling at such reduced prices, the price delta grows for an owner considering selling a legacy aircraft and upgrading to new. For example, if the solutions are available for NextGen upgrades in a current airplane that’s meeting the mission needs well, it makes sense to invest in upgrading the older airplane, saving the millions you would have spent buying new.

The slowdown in global markets is leaving the US buyers as key participants, and with the continued slippage in pre-owned pricing and global economic uncertainty new aircraft are becoming a harder sell. So what’s the take away from this discussion?

Make sure you’re taking great care of your aircraft - both the airframe and the records. Unless the mission needs change significantly, continue to operate what you have and enjoy the benefits of Business Aviation. Engage with trusted aviation professionals and listen to them as they describe the market. Prices are no longer going up, so understanding where your aircraft fits in a particular market will help you get in and out as fast as possible, with the best possible price.

We are not taking a ‘no-growth’ attitude towards business aircraft. By no means are we trying to discourage buying new aircraft. We are, however, trying to address and correct future difficulty in pegging residual loss rates. Furthermore, we hope to instill confidence in the future of aircraft markets, whether new or pre-owned.

As you head into 2016, lead your prospects and clients with smart and factual Intel. There’s actually a good bit of data to help your clients shape their future. We wish everyone a safe and happy holiday season. We’re looking forward to more buying and selling in 2016 - with a close eye on pricing! ❚

www.AVBUYER.com

Adam Mesinger is Director of Business Development at Mesinger Jet Sales. He is involved in sales, acquisitions and leads market research for the company. He also currently serves on the StandardAero Customer Advisory Board. Email adam@jetsales.com More from www.jetsales.com Aircraft Index see Page 161

BG 1 Dec.qxp_Layout 1 17/11/2015 11:06 Page 1

BOARDROOM ❚ CASE STUDY

High-Flyers Interview:

Corporate Aviation – Providing a Business and Personal Touch Andre Fodor is Vice President of Aviation and Chief Pilot at Johnsonville, a high-end sausage manufacturer that trades in 40 countries. As you might expect, the company’s flight department is a busy operation, notes Rani Singh...

B

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

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orn in Brazil and fascinated by technology and electronics from an early age, Andre Fodor was inspired when his father took him to airports to watch the airplanes. He recalls his excitement at being taken into cockpits to see the dials and gauges, and he grew to love everything about flying.

He needed to move to the US to achieve his aviation ambitions, eventually gaining a pilot’s license and ratings to become a flight instructor. Helping a former student get a job, he was quickly repaid when the student went overseas, inviting Andre to go with him. “I ended up getting a UN position in Africa and the Middle East, gaining a lot of aviation management experience quickly. I was posted to Kuwait, managing flight operations after Desert Storm.”

Later flying jets for a Pepsi Co franchise, and then working for Flight Options, the US’s second biggest fractional program, Andre was invited by Embraer to help set up operations in Melbourne, Florida.

When Johnsonville, a renowned sausage manufacturer serving many international markets came calling, the company was about to buy a long range aircraft to expand its global reach. Andre found that he and the Johnsonville CEO had similar mind-sets.

“We both think outside the box; we innovate and

AVBUYER MAGAZINE – December 2015

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provide an unequalled level of service and experience,” he comments.

Something Extra

Andre refers to the ‘extra three percent’ – offering an exquisite, professional level of service within Business Aviation. Transporting passengers where productivity is of key importance requires a unique setting, he highlights. Consequently, the environment of the jets in Johnsonville’s flight department - even down to the smell, the towels and uniforms - is changed with the seasons, so that everyone on board has an unmatched sensory experience as well as efficient transportation.

So why is Business Aviation so vital to a global sausage manufacturer? “Let’s suppose we have a plant with a problem with its recipe-base, and an issue with flavors,” offers Andre. “We would have to stop production due to an issue with seasoning or appearance. Would you want to stop a production line that can produce £200,000 worth of product in a day for very long?

“With our business jets, we get the necessary persons aboard the airplane and transport them to the location in the shortest time possible, avoiding lengthy security lines, eliminating connecting flights, Aircraft Index see Page 161

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there, sit down with this guy and tell him how we have a different approach to doing things’.

“He went home and packed his bags as we prepared the flight. We flew through the night, landing at 10am. At 11am the Chairman was in the guy’s office, and by 1pm they were having a celebratory meeting. There’s nothing like doing business face-toface. The two chairmen had finally seen that both of them had the same care and attention to business.

That’s how we bridged the gap,” Andre concludes.

Total Service

and preventing delays. That adds tremendous value to the company.”

Andre and his team fly around 400 hours a year, 200 of which are for “global reach and philanthropy”. Johnsonville’s two-year-old Legacy 650 has flown just under 800 hours, he notes. “It flew once around the world over 22 days. When I need supplemental lift; I complement my lift needs through our contracts with charter and fractional operators.”

However, Johnsonville has also recently taken delivery of a new Global 6000 jet, meaning that company personnel can easily reach China, Singapore and Japan - countries in which Johnsonville is active.

“The primary reason for acquiring the Global was to buy us the commodity of time,” Andre notes.

“Chicago to Tokyo, for instance, takes 14 hours. The Legacy does not have a crew rest area. It’s a long flight, so you can’t do it in a day with the 650. You need a stop-over. The Global offers the non-stop range and also, with a crew rest area, enables transportation of an extra pilot. It’s designed for this kind of trip.”

Another example of Business Aviation’s vital role was illustrated when Johnsonville was seeking to acquire a company overseas and negotiations had reached a crucial stage. “The two parties could not get to an agreement on the philosophical value of how the business was going to happen, so the chairman said: ‘The only way to resolve this is to go Advertising Enquiries see Page 4

Johnsonville produces products for other major companies, and Corporate Aviation enables the necessary efficiency for Johnsonville. “If a customer anywhere around the world has a problem, we need to connect our executives, sausage makers or experts with that customer,” Andre summarizes.

“Issues with customers from all over the nation – and indeed the globe – can be handled face-to-face with a business jet,” he adds. And with internet capability, telephones, printers, fax machines and great service noted above, the jets operating within Johnsonville’s flight department are essentially “an extension of the corporate office”. Corporate secrets and corporate security are maintained, too.

However, the Business Aviation operations have another, more human-needs-related facet. “Flying corporate means lots of control over the safety and security of our key personnel, and they can travel at their convenience, to their schedule,” notes Andre.

“Busy high-end people sacrifice a lot of personal time with families. Jets bridge that gap - the whole family can get together for weekends to recharge and refresh.”

Andre concludes with a final story of personal and emotional value that rates highly with both Johnsonville and him. “We once received a call saying that the father of one of the firm’s executives was terminally ill after a major cardiac issue, and was lying in hospital. We deployed to New York immediately, collected our executive, turned south to North Carolina, picked up the gentleman’s wife and then flew Midwest to have this couple join the executive’s father in those last moments of his life,” he recalls.

“That’s completely impossible with airlines, and summarizes the immense business and personal value of Business Aviation to Johnsonville.” ❚

“Issues with customers from all over the nation – and indeed the globe – can be handled face-to-face with a business jet...”

More on Johnsonville at www.johnsonville.com www.AVBUYER.com

December 2015 – AVBUYER MAGAZINE

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Ownership Dec15.qxp_Layout 1 17/11/2015 10:34 Page 1

BOARDROOM ❚ OWNERSHIP

Cost Accounting for Business Aviation Is Your Company’s Flight Department Being Measured Effectively?

You can’t manage what you can’t measure. Flight Department managers need the financial analysis tools and training to manage and control their costs, as David Wyndham explores below.

O 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

64

ne Fortune 100 client uses three cost categories for its flight department: facilities, travel and personnel. While sufficient for reporting at the executive level, such trifurcation is far too broad for management of Business Aviation costs.

In less than five years, a firm typically will spend about as much owning and operating an aircraft as the cost of acquisition—more if purchased on the pre-owned market. Except for overhauls and refurbishments, most of the operating costs go out the door in small enough increments that managers don't realize their total magnitude unless the company has a specific way to measure them.

First, let's review the predisposed views that

AVBUYER MAGAZINE – December 2015

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some managers have when talking about aircraft costs: • A company’s executive leadership, Board and CFO tend to focus on asset management, and their review may only consider a few major categories. The aviation management team, however, needs much more detail to effectively manage its costs.

•

The Aviation Department Manager is concerned with all the operating costs of the aircraft, plus the fixed overhead items such as hangar, training, insurance and aviation salaries. Those items need to be separated so that the manager can see the differences between actual and budgeted costs, and explain why those variances exist.

Aircraft Index see Page 161

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BOARDROOM ❚ OWNERSHIP

•

The Maintenance Manager looks at what it takes to maintain the aircraft to an airworthy condition.

That individual needs to know overhaul costs, part costs, shipping costs, labor for required inspections, and more. A high-dollar expense like an engine overhaul gets everyone’s attention, but routine functions also must be closely monitored.

The Maintenance Manager needs to know the aircraft’s highest cost systems and most frequently replaced parts. Maintenance labor should be tracked in a similar way. Much of the variability in the Flight Department budget is under the purview of this person.

Aircraft-Specific Data

Flight Department Managers should collect and track the costs for each aircraft tail number and for each location if there are multiple bases. This information is vital in deciding when to replace an aircraft due to increasing costs. While the maintenance team will know which aircraft is the ‘maintenance hog’, supporting documentation is essential.

What if one aircraft has higher costs than all the others? What if one location has issues managing their costs? If all aircraft are grouped together under one cost account, you may never know what is happening until costs are out of control.

The basic minimum requirement for cost accounting is that it must collect and organize the costs in a way that is useful to the Flight Department Manager and Maintenance Manager. Remember, you can’t manage what you can’t, or don’t, measure. The measurement system should be flexible enough to allow differentiation in costs between aircraft tail numbers and, if needed, operating locations. Your maintenance tracking software should include cost tracking. If not, hopefully the controller’s office can set up something specific for the Flight Department.

Detailed costs at the Flight Department level must 66

AVBUYER MAGAZINE – December 2015

“ If all aircraft are grouped together under one cost account, you may never know what is happening until costs are out of control.”

roll up into the reporting categories needed by the CFO. Aviation and maintenance managers need to understand how costs behave and how to use the company’s cost tools to manage their use of funds.

For aviation-specific cost management for your Aviation Manager, I recommending looking at courses offered by NBAA’s Certified Aviation Manager program.

Additional Benefits of Cost Accounting

In addition to managing the aviation budget, detailed cost measurements are needed in benchmarking/metrics and in allocating costs for internal charge-backs.

When comparing costs between different Flight Departments, it is important to understand what the costs include. This sounds self-evident, but when a company reports that its aircraft costs $5,000 per hour, the information is ambiguous. What went into that cost? Whether for internal metrics or external benchmarks, the Flight Department Manager must know what costs are included and how they are computed.

Many Flight Departments ‘charge’ other business units for use of the aircraft. This procedure allows for allocating the cost of the aircraft to business units that use the department’s product (air transportation).

While relatively straightforward for a small company, the process becomes complex when allocating costs among multiple aircraft.

While the Flight Department isn’t generating a profit via the sale of a widget, the transportation service it provides is a valuable business asset that needs proper detail in order to be effectively managed. ❚ Are you looking for more Business Aviation Ownership articles? Visitwww.avbuyer.com/articles/ category/business-aviation-ownership

www.AVBUYER.com

Aircraft Index see Page 161

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Buying&Selling Dec.qxp_Layout 1 17/11/2015 10:32 Page 1

BOARDROOM ❚ BUYING & SELLING

A 2015 Scorecard

How Did the Year Rate From a BizAv Perspective?

Decision makers tap the wisdom and experience of advisors they trust.

As 2015 concludes, the ruminations of Jay Mesinger provide valuable insight for those considering investments in Business Aviation.

D Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Contact Jay at jay@jetsales.com

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ecember is time to reflect on the preceding year. As I look back on 2015, I recall being troubled 12-or-so months ago by a few signals but at that time I was unsure why. I am still stumped as we look forward to 2016. Furthermore, my puzzlement seems justified.

Last year, at the NBAA Convention in Orlando, my company was representing for sale two brand new zero-time Challenger 350s, one brand new Gulfstream G650 and one soon-to-be delivered Embraer Legacy 500. We were proud of these listings and expected them to ‘fly off the shelf’. In fact we had a huge, expensive (and I thought particularly clever) advertising campaign at the Convention that was branded “Why Wait”.

AVBUYER MAGAZINE – December 2015

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The thrust of our message was, with a minimum of 18 month backlogs on the Challengers, the same on the Legacy, and a three-year backlog on the G650, “why wait” for the OEM to provide you with a business aircraft.

I went to each manufacturer’s static display in Orlando and watched the lines of prospects each day of the convention, anxious to view each of the respective aircraft. I was sure someone would step off one of those beautiful machines and say, “I don’t want to wait”. We expected them to call us.

Our ads were everywhere, and surely could not be missed. We were disappointed, however.

At the beginning of 2015 as I watched oil prices drop and our dollar strengthen, I said in a speech to an audience of Business Aviation professionals to Aircraft Index see Page 161

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BOARDROOM ❚ BUYING & SELLING

“be careful what you wish for”, and I went on to describe the wish list: energy independence, low oil prices and a strong dollar. We received all of those wishes on the same day, and the world shuttered.

Suddenly oil-producing companies and the ancillary firms that relate to oil production and consumption canceled or drastically curtailed 2015 capital expenditures. Orders for new aircraft were put on hold or not even considered. This seemingly sudden shift made our industry look at itself in a way that we hoped after 2007 we would never see again.

Pre-2000 Roots

Another huge factor affecting 2015 valuations was the realization that demand for Business Aviation was going back to its pre-2000 roots. North America was returning to the place where action and sales existed, and with the emerging markets suddenly restricting their appetites for business aircraft, the pressure of an overburdened marketplace fell on North America.

Increased inventory levels coupled with fewer buyers significantly impacts the value of the preowned fleets and creates greater deltas between new and pre-owned aircraft. This situation puts even more pressure on the OEMs to shape a favorable residual loss figure for potential buyers to use when considering new equipment. Residual values were also affecting the market for pre-owned aircraft.

Other Factors

Almost overnight, the lending and reporting community projected the loss rate of an acquired business aircraft to be 7-8% annually, noticeably higher than the 3-4% annually we had been using.

This change is real, and coupled with all of the other areas of concern listed above brought a sobering realization that our aircraft were indeed declining assets.

Our industry realized its greatest growth of firsttime buyers between 2001 and 2007. This surge in demand was due to economic growth in the US as well as globally. We were joyous that our industry was really becoming a global market. In fact, there was so much growth during that period that OEMs could not keep up, and backlogs grew.

What happened next was equally troubling, unfortunately. Buyers started to pay premiums on top of full retail prices for new and nearly-new aircraft. This surge created a generation of owners that really believed aircraft went up in value every year they were in service. Our community created the largest segment of owners that ever came into our industry with what was an unrealistic sense of value.

Today our industry is realizing that business aircraft really do age, even if only by one year every 12 months. So let’s score 2015. We experienced: 70

AVBUYER MAGAZINE – December 2015

“ Today our industry is realizing that business aircraft really do age...”

1. An overnight shift in where Business Aviation is growing: North America.

2. Geographical buying segments all but stopped.

3. OEMs again scratch their collective heads to determine correct production numbers.

4. Pre-owned pricing once again is struggling to get its footing.

5. An overall downward shift in the annual rate of residual loss for all aircraft, new and pre-owned.

How would I score 2015? I would give it a five out of a possible 10. If your client’s aircraft has a customary configuration and is priced reasonably, you will find a buyer. On the other hand, if your client believes current prices do not reflect market conditions and prices will go up soon, there will not be a sale. Remember, in today’s market, every day that you do not sell a ‘for sale’ aircraft, you risk a fall in the eventual realized price. ❚ 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 161

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Tax Dec15.qxp_Layout 1 17/11/2015 10:36 Page 1

BOARDROOM ❚ TAX

Business & Personal Use Tax Considerations

Year-End Tax Planning for Aircraft Owners

Tax Attorney Chris Younger reviews end-of-year considerations for business aircraft owners and discusses the advantages of careful planning and prudent governance, particularly as it relates to business and personal use of the company aircraft.

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Aircraft Index see Page 161

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D

ecember is a busy month for vacation travel and use of company-owned aircraft for personal travel. However, some personal flights can adversely impact a company’s ability to deduct expenses relating to aircraft ownership and operation, and tax depreciation can be compromised.

In light of this, before the company flight department schedules use of an aircraft for personal travel, the Board should familiarize itself with several key restrictions on the ability to fully utilize all available federal income tax deductions relating to aircraft ownership. The Board should work with the company flight department to develop and implement policies designed to avoid inadvertently triggering these restrictions.

to the aircraft. If the company aircraft fails the tests in any single tax year, the company must depreciate the aircraft under the less favorable ADS period during such tax year and all subsequent tax years. (Note, ADS spreads depreciation deductions over a longer period and levels those deductions out as compared with the more aggressive Modified Accelerated Cost Recovery System (MACRS)).

In addition, if the aircraft had been depreciated using MACRS in any prior taxable year, the company must recapture such prior depreciation to the extent that depreciation deductions taken during prior years exceed the deductions that would have been allowed under ADS.

Qualified Business Use Requirement

The Board must also be aware of another major limitation on the deductible amount of trade or business expenses that result from the use of business aircraft for personal entertainment flights.

Under these rules, to the extent a business aircraft is used for entertainment related purposes, the expenses allocated to such use will be disallowed as a deduction, including any allocable depreciation expense.

For example, under the ‘flight-by-flight’ methodology, if the aircraft was flown for 100 hours, 30% of which were for entertainment purposes, 30% of the company’s aircraft operating expense and depreciation deductions would be disallowed. (Of course, on any given flight, some passengers may be traveling for business purposes and others for entertainment purposes, so the calculations are normally more complicated.)

The amount treated as compensation to an individual (i.e. SIFL inclusion amounts) may be used to reduce the disallowed amount, but this is a relatively small offset. For a company with a high tax basis aircraft, the lost deduction can easily be above $30,000 per flight hour and significantly more for aircraft subject to bonus depreciation or purchased late in the tax year.

The Board may utilize certain planning strategies to lessen the negative effect of these rules. For example, it may be far less costly to the company to schedule personal entertainment flights on charter aircraft and pay applicable fair market value charter rates.

The Board should consider all of these issues prior to year-end to avoid using the company aircraft both during the holidays and in the next year in a manner that will lead to the loss of tax deductions that are valuable to the company. ❚

The Qualified Business Use (QBU) rules require a company to use its aircraft in a certain amount of qualified business functions during the tax year to be able to utilize accelerated or bonus depreciation deductions for the aircraft. Under these rules, more than 50% of the use of the company’s aircraft in each tax year must be QBU (i.e. use in a trade or business of the company).

The QBU rules are convoluted, but they are critically important to ensure maximum income tax benefits for company aircraft. In broad terms, the QBU rules create three categories of aircraft use that may not be counted for purposes of satisfying the 50% test unless all other trade or business use of the aircraft comprises at least 25% of the total use of the aircraft during the tax year. The three categories are: 1. Leasing the aircraft to a 5% or more owner of the company or to certain related persons; 2. Using the aircraft to provide compensation (i.e., to provide personal, non business-use flights without reimbursement at fair market rates) to any 5% or more owner of the company or to certain related persons (e.g., a flight for which income is imputed to a 5% owner under the Standard Industry Fare Level (SIFL) formula); and 3. Using the aircraft to provide compensation to another person unless an amount is included in the gross income of that person with respect to such use of the aircraft and any required income tax was withheld for such included amount (e.g., SIFL).

The company must meet the 25% and 50% use tests during the total length of the company’s ownership of the aircraft or, if shorter, the total straight-line (ADS) depreciation period applicable Advertising Enquiries see Page 4

Deduction Limitations Due to Personal Use

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

“The QBU rules are convoluted, but they are critically important to ensure maximum income tax benefits for company aircraft.”

Chris Younger is a partner at GKG Law, P.C. practicing in the firm’s Business Aircraft Group. He focuses his legal practice on business aircraft transactions as well as issues relating to federal and state taxation and regulation of business aircraft ownership and operations.

Mr. Younger can be contacted at cyounger@gkglaw.com

December 2015 – AVBUYER MAGAZINE

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Insurance Dec15.qxp_Layout 1 17/11/2015 10:42 Page 1

BOARDROOM ❚ INSURANCE

2015 BizAv Insurance Recap Looking At Aviation Insurance Lessons in the Rear View Mirror...

It’s important that pilots receive annual recurrent training. It’s equally important that aircraft owners receive recurrent training in the financial aspects of ownership including insurance, asserts Stuart Hope in this review of 2015 issues.

S

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

76

omewhere north of 85 percent of all aircraft accidents result from pilot error.

Furthermore, if coverage under an insurance policy can only be denied when there is a claim presented and if more than 85 percent of aircraft accidents are related to pilot error, then the most likely area of claim denial will be an unapproved pilot flying the aircraft.

The savvy aircraft owner recognizes this fact and makes certain any pilot flying the company aircraft meets the pilot requirements of the insurance policy to the letter of the law!

treading complicated territory. Getting a legitimate apples-to-apples quote on competitive policies is exceedingly difficult. All aviation insurance policies are different.

Every aviation insurance contract is unique; some policies are much broader than others. Certain insurers play hardball on claims, others always look for a way to pay. Unless you are a VERY savvy and educated insurance buyer, you may save a few dollars only to discover after an accident that you’ve lost far, far more!

Better Aviation Insurance Deal?

In layman’s terms this type of insurance covers legal liability for damage to a non-owned aircraft in the insured’s care, custody or control. Generally

There is nothing wrong with shopping your aviation insurance for a better deal, but beware you are

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Hangarkeeper’s Liability

Aircraft Index see Page 161

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Insurance Dec15.qxp_Layout 1 17/11/2015 10:45 Page 2

BOARDROOM ❚ INSURANCE

this coverage is carried by commercial aviation businesses such as FBOs, Aircraft Repair Facilities and Airport Operators.

If your aircraft is damaged while in the care, custody and control of a third party vendor, the damage has to be a result of the vendor’s negligence in order for their Hangarkeeper’s coverage to respond. Otherwise, the owner’s insurance policy must respond, which means that there’s no coverage for diminution of value or loss of use since such coverage typically does not exist under the owner’s aircraft hull and liability policy.

Claims – Unexpected Curves in the Process

An understanding of the insurance claims process by the aircraft owner will eliminate the most common areas of misunderstanding and pave the way for a more hassle-free settlement of the claim.

Common claims that are not covered include mechanical breakdown, cracked windscreens, and betterment during repair. Be aware if you have a lienholder listed on the policy—their name will appear on the claim check and require their endorsement prior to deposit into your bank account unless you arrange early in the claims process to have them excluded.

Repetition – The Mother of all Skills!

Insurance companies obviously get it. They have a lot of money on the line and have the statistics to back up the fact that pilot training unequivocally lowers accident rates. As we mentioned earlier in this article, they know that 85 percent or more of aircraft accidents result from pilot error, and they realize their focus should be on reducing this number.

To that end, all insurance carriers require recurrent training for pilots annually in turbine and jet aircraft with rare exception. The smartest aircraft owners spare no expense training their pilot crews.

After all, some of their most important personnel (including themselves) are riding around in the back of that airplane.

Trends in Aviation Insurance

Since 2005 and continuing today, the aviation insurance industry remains in the softest market in its history. There are now over 20 domestic insurance companies writing aviation policies in the USA. It is a full-out buyer’s market. All aircraft owners are getting a great deal on their insurance coverage.

To further differentiate themselves, many insurers have invested large sums of money into safety offerings to their clients that are in my opinion exceptional. Many of the gurus of the aviation insurance world feel the current market is the ‘new normal’.

Differentiate Among Aviation Insurance Carriers

Some aviation insurance companies have set up 78

AVBUYER MAGAZINE – December 2015

partnerships with experts in the fields of emergency response planning, fatigue management and human factors curriculum, and they will pay for their insureds to take advantage of one of these safety programs once per year on the insurer’s dime.

Surprisingly, many aircraft owners have not taken advantage of this benefit. Whatever the impediments, this is a no-brainer. If you are an aircraft owner who is insured with one of the insurance companies showing safety leadership, you should be jumping all over this!

BizAv Insurance – Caveat Emptor

Because Aviation insurance is a product that many buyers do not understand, beware of misleading advertising and unscrupulous tactics by individuals promising a deal too good to be true. Questionable actors trash the market, creating the perception that better deals exist while indirectly implying current aviation insurance brokers and insurers have been “ripping clients off”.

Rather than competing on the basis of honesty, integrity and excellence, some sellers cannot escape the lure of easy money and adhere to the philosophy “a fool and his money are soon parted”.

Don’t get caught in this web of deceit.

Your recurrent training regarding aviation insurance is complete. If you would like to re-read any of the articles in full, go to http://www.avbuyer.com/ articles/category/business-aviation-insurance ❚ www.AVBUYER.com

“ Surprisingly, many aircraft owners have not taken advantage of this benefit.”

Aircraft Index see Page 161

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FLIGHT DEPARTMENT ❚ AVIONICS MANDATES

Avionics Mandates

(Part 12) NextGen Overview & Conclusion Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation technologies within the NextGen/SESAR architecture, and this month provides an overview and conclusion to his series.

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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

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s we enter the final month of 2015, reflection on the current status and future of NextGen implementation may be helpful.

Throughout 2015 Original Equipment Manufacturers (OEMs) and Maintenance Repair Organizations (MROs) have been busy developing and completing their aircraft solutions for Automatic Dependent Surveillance–Broadcast Out (ADS-B Out), as well as Future Air Navigation Systems (FANS). Equipment suppliers have been introducing new and improved technology, while the FAA has readied itself for ADS-B Out, made strides with Data Communication (Data Comm) and introduced more Performance Based Navigation (PBN) procedures.

As aircraft OEMs provide NextGen hardware and software updates (available via their dedicated customer portals), MROs have been announcing creative installation choices for legacy aircraft. It is common to find one-time equipage upgrades,

AVBUYER MAGAZINE – December 2015

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embracing both FANS and ADS-B needs.

All providers claim their offering to be the most cost-effective. There are several competing solutions on the same platform, such as the Bombardier Challenger 604. However, as aircraft age their equipage changes; so be careful to select a system that effectively integrates with your current avionics.

Across the world, implementations vary by date and by class of aircraft, operations and airspace.

This makes for a complex unraveling of compliance requirements, especially for those who operate throughout different regions of airspace.

Dates and other variables are partially covered in this article, and some operators understandably believe these dates will inevitably shift to the right.

However, with ADS-B Out there is little sign that slippage will happen. There has been some give in the GPS requirements of ADS-B, largely as a concession to the airline lobbyists, but there are a number of stringent conditions attached. The FAA, Aircraft Index see Page 161

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FLIGHT DEPARTMENT ❚ AVIONICS MANDATES

over 50 ATC Towers and Tracons in 2016 and En-route Centers before 2020. Successful trials were completed at Newark Liberty International Airport (EWR) and Memphis International Airport (MEM), allowing recent expansion to Salt Lake City International Airport (SLC) and William P Hobby Airport (HOU). In Europe, VDL Mode 2 is being phased in over the next several years as the ground facility updates that were behind schedule, are completed.

FANS and Oceanic Tracks

The North Atlantic datalink mandate began with Phase 2a in February 2015, with FANS 1/A controller-pilot datalink communications (CPDLC), and ADS-C, required between FL350 and FL390. This requirement expands to the entire ICAO NAT region on December 7, 2017, and in January 2020 it applies to flights in this region above FL290.

ADS-B Out

at least, will likely remain firm on its January 1, 2020 ADS-B Out deadline for equipage.

From a general perspective, currently the world can be divided into three groups of future aviation improvements: • FAA NextGen; • EU Single European Sky ATM Research (SESAR); and • ICAO Global ATM Concept – Block Upgrade Plan.

While other nations have noteworthy programs, such as Australia’s OneSKY, Japan’s CARATS and China’s ATMB collaboration with Airbus, they are all linked in one way or another, with one or more of the three major programs listed above.

Data Comm

The FAA is on target to implement Data Comm at 82

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All FAA 634 ADS-B ground stations have been completed, and there are over 50 solutions either approved, or in work and listed on the FAA ADS-B website.

Table A (sourced from FAA), provides a good overview of ADS-B aircraft equipage status. From October 1, there were 51 months remaining to equip 91.3% of the US-based GA fleet, being mindful that proportionately, the light GA sector comprises a much bigger number than corporate aircraft.

The international mandate for ADS-B varies by country or region and by new or in-service aircraft types: • For the US, it is January 2020; • In Europe, new aircraft (June 2016) and in-service (June 2020); • Other regions have either already implemented versions of ADS-B or have plans to do so.

PBN

Precision Based Navigation procedures dependent on satellites are migrating more and more across the US airspace (Table B). Recently we have seen Metroplex procedures at Houston, Washington DC, and Northern California. For corporate aircraft, the intended expansion into Las Vegas Metroplex that may commence in 2016 could be of particular interest.

FAA has a 2018 goal of 10% efficiency improveAircraft Index see Page 161

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ment at core airports, using flight paths unconstrained by conventional Navaids and using, point-to-point, GPS procedures.

PBN includes precision approaches using Wide Area Augmentation System (WAAS), popular with General Aviation. There are 1,739 airports served by 3,567 WAAS approaches and a whopping 995 of these do not have traditional Instrument Landing Systems (ILS) at the runway itself.

Enhanced Low Vision Operations (ELVO)

The FAA has yet to release the new ground-breaking rule, allowing all Enhanced Flight Vision System (EFVS) operators, irrespective of operating category, to dispatch, begin and complete approaches during low visibility conditions. The new CFR 91.176 rule is still due for distribution in 2015.

The FAA and Radio Technical Commission for Aeronautics (RTCA) are preparing a new operation advisory for the use of Synthetic Vision Guidance during low visibility. Separately, GPS Based Augmentation System (GBAS) approaches are still being considered for major hub runways.

As PBN procedures develop, the enhancing of these with ELVO becomes more apparent.

Meanwhile, equipment developers are fast creating new technologies that will enable operators to meet the full intent of the rule.

Figure 1, ‘Future Approach Tools’ shows ways to fly the final approach segment that may be introduced over the long-term. There are no upcoming mandates for ELVO, but the FAA, EUROCONTROL and ICAO continue to aggressively plan for implementation via enabling guidance.

TCAS 7.1

In its early form, TCAS 7.0 had some resolution advisory issues. As a result, the European Commission Implementing Rule 1332/2011 now mandates the carriage of ACAS II version 7.1 within European Union airspace from 1 December 2015, by all aircraft currently equipped with version 7.0.

Since upgrading to 7.1, some aircraft have had different resolution advisory issues that are not from ahead of the aircraft, but spuriously occur from behind, originating from other aircraft activity.

These are addressed in FAA InFO 15005, published March 2015.

NextGen to 2020

The FAA has a Systems Engineering plan (SE2020) for near- to mid-term NextGen implementation.

This will be followed by SE2025, taking the US to another level of a fully integrated national airspace. Europe’s SESAR shows its public implementation calendar out to 2021.

Presently, the FAA has a core focus on ADS-B that, with its ground stations in place, is more conAdvertising Enquiries see Page 4

Figure 1: Future Approach Tools centrated on fleet equipage and operator preparedness, in time for the 2020 ADS-B Out mandate deadline. The FAA has four other core focus areas in its plan, including: • Data Comm; • PBN; • Multiple Runway Operations (MRO); and • Surface.

In addition, the FAA is concentrating on TimeBased Flow Management (TBFM), En-Route Automation Modernization (ERAM) and System Wide Information Management (SWIM). These three areas provide the infrastructure to support the four core focus areas.

2020-2025 & Beyond, By Technology

Regarding the period 2020-2025 (SE2025) and indeed beyond, there are some interesting developments in government and industry collaborative planning.

Very obvious and significant is how all the technologies that follow are interrelated. As one program implementation progresses, it enhances others. Beyond 2020, operators may experience exponential benefits from their NextGen investments. The public, as flyers and taxpayers, certainly should reap time and predictability benefits one can only wish for today.

“Beyond 2020, operators may experience exponential benefits from their NextGen investments.”

ADS-B In

The next big enhancement of ADS-B is the ‘In’ phase, where aircraft may view other aircraft activity, in relation to their own, on cockpit displays.

With ADS-B In, everyone on the ground, and in the air, may have the situational advantage of knowing where everyone else is, within a prescribed distance of themselves.

Surprisingly few realize the wider benefits of ADS-B surveillance. Here are a few of those: • In-flight automated weather, notices and other useful info; • Flight interval management and closely-spaced parallel operations; www.AVBUYER.com

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December 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT ❚ AVIONICS MANDATES Figure 2: Advanced Enroute PBN

• • • • •

Dynamic RNP; Advanced flight interval management including winds; 4D trajectory operations; Deletion of jet routes in favor of Q and T routes; and Positive impacts to SIDs and STARs.

The means of communication, meanwhile, may increase from satellite and VHF to L band, providing many options for continent-wide Data Comm.

Advanced PBN

Interestingly, the FAA and industry are working together with RTCA (via an Ad Hoc Work Group) on a new PBN strategy that considers all the current concerns of PBN implementation, the stakeholder interests and a focus on a fully coordinated long-term strategy.

As PBN migrates across Metroplexs, there are concerns for the future, centered on both unintentional and deliberate GPS interference. Instances have occurred, and tests show that there are vulnerabilities. These may increase as cyber security becomes a bigger issue for all.

Wisely, FAA policymakers are reconsidering the draw-down of conventional Navaids, primarily with respect to DME coverage. In fact by broadening the current DME-DME coverage and creating a new hybrid technology incorporating ADS-B, the FAA may have a steadfast Plan B solution to the GPS problem (particularly vulnerability to jamming).

New ‘advanced technology DME ground stations’ would continue to provide a high degree of alternative position accuracy into existing cockpits.

The ADS-B information will complement the DME signals and create Alternative Positioning, Navigation & Timing (APNT).

Meanwhile it is a goal of FAA to see, by 2030, all aircraft equipped with some form of PBN Lateral Path Vertical (LPV) navigation. However, certain air carriers have expressed concern over the difference in LPV implementation across the globe, making them reluctant to equip for international operations.

Advanced PBN promises to bring continuous descents, ascents, Q routes, IFR trajectory-based flights, vector free arrivals and EoR final approaches, on parallel runways.

Figure 3: New EFVS Rule Short-Term Goal

Figure 4: New EFVS Rule Long-Term Goal

• •

In-trail procedures when in Oceanic Airspace (via ADS-C); A critical tool in the time-based operations (TBO) toolbox.

Data Comm ATN B2

The FAA, industry and RTCA are closing in on final recommendations for the Air Traffic Network (ATN) version B2. ATN B2 takes FANS over VDL Mode 2 to a different level. It allows for: 84

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ELVO

Enhanced Low Vision Operations using several different technologies and means of guidance may eventually change IFR to VFR everywhere during approaches to touchdown and roll-out. Some technologies GBAS (as GAST-D), SVGS and MultiMode Receivers (MMR) may extend the instrument segment of the approach nearer to the touchdown zone (TDZE) of the runway.

Enhanced Flight Vision System (EFVS) Aircraft Index see Page 161

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Avionics Mandate Dec15.qxp_Finance 18/11/2015 09:41 Page 5

FLIGHT DEPARTMENT ❚ AVIONICS MANDATES

introduces an equivalent visual segment, extended to the TDZE by reliable and predictable vision systems, currently in development. Advances in EFVS are promising much lower equipage costs as well as space and weight saving head-worn displays, or cameras that will bust through the most extreme of low visibility, including cloud, fog, rain, snow, haze, dust and smog.

New FAA and later global rules will enable these profound changes to operations once the technologies are fully mature.

“When you hear NextGen terms, such as ADS-B, FANS (Data Comm), PBN and ELVO, it can be quite confusing, but do not be deterred.”

Surface

Currently the FAA has eight surface visual tools (SVT) under evaluation by controllers. TRACON’s and ARTCC’s will be able to monitor real-time surface traffic as if in airport control towers. Aircraft Electronic Flight Strips (AEFS) will be introduced at Newark Int’l in 2016, allowing automated airfield guidance and adding to SWIM surface surveillance.

When ADS-B In is widely embraced and implemented, huge on-ground benefits will be realized.

Increasingly, under the FAA Surface Movement Guidance Control Program (SMGCS), airports are becoming safer with improved markings, lighting, safety-related guidance and much more.

Unmanned Aircraft Systems (UAS)

Think of UAS as Medium- or High-Altitude platforms. The current concerns, centered on Low Altitude or small UAS (sUAS) operations, are both valid and influential in the long-term certification process for operating unmanned devices anywhere.

However, industry is only just defining the proper equipage for Communication, Navigation & Surveillance (CNS) for the unmanned aircraft that are intended for operation in the airspace shared by manned aircraft. RTCA recently released preliminary documentation on the UAS CNS and other aspects of this issue.

UAS platforms intended for shared airspace will be highly sophisticated, safe and more like manned aircraft. Importantly, they will undergo the same rigorous, time-consuming certification process as manned aircraft. Recently, the first UAS was approved for operations in shared airspace, albeit with many limitations imposed.

From a NextGen perspective, UAS will be treated just like manned aircraft, but expect a slow and delayed migration into manned airspace. It may take a lot longer than many believe before we truly see large numbers of UAS operating into our major airports.

4D Trajectory Operations

The FAA Air Traffic Organization (ATO) has a very interesting concept and long-term vision for the US airspace. This involves metering by time and 86

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speed rather than by distance. So, in some cases, an aircraft may fly slightly further, but will arrive ontime and correctly spaced, at a specific point in space. This enables predictability in Time-Based Flow Management (TBFM), and owning predictability is an ace card for Air Traffic Control.

A wide range of strategies and technologies feed into this concept, including SWIM, MRO, Advanced PBN, ATN B2, ELVO, ADS-B, Surface improvements and much more.

Some of the trajectory operation programs cover predicted time at waypoints during cruise, point in space metering for better separation, integrated departure and arrival concept (IDAC), and a reduction of the need for circling and holding flight patterns.

Summary

The ICAO Global ATM Concept block program is the cornerstone of the next generation of airspace.

The US FAA has run with the ball and created a well-orchestrated implementation of its own NextGen SE2020 program. Eurocontrol’s SESAR while very impressive, is subject to local interpretations and some delays. Other international programs show excellent initiatives, perhaps best shown by Australia’s ADS-B program, already partially in place.

When you hear NextGen terms, such as ADS-B, FANS (Data Comm), PBN and ELVO, it can be quite confusing, but do not be deterred. All of these implementations are closely related and will exponentially enhance one another.

Equipping for each may seem painful, but the benefits outweigh the investments, especially when equipage is fully embraced and the majority of operators share similar capabilities. As SE2020 moves into SE2025, benefits will become ever more apparent and flying will be a much better experience for all! ❚

Useful Reference Sources

• FAA NextGen including Performance Snapshots • Skybrary Aviation Safety • EUROCONTROL • SESAR Single European Sky ATM • ICAO Global ATM Concept • FAA CFR 91.176 NPRM • RTCA Incorporated • AEA – Aircraft Electronics Association • NBAA – National Business Aviation Association Are you looking for more articles on Avionics?

Visit www.avbuyer.com/articles/category/businessaviation-avionics Aircraft Index see Page 161

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FLIGHT DEPARTMENT ❚ OPERATING COSTS

Fuel (Cost) Control:

Ten Tips for Managing Fuel Costs Given the significant contribution of fuel to direct operating cost, business aircraft owners and operators are enjoying the petroleum sector's ill winds, notes Dave Higdon. Nevertheless, keeping fuel costs to a minimum should remain a standard operating practice.

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usiness jets and turboprops built during the past three decades have steadily grown in efficiency. For example, each new generation of powerplant needed less fuel per power unit than the previous generation. Coupled with steady advances in aerodynamics and structures, today's advanced turbine aircraft use 30-40% less fuel to achieve cruise airspeed.

Yet fuel still accounts for the highest percentage of direct operating costs (DOC), representing 5066% of an aircraft’s variable costs according to Conklin & de Decker data. Fuel-cost management, thus, remains a mainstay in even the most savvy

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flight departments. A few steps apply without regard to the aircraft size or type, the powerplant in use or the missions flown. Consider the following Top Ten countdown on managing fuel costs that a variety of operators shared with AvBuyer.

#10: Clean Flying is Fast Flying

Few insects fly at the flight levels of turbine-powered business aircraft; but no aircraft starts and ends its flights without first transiting the lower altitudes that bugs inhabit.

As we transit those altitudes, hundreds of bugs can be swatted and dotted across the leading edges of wings and empennage surfaces, wind-

www.AVBUYER.com

Aircraft Index see Page 161

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fuel credit account, billed monthly at the posted price, plus 2%.

Many airport FBOs offer their based-clients variations on such contracts.

#8: Reconsider the Need for Speed

Yes, the aircraft can cruise at Mach 0.93 (depending on the jet you fly), but...why? OEMs highlight many performance numbers, but two never go together: maximum cruise speed and maximum range.

The time saved by cruising at max speed rather than flying closer to maximum-range speed seldom offsets the dramatically-higher fuel flows of the faster trip. Run the flight plan for both and see the difference.

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

#7: Route Creatively

Pilot friends sometimes find themselves facing weather conditions that are far below optimal for a trip. Too many of them opt to wait-out what are essentially headwinds....sometimes at the added cost of extra hotel nights, meals and hangar fees at a remote airports.

They’ve occasionally found that taking an indirect route not only allowed the trip to proceed on time but brought down trip costs while avoiding a flight directly into those winds.

#6: Going Directly, Direct...

shields and engine inlets. Beyond the ugly blemish they present on those surfaces, each and every insect carcass contributes to a disruption of airflow, thereby generating drag.

The bigger the build-up of dead bugs, the worse the drag becomes. A clean, well-polished airframe delivers the least drag – and less drag equals less fuel burned.

#9: Home is Where the Fuel Account Is…

Signing my first hangar lease brought an unexpected question from the airport manager: “Do you want to set up a fuel account? We have a couple of options.” Once we understood the options and benefits, we signed with the first option: A pre-paid fuel account.

By agreeing to deposit a set amount of money in a fuel account with the airport (which was its own FBO) we received a discount equal to about 15 percent off the non-contract fuel price. While that discount value rose and fell with the price of fuel, participating in the program guaranteed our receipt of that discount – and the price per gallon could drop, but not rise. The other option was a Advertising Enquiries see Page 4

Many an older business-turbine aircraft lack the area-navigation tools to fly direct on an IFR flight plan....but any aircraft upgraded with an IFR GPS enjoys that capability. And when the weather isn't playing headwind villain, the Great Circle Route offers the shortest distance between two points.

Some older business aircraft offer other forms of area navigation, but new equipment requirements involve using a position source that meets the accuracy requirements of ADS-B Out. The old equipment may not make the cut, so (moving to #5)...

#5: Update for NextGen

WAAS GPS is the most-commonly used, mostpopular and least-costly position source available for meeting the FAA's 2020 deadline for equipping with Automatic Dependent SurveillanceBroadcast (ADS-B) Out. With an approved WAAS GPS and the appropriate broadcast avionics – a Mode S transponder, for these aircraft – the operator gains more than compliance with the FAA's mandate. There are now more runway ends available for precision GPS approaches than ILS approaches. And direct routing is easy to obtain when traffic conditions allow.

With WAAS-enabled approaches available at a growing number of airports, the GPS option can help avoid diverting. Diversions, of course, add to fuel costs. www.AVBUYER.com

“...cruising at max speed rather than flying closer to maximumrange speed seldom offsets the dramaticallyhigher fuel flows of the faster trip.” !

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FLIGHT DEPARTMENT ❚ OPERATING COSTS

#4: Tanker Your Fuel

Consider the value of tankering fuel when you encounter lower-than-average fuel costs at a stop.

This approach isn't a winner every time; sometimes the added fuel weight diminishes performance sufficiently that the benefits go out the jet exhaust.

But where it can work, it can save an operator hundreds of dollars (or more) at a single fuel stop.

One operator regularly stops at an airport 50 miles short of his home field to top-off. The cost of the extra take-off doesn't negatively offset the savings – about $1.50 per gallon less than his home field particularly when he's uplifting 135-150 gallons.

#3: Flight Planning for Fuel Costs

Sometimes less-convenient airports can be big money-savers. Case-in-point: several aircraftowner/operator types of my acquaintance spend time checking fuel prices when flying into destinations with plentiful airport options.

When a stop offers significantly lower fuel costs – in exchange for a longer cab ride to the ultimate destination—that $40-50 ride can pale into insignificance next to the saving on fuel costs, particularly when the business aircraft needs hundreds of gallons.

Also, check in advance for any events that might make access more difficult at your planned airport but easier at another.

#2: Shopping Fuel Stops Online...

The Internet can be your best source for timely fuel-cost information and should be a regular checkpoint before completing your flight planning.

FBO websites, organization websites, fuel-vendor information – the options are plentiful, and these days often available via Smartphone.

#1: Fuel Club or Other Marketing Programs

As one owner/operator says, “The more the merrier”: Sometimes it can be beneficial to use multiple fuel cards or fuel club options. The flexibility can make this practice worth your while. With multiple options for big savings, you almost never face the prospect of flying out of your way to use an FBO that takes your card.

The variety and types of frequent buyer programs, fuel clubs and FBO promotions can make choosing long-term benefits like money in the bank. ❚ Are you looking for more articles on Operating Costs? Visit www.avbuyer.com/articles/category/ business-aviation-operating-costs

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

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BUSINESS AVIATION INTELLIGENCE

Aircraft Index see Page 161

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FLIGHT DEPARTMENT ❚ MAINTENANCE

Aircraft Maintenance Issues:

Be Diligent to Avoid Unnecessary Maintenance Costs It’s no secret that aircraft maintenance can be an expensive business. But some associated costs can be avoided if correct upkeep procedures are followed. Waleed Muhiddin highlights five of the most common but preventable parts failures encountered in aircraft that AMAC Aerospace maintains…

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Waleed Muhiddin is VP Strat. Ops & Business Dev. at AMAC Aerospace, a market leader in Completions, Maintenance, Charter & Brokering, located at Basel EuroAirport, Switzerland.

AMAC caters to every level of Aviation enquiry and/or consultancy. Email: info@amacaerospace.com

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o gain a good understanding of maintenance costs in relation to the aircraft type flown, an owner needs to consider various factors including where they base their aircraft, how they use their aircraft, where they typically fly – and how regularly they are using it. Depending to the answer to such questions, reasonable maintenance costs will vary.

The owner’s understanding of these questions and their answers will be further improved if they commit to using the same MRO facility during their ownership period – i.e. select a maintenance ‘home’ for the airplane. This helps the owner become increasingly accustomed to their aircraft’s needs over time as more facility inputs occur. A relationship of trust also forms, allowing the owner to benefit from the expertise of the facility and (hopefully) avoid unnecessary cost as procedures and advice are followed.

AVBUYER MAGAZINE – December 2015

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An aircraft owner needs a good understanding of the potential problem areas in their particular aircraft type, and act accordingly to help protect parts and extend their useful lifespan. Different aircraft have different problem areas, and the chosen facility needs to be experienced in that aircraft type to be a viable maintenance home.

Based on its experience of defects on other aircraft using the same maintenance facility, for example, AMAC is in a position to offer its accumulated fleet knowledge to recommend and undertake preventative maintenance for an aircraft owner.

Nevertheless, we do see some common but preventable problem areas in the aircraft maintained, and to help raise awareness to some of these, following is a list of our top-five preventable maintenance issues along with what can be done to avoid them occurring in your aircraft. !

Aircraft Index see Page 161

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Excellent condition.

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

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Maintenance Dec15 .qxp_Finance 18/11/2015 16:15 Page 2

FLIGHT DEPARTMENT ❚ MAINTENANCE

AMONG OTHER THINGS, OWNERS MUST REGULARLY MONITOR AIR CONDITIONING HEAT EXCHANGERS FOR CONTAMINATION (ABOVE) AND CONDITION AND CLEANLINESS OF FAN BLADES (BELOW) WITH REGULAR INSPECTIONS TO AVOID UNNECESSARY COST AND FAILURES.

Worn Engine Fan Blades

“We recommend that owners take the trouble to drain their fuel more frequently and undertake fuel sampling checks for fuel tank contamination more frequently...”

94

An aircraft’s home base, the regular missions undertaken, and exposure to harsh weather conditions, sand and/or humidity can be powerful agents working against the overall condition of the fan blades.

Fan blades are an integral part of the engine, so keeping them in good condition via regular inspections is essential and saves significant cost that could otherwise be avoided. In addition, every 12 months fan blade lubrication should ensure longer lives for each single blade.

Believe it or not, some aircraft owners face the cost of fan blade replacement unnecessarily early because they didn’t give due diligence to their upkeep and maintenance obligations.

Contaminated Air Conditioning Heat Exchangers

Another area of unnecessary cost we see concerns contamination to air conditioning heat exchangers.

Whether the aircraft is based in the Middle East or Northern Europe, the air conditioning heat exchangers are an essential piece of equipment that influences cabin temperature.

In Europe, air conditioning heat exchangers generally require fewer inspections and repairs compared to those installed on aircraft based in the Middle East. Nevertheless, heat exchangers should be inspected and cleaned at least once a

AVBUYER MAGAZINE – December 2015

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year (irrespective of how regularly they are used or where the aircraft is based) to ensure that there are no failures attributed to contaminated heat exchangers.

Abnormal Fuel Tank Contamination

Owing to where the home base is located and the mission types performed by VIP aircraft, we have experienced a lot of badly contaminated fuel tanks particularly those belonging to aircraft based in hot and humid environments.

We recommend that owners take the trouble to drain their fuel more frequently and undertake fuel sampling checks for fuel tank contamination more frequently, which for some operators have reduced the internal fuel tank inspections undertaken on their aircraft by AMAC.

Aircraft Parking Procedures

Furthermore, experience has shown obstructed/ blocked pitot and static ports to be a common problem - a finding that could potentially lead to extensive maintenance and costs. Those costs could be easily avoided by installing all required pitot static and engine covers whilst the aircraft is parked, regardless of whether the aircraft is in or outside a hangar.

By way of reiterating the above, it is incredible that so many owners ignore adequate protection Aircraft Index see Page 161

Maintenance Dec15 .qxp_Finance 18/11/2015 16:01 Page 3

for their parked aircraft’s engines. For aircraft parked in harsh environments with sand or other airborne particles, we’ve found numerous engines that have been contaminated inside the core resulting in engine vibration, higher fuel consumption, higher EGT (Engine Gas Temperature) and clogging of cooling hoses of turbine blades – all of which could be avoided with the use of engine covers.

Water Draining in Winter Operations

A further common example of an avoidable maintenance problem occurs when the aircraft’s water system has not been drained sufficiently and/or the owner has not been following the draining procedures correctly. This results in water system leakage because of cracked components (pipes, heaters, fittings and taps).

As you can probably imagine, such findings can result in unplanned, extended and extensive ground time for the aircraft.

Follow the water draining procedures during winter operations meticulously to avoid a maintenance headache later.

Replacement Parts

With our five common areas of avoidable maintenance cost established (there are plenty more that could have been discussed had scope allowed), hopefully the above pointers highlight the part an owner plays in the responsible upkeep of their aircraft.

Nevertheless, parts will inevitably fail from time to time, and in that event, like all good maintenance shops we use a variety of highly reputable spare parts stockists – including Airbus, Advertising Enquiries see Page 4

Boeing, Gamit Ltd. and Trade Air - and are active on a 24/7 basis to respond to an urgent need for a quick turnaround (AOG, for example). An excellent pool of parts providers can enable the required part to be on-site within 24 hours (or less).

Naturally, a standard ‘O’ ring with a relatively low cost (a few cents), can be sourced from various suppliers from around the world and can be on site within a very short time. On the other end of the spectrum, an Integrated Drive Generator (IDG) which can cost several hundred thousand dollars - is a much more difficult proposition, with limited vendors and suppliers who would have one in stock.

Weight and size of such parts is also a major consideration, and special freight conditions will often apply.

Finally, either the deficient ‘O’ ring or the failed IDG can potentially ground an aircraft. For peace of mind, your chosen maintenance home should demonstrate that it has low cost standard parts within its own stock for all the aircraft it maintains and quick access to those components it does not stock.

Ultimately, choose a maintenance home demonstrating experience in your aircraft type, build a relationship of trust with that shop, and follow their tips and advice. Accept no half-measures while maintaining the aircraft on its daily operations, and you will avoid a variety of unnecessary costs for replacement parts. ❚ More information from www.amacaerospace.com Are you looking for more articles on Maintenance?

Visit www.avbuyer.com/articles/category/businessaviation-maintenance

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December 2015 – AVBUYER MAGAZINE

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Aircraft Lease Dec15 .qxp_Finance 17/11/2015 11:40 Page 1

FLIGHT DEPARTMENT ❚ AIRCRAFT LEASE

Aircraft Lease Returns

A Technical Insight into Saving Time & Money

A poorly managed lease return can only have one outcome: penalty fees to the lessee, notes Miles Birnie, Technical Services & CAMO Manager, Gamit. Planning for a successful redelivery must begin at the point of a lease agreement being signed...

A -

96

ll aircraft leases stipulate return conditions that must be met by the lessee upon redelivery. Typically these include:

The period of time the aircraft will be cleared from maintenance (usually satisfied by the completion of a redelivery maintenance input).

Confirmation that all technical record paperwork meets the expectation of the lessor and that of the relevant regulatory authority.

Physical condition and configuration of the aircraft (detailing the required standard of the interior and the exterior of the aircraft).

Preparation for the issue of an Airworthiness Certificate or a Certificate of Export, which is a usual requirement at the termination of a lease.

AVBUYER MAGAZINE – December 2015

By involving a technical consultant at all stages of a lease agreement process, you can ensure that these requirements meet the lessor’s expectations and negate the possibility of any future disputes.

Return condition negotiations occurring at the end of the lease could potentially result in the lease period being extended reluctantly and/or result in unplanned additional costs to the lessee.

Once a lease agreement has been decided, it’s crucial that the aircraft is managed by a suitably experienced management company that can ensure the aircraft is operated with the lease return conditions considered. Effective maintenance planning is integral to the successful redelivery of an aircraft, and this must be considered when agreeing on return terms.

A suitable management company will ensure

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Aircraft Index see Page 161

Aircraft Lease Dec15 .qxp_Finance 17/11/2015 17:08 Page 2

provided for any life limited component replaced during the term of lease.

Lessees often make the incorrect assumption that a suitable release certificate satisfies this requirement. In actual fact, a release certificate can sometimes only illustrate a partial history for a component. Having a lessor’s auditing team find a discrepancy such as this can lead to the lessee having to replace the high value part for another that does have full back-to-birth paperwork. That’s not a cost effective solution to the lessee!

A suitably experienced team of auditors, however, will identify potential issues such as this and find a solution before the re-delivery process starts.

The production of documentation folders containing copies of ‘dirty fingerprint’ records is the most effective method of conducting a records review. These documents can then be presented to the lessor’s auditors for review.

Having worked on behalf of lessors, we can speak from experience of how this method is so successful and has two uses: •

that the aircraft’s maintenance check cycle is factored into the operation of the aircraft, with the final major maintenance input under the lease term being carried out at the agreed time of redelivery. A full review of the aircraft records must also be carried out prior to lease agreement. A full audit mirrors the audit process that is to be carried out prior to redelivery, which we will discuss below.

Redelivery Preparation Schedule

Preparation for the redelivery of the aircraft should begin early; meetings between stakeholders should agree on timelines and objectives to be achieved.

Ideally performed 2-3 months before the redelivery maintenance input, a full records review will help ensure that all maintenance performed during the lease term meets the return conditions.

Gamit has performed full records reviews for a multitude of aircraft owners and operators, and one common occurrence that we are faced with is that of component back-to-birth traceability requirements. For example, return conditions may stipulate that full back-to-birth traceability is Advertising Enquiries see Page 4

•

Miles Birnie is the Technical Services and CAMO Manager at Gamit, which specialises in Aviation Asset Management.

Specifically, Gamit is an industry leader in aircraft and engine auditing and comprehensive technical management.

Contact Miles via m.birnie@gamit.co.uk or visit www.gamit.co.uk

The first use is to satisfy the lessee’s audit process and ensure that any discrepancies are captured in good time. The discovery of the lack of life on a component at this point will enable further research to be carried out. In most cases, this will result in the retrieval of the required paperwork at no extra cost to the operator. If this discrepancy was to be identified at the time of redelivery, time may not be available to conduct adequate research, and the only feasible option is to replace the component at a cost to the lessee.

Secondly, these folders can be presented to the lessor and give an excellent first impression of the records management performed by the lessee.

“...identify potential issues such as this and find a solution

Organizing & Categorizing Records

before the

All technical consultants have their own method of organizing and categorizing engineering records.

Gamit typically produces documentation folders segmenting each element with the aim of making the process as smooth as possible. Following is an example of primary data expected…

Components (including On-Condition, Hard Time & Life Limited Parts - LLP): All components installed will be reviewed to ensure they meet the required lease return conditions.

Landing gears can be particularly difficult to establish back-to-birth traceability. In some cases, pro-ration or unknown life calculations may have to be performed, thus it is important to have experts perform such calculations. Having a landing gear life incorrectly calculated could prove costly to the lessee - especially if the incorrect life calculation www.AVBUYER.com

re-delivery process starts.”

!

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Aircraft Lease Dec15 .qxp_Finance 17/11/2015 17:10 Page 3

FLIGHT DEPARTMENT ❚ AIRCRAFT LEASE

results in the component life expiring within the agreed maintenance clearance period. The same applies to engines, and other high-cost items.

“Preparing both aircraft and records to a high standard for handover to the lessor does have a positive effect...”

98

Airworthiness Directives (AD): All ADs complied with during the lease period should be presented in a ‘Dirty Fingerprint’ (original engineer signed and stamped records) format and be accompanied by a suitably updated and verified AD compliance report.

Any ADs applicable to the aircraft that falls due within the agreed maintenance clearance period will be identified and planned accordingly for compliance at this point.

Service Bulletins (SB), Modifications & Repairs: Similarly to ADs, all SBs performed on the aircraft must be verified for paperwork completeness. It is vital to understand the lease return conditions for items such as SBs. Some agreements may dictate that all modifications, whether optional, recommended or mandatory, must be carried out.

Alternatively the agreed return conditions may state that the aircraft must be returned to its original configuration. Identification of modifications to be removed from the aircraft at this point will ensure that all maintenance requirements are in place in time for the redelivery maintenance input.

Having a lessor discover that a modification requires removal at the time of redelivery will undoubtedly result in high additional maintenance costs.

The same applies with aircraft repairs; if the correct paperwork cannot be supplied, in most cases the repair must be removed and performed again.

Researching and identifying the required paperwork at this point is far more cost effective than performing the recertification of a skin repair (for example) at the redelivery input.

AVBUYER MAGAZINE – December 2015

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Interior Configuration: Dependant on the return conditions, the aircraft interior configuration will be established and verified. If any trim or seats have been replaced during the lease period, it is vital to be prepared with the associated certification paperwork, including documents such as flammability test results.

The interior of the aircraft should also be thoroughly inspected to ensure it meets the return conditions. Missing trim, seat parts, cleanliness, lighting and carpet condition can be reviewed at this point with corrective actions put in place prior to redelivery.

Coinciding with the records review, a physical inspection of the aircraft should also be carried out.

Looking at the exterior of the aircraft, all dents and repairs should be assessed to ensure adequate records are in place. Areas of corrosion, damage to paint and fluid leaks should also be addressed prior to the lessor having access to complete their own inspection.

Saving Time & Money

Preparing both aircraft and records to a high standard for handover to the lessor does have a positive effect and fills them with confidence that they’re looking at an aircraft that meets their expectations. If a lessor is presented a returned aircraft in poor condition and an incomplete records portfolio, the resulting impression will be negative and a lengthy audit is likely.

Bringing in a professional management team will save money and time when the aircraft is returned to the lessor. Preparation is the key to a successful lease return! ❚ Are you looking for more articles on Ownership?

Visit www.avbuyer.com/articles/category/ business-aircraft-ownership Aircraft Index see Page 161

P099.qxp 17/11/2015 16:29 Page 1

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Telephone + 41 58 310 31 31 info@amacaerospace.com www.amacaerospace.com

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Management 1 Dec15 .qxp_Finance 17/11/2015 10:49 Page 1

FLIGHT DEPARTMENT ❚ MANAGEMENT

Creating a Flight Department (Part 7)

Flight Department Structure: The Matrix Assuring Success within a Corporation

Fred Haap and Jack Olcott continue their series on Flight Department formation noting that Flight Department Business Plans must instill confidence that an investment in Business Aviation will be well managed. Here’s why…

Fred Haap is an ISBAO accredited auditor and past Chairman of NBAA. During his distinguished career in aviation, Mr. Haap also spent nearly 30 years as a corporate aviation department manager & pilot, logging more than 13,000 flight hours in a variety of aircraft.

Contact him via fhaap3@aol.com

100

S

uccess of the Flight Department relates closely to its structure, the framework within which all aspects of routine management of Business Aviation transportation are addressed. The list of areas to be considered is broad, including:

• • • • •

What aircraft will be obtained?

How it will be used?

What personnel will be employed?

How will the department communicate with the Federal Aviation Administration?

What will be the budgeting process?

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• • •

How will flights be scheduled?

What will be the measures of Flight Department efficiency and productivity? And How will routine actions be documented and annual reviews conducted?

As stated in AvBuyer’s July 2015 article ‘Creating a Flight Department: Writing a business plan for your proposed Flight Department’ (p94), describing day-in and day-out management of routine operations is a fundamentally important aspect of the overall plan. It is that day-to-day management that we address in this article.

Aircraft Index see Page 161

!

American Aircraft Sales November.qxp_Layout 1 22/10/2015 17:24 Page 1

AVA TWO ILA BLE

2002 Lear 45 #183 & #199

2008 G550 #5193

Management 1 Dec15 .qxp_Finance 17/11/2015 10:50 Page 2

FLIGHT DEPARTMENT ❚ MANAGEMENT

“The Business Plan must leave no doubt that implementation will be well managed by the FDM and aligned with the company’s overall organization.”

102

Step one is describing the relationship between the Flight Department and the corporation, focusing on Business Aviation being a productive business unit within the overall structure of the corporation. Day-to-day management resides with the Flight Department Manager (FDM), reporting to the corporation’s top management in accordance with existing protocols for other business units.

The Business Plan must leave no doubt that implementation will be well managed by the FDM and aligned with the company’s overall organization.

Your survey of company needs—the subject of AvBuyer’s fourth installment of this Creating a Flight Department series (August 2015, page 98)— identified aircraft that would serve the corporation.

Other articles within AvBuyer’s library of past issues address the process of finding a suitable product on the new or pre-owned market. Having selected the aircraft that fits best with the competing challenges of trips to be flown, finances available for acquisition and operation, and launch date for offering Business Aviation services, the next task is describing how that asset will be routinely managed.

Several options are available, ranging from whole aircraft ownership, joint ownership, time sharing, and fractional ownership, to various leasing structures and management schemes. Each form of Business Aviation has its positive and negative characteristics. Each presents its own

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management challenges. It is a credit to the Business Aviation community, however, that such a spectrum of transportation delivery systems is available.

Having selected the means of operation that best serves the Mission of the Flight Department in its service to the corporation, the means for managing the aviation assets should be presented convincingly to the party (or parties) who have authority to authorize creation of the Flight Department.

Managing the Entire Structure

While an aircraft is an essential element within the Flight Department structure, personnel needed to operate and maintain the selected equipment also is critical, obviously. The aviation community is relatively small, thereby facilitating word-of-mouth searches for qualified professionals. Furthermore, specialty firms offering access to available personnel are readily available. Thus finding candidates to staff the proposed Flight Department should not be difficult.

Basic aspects of personnel management, such as clearly stated job descriptions, are addressed in the department’s Operation Manual (AvBuyer September 2015, page 88). The fundamental issue is how personnel will be managed day–in and dayout. How the Flight Department Manager handles that challenge adds to the credibility of the Aircraft Index see Page 161

Management 1 Dec15 .qxp_Finance 17/11/2015 10:52 Page 3

department’s Business Plan and therefore must be described.

Most Flight Departments are structured around one aircraft and a minimal staff consisting of a Chief Pilot/ Aviation Department Manager, a co-captain and a part-time co-pilot.

Maintenance may be handled by a Chief of Maintenance/Lead Mechanic supported by contract services provided by an outside vendor. Scheduling often is done by support staff located at the airport, working in concert with the administrative assistant of the owner or CEO. Approximately two-thirds of NBAA Member companies operate one aircraft and have a staff of five or fewer people.

Regardless of department or staff size, however, there must be a structure in place for positioning Flight Department personnel within the corporation as a whole and an established process for managing them.

Included within day-to-day management is ongoing liaison with the local FAA Flight Standards District Office (FSDO). It is essential to develop from the onset good avenues of communications with the FAA specialists assigned to track the Flight Department, well before the company needs their support in issuing Letters of Authorization or (heaven forbid) there is any form of enforcement action.

Describing how the Flight Department Manager addresses such communications with the FAA adds assurance that the company’s investment in Business Aviation will be handled properly.

Budgets and Cost Accounting

Top management places considerable attention on numbers, especially when money is concerned. Thus within the Management Section of the Business Plan, the FDM needs to present a clear description of how budgets will be established and managed, including when annual budgets will be presented, who will approve them, and how sources and uses of funds will be documented.

The process to be followed must be described, and company resources available to the Flight Department (such as liaison with accounting personnel at headquarters, use of accounting software and application of existing tracking systems designed to assist top management in governance) should be identified.

Furthermore, tracking expenses must be ongoing. Just as pilots maintain ongoing positional awareness, FDMs need to maintain financial awareness of the department’s health. Only the management tools previously developed and in place are available when a crisis arises. The time to establish friends and access to specialists at Headquarters is before the need arises.

Describing a departmental structure that facilities ongoing integration with other corporate business units such as Accounting is essential.

Flight Departments exist to move people and priority items. In a world of unlimited resources, everyone and everything in need of movement by company aircraft would be accommodated. But resources are always limited, thus the Flight Department Manager always deals with that reality. A credible business plan addresses the ever-present departmental challenge of schedul-

ing, typically by establishing a system of passenger priority.

Who can authorize a trip is specified, a means for resolving competing trip requests is established, a procedure for scheduling is set (typically through the office of the CEO or company travel department, or possibly through direct communication with the Flight Department), and a means for documenting trip outcomes is defined.

It is essential to incorporate a means for recording the outcome of each trip in the company aircraft, possibly following the concept presented by David Wyndham in his October 2015 article entitled ‘MOVE Documentation: A System to Capture Business Aviation’s Value & Efficiency’ (page 64).

A Flight Department delivers value by moving the right person to the right place at the right time. Such value should be documented for each flight, thereby accounting for the benefits the corporation receives from its investment in Business Aviation.

Measures of Aircraft Availability

The time the aircraft should be available to fly compared with the time it is out-of-service (unavailable) due to repairs, inspections, servicing, etc. is grist for the FDM's mill. The terms ‘incommission’ and ‘out-of-commission’ are frequently used in the industry to reflect the aircraft’s status. Some aviation operations, however, use ‘aircraft availability’ to denote in-commission status and ‘dispatch reliability’ to denote an in-commission aircraft that fails to launch due to an anomaly discovered (typically by the flight crew during start-up) after the aircraft has been deemed available by the Lead Mechanic.

These terms provide metrics for measuring the Flight Department's efficiency. The FDM must consider the variables that can impact the data such as unscheduled component failures, discrepancies found during inspections, delays due to parts shortage, etc. Such metrics should be obtained and tracked as a basic aspect of departmental day-in-day-out management (see ‘Cost Accounting for Business Aviation’ by David Wyndham (page 64) in this issue of AvBuyer).

Creating Credibility

The basic purpose of a Flight Department Business Plan is two-fold: 1. Convincing the person (the entrepreneur or CEO) or the Board of Directors that Business Aviation addresses unique transportation needs of the corporation, thereby generating productivity and value for shareholders and stakeholders that could not be otherwise obtained; and 2. Providing a high level of certainty that a company Flight Department operating the firm’s business aircraft will be well managed.

Articulating how the Flight Department will be structured and managed is essential to achieving that credibility. ❚ Are you looking for more articles on Flight Department Management?

Visit www.avbuyer.com/articles/flight-department-management/

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

Advertising Enquiries see Page 4

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BUSINESS AVIATION INTELLIGENCE

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Safety 1 Dec15.qxp_Finance 17/11/2015 11:09 Page 1

FLIGHT DEPARTMENT ❚ SAFETY

Chartering a Business Aircraft?

Assessing an Operator’s Safety Culture

To reflect on the importance of safety culture in aircraft charter, Mario Pierobon recalls the circumstances surrounding a tragic accident involving a hired helicopter and poor visibility.

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Aircraft Index see Page 161

Safety 1 Dec15.qxp_Finance 17/11/2015 11:14 Page 2

O

n 16 January 2013 an Agusta A109E helicopter departed Redhill Aerodrome (South of London) for Elstree (Northwest of London) to collect a charter client who booked a flight to the north of England. Over Central London, before arriving at Elstree, the Agusta collided with a construction crane and crashed into a street near Vauxhall Bridge in conditions of reduced meteorological visibility. The pilot, who was the aircraft’s sole occupant, and a pedestrian near the crane were fatally injured when the helicopter impacted a building and adjacent roadway.

According to the accident report by the UK Air Accident Investigation Branch (AAIB report 3/2014), the pilot knew before the flight that there was fog at Elstree. In a telephone conversation with a colleague he said he was going to cancel the flight because of the weather despite feeling under pressure to accept the charter.

Later the pilot told another person that he intended to fly over Elstree to check the weather, after which he sent a text to the client saying that he would be “coming anyway - will land in a field if I have to”. The client responded that the pilot should not take-off until he (the client) had reached Elstree and observed the weather, a piece of advice that went unheeded.

Pressure to Perform

After departing Redhill, the pilot elected to divert to London Heliport, possibly to position his aircraft closer to the client’s pick-up point while waiting for more favourable weather conditions. Commercial pressure likely had an influence with regard to the pilot’s decision to divert to the London Heliport: “The flying time from Redhill Aerodrome to London Heliport is short, so the operational advantage of waiting at the heliport rather than the aerodrome is not obvious. The pilot might have thought that the client intended to drive to the heliport and that to position the helicopter there in advance of the client’s arrival would be advantageous from a commercial perspective. This seemed likely given that the pilot appeared to decide to divert to the heliport immediately after he learned from the client that it was open”, reads the accident report.

The fact that the pilot continued with his intention to land at the London Heliport despite being unable to remain clear of cloud was indeed identified as a contributory factor during the investigation.

The Vauxhall Bridge helicopter crash provides a case study for questions that a broker, or a flight department looking for supplemental lift, should ask a charter operator to ensure a successful outcome.

How can a client be confident that the provider of private air transportation actively seeks to enhance and maintain safety standards and does not just provide lip service to safety? In particular, what safety practices best indicate how the operator deals with Advertising Enquiries see Page 4

commercial pressures. In other words, what is the charter provider’s safety culture?

Measuring Safety Culture

Safety culture is a very soft component of an organization. It is an intellectual artefact; it is not something that exists per se. It is therefore not immediately obvious how one assesses a safety culture.

In the science of safety there is a noticeable wealth of literature on safety culture and on ways of assessing it. The methods available from the literature normally require surveys or questionnaires.

These may not be practical solutions when dealing with smaller organizations, and those performing the assessments may not have the technical expertise to use more sophisticated tools.

A more down-to-earth mechanism for assessing safety culture is to conduct a traditional, yet perhaps less formal, organizational audit. The audit needs to be purposely developed and include the verification of specific practices that reveal the existence of a healthy safety culture.

Consider whether the operator is indeed ‘proactive’ or conducts only the bare, regulatory, minimum. Is there evidence in the training records that employees undergo more training courses than required and that recurrent training frequency is higher than the regulatory minimum? Does the operator implement non-mandatory as well as mandatory service bulletins? Are operations manuals thoroughly customized? Is operational documentation developed to facilitate its consultation by end-users or just to show compliance?

Another factor to look at is the composition of the operator’s safety database. Does the operator have a number of reports that support implementation of the company’s safety management system (SMS)?

Do reports highlight mostly external threats or do they address internal weaknesses as well? Do employees openly report their own errors?

Another important feature is human resource management. This dimension may be assessed by talking directly to Operations Managers to get a feeling for how employees are treated and empowered. Does the Operations Manager show a listening attitude when speaking with associates?

Does the manager claim to be the “smartest person in the room” or are the contributions of others recognized? And with specific reference to the case study presented herein, how does the organization deal with commercial pressures?

A thorough audit of organizational safety reveals much about the service a client will receive, particularly regarding safety. Time may be required, and a comprehensive approach to safety never involves cutting corners or selecting a provider solely on the basis of price.

If you want professionalism you normally have to pay for it. A long-term sustainable relationship is always better than a short-sighted gain! ❚ www.AVBUYER.com

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

“Consider whether the operator is indeed ‘proactive’ or conducts only the bare, regulatory, minimum”

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Values Intro.qxp_Finance 17/11/2015 12:43 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

Turboprops Give More...

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

W

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin.

In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed.

Another advantage offered by many turboprops is the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market.

Today’s turboprops offer a broad range of turbine performance, propeller cost-effectiveness (some with at - or near to - Light jet cruise performance capabilities) with cabin and cockpit accoutrements that rival the best of the fanjet strata. And on trips of up to 300 nautical miles, the difference in travel time between a jet and a turboprop is negligible.

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans 106

AVBUYER MAGAZINE – December 2015

model years from 1996 through Fall 2015 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Piper Meridian 500TP reported in the Fall 2015 edition of the Bluebook shows US$1.45m for a 2010 model, US$1.325m for a 2009 model, and so forth. Aircraft are listed alphabetically.

Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turboprops can be referred to, beginning on page 110 of this issue. ! www.AVBUYER.com

Aircraft Index see Page 161

Jeteffect Inventory December.qxp 19/11/2015 14:54 Page 1

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Year

Model

Serial No.

1990

Challenger 601-3A

5066

1991

Challenger 601-3A/ER

5086

2002

Challenger 604

5549

1997

Challenger 604

5349

2008

Challenger 605

5754

1996

Citation X

750-0011

2006

Global 5000

9176

1987

Gulfstream GIV

1008

2002

Gulfstream GIVSP

1495

1993

Gulfstream GIVSP

1192

1999

Gulfstream GV

576

2009

Gulfstream G150

255

2008

Gulfstream G150

266

2009

Gulfstream G450

4148

2010

Gulfstream G450

4188

2012

Gulfstream G450

4235

2010

Gulfstream G550

5255

1998

Learjet 31A

165

2005

Learjet 40XR

45-2028

2000

Learjet 45

079

2005

Learjet 45XR

282

2001

Learjet 60

211

2011

Phenom 100

50000223

2015

Phenom 300

50500216

2010

Bell 427

56080

Retail Values.qxp_RPG 17/11/2015 16:33 Page 1

FLIGHT DEPARTMENT ❚ RETAIL PRICE GUIDE

Turboprops Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

7.445

6.0

5.0

4.7

4.4

6.1

4.6

3.9

3.7

3.5

3.4

3.3 3.3

3.1

2.3

2.2

2.1

2009 US$M

2008 US$M

2007 US$M

2006 US$M

BEECH KING AIRS KING AIR 350I

4.0

KING AIR 350 KING AIR 250

3.6

KING AIR B200 KING AIR B200GT KING AIR C90GTX

3.892

3.0

2.4

KING AIR C90GTi

3.4

2.9

2.7

2.0

1.9

KING AIR C90GT

3.3

3.2

2.6

2.5

1.7

1.6

1.375

1.3

1.350

1.3

KING AIR C90SE KING AIR C90B

CESSNA CARAVANS 208 GR. CAR- EX

2.479

2.4

2.3

208 GR. CAR-675/G1000

2.162

2.1

2.050

2.48

2.3

2.0

1.925

1.775

1.675

1.575

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

1.475 1.425

208B SUP. C/MASTER/G1000

1.850

1.750

1.650

1.550

1.825

1.725

1.625

1.525

208B SUP. C/MASTER

1.450 1.4

208 CAR-675/G1000

2.0

208 CAR-675

1.425 1,325

1,275

1,225

208 CAR

PIAGGIO AVANTI - P180

7.195

6.0

5.0

4.5

3.7

3.4

3.0

2.4

PILATUS PC-12/47E NG

4.712

4.3

4.0

3.7

3.5

3.3

3.1

2.8

PILATUS PC-12/47

2.3

2.2

2.6

2.5

2.4

1.210

1.125

1.060

2.2

1.9

1.8

PILATUS PC-12/45 PIPER MERIDIAN M600

2.825

PIPER MERIDIAN-PA46-500TP

2.220

1.850

1.750

1.625

1.525

1.450

1.325

QUEST KODIAK-100

2.017

1.7

1.5

1.3

1.2

1.1

1.0

SOCATA TBM 900

3.798

3.3 2.8

2.6

2.5

2.4

2.3

SOCATA TBM 850 SOCATA TBM 700C2/EFIS

1.675

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

108

AVBUYER MAGAZINE – December 2015

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Aircraft Index see Page 161

Retail Values.qxp_RPG 17/11/2015 13:04 Page 2

RETAIL PRICE GUIDE ❚ FLIGHT DEPARTMENT

What your money buys today

FALL 2015 2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

YEAR OF MANUFACTURE $ MODEL BEECH KING AIRS KING AIR 350I

3.1

3.0

2.7

2.6

2.5

2.4

2.3

2.2

2.1

2.0

KING AIR 350

2.4

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

KING AIR B200

KING AIR 250 KING AIR B200GT KING AIR C90GTX KING AIR C90GTi KING AIR C90GT 1.550

1.500

1.450

1.4

1.350

0.9

0.850

0.825

0.8

0.775

1.3

1.250

1.2

1.150

1.1

KING AIR C90SE KING AIR C90B

CESSNA CARAVANS 208 GR. CAR- EX 208 GR. CAR-675/G1000 1.175

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

0.850

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

1.25

1.2

1.150

1.1

1.050

1.0

0.950

0.925

0.900

0.875

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

1.125

1.1

1.050

1.0

0.950

208 CAR-675 0.900

2.125

2.050

1.975

1.900

1.825

0.875

1.750

0.850

0.825

1.675

1.6

0.800

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

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

1.5

1.4

PILATUS PC-12/45 PIPER MERIDIAN M600

0.975

0.900

0.850

0.775

0.700

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

1.625

1.575

1.525

SOCATA TBM 700C2/EFIS 1.475

1.425

1.375

1.325

SOCATA TBM 700B/EFIS 1.275

1.225

SOCATA TBM 700/EFIS 1.2

SOCATA TBM 700

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

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December 2015 – AVBUYER MAGAZINE

109

ACSpecs IntroJuly.qxp_AC Specs Intronov06 17/11/2015 15:03 Page 1

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

Aircraft Performance & Specifications

T

he AvBuyer Magazine Guide to Aircraft Performance and Technical Specification Data is updated by Conklin & de Decker on a regular basis. The Guide is much more comprehensive and informative, providing more aircraft types and models and including variable cost numbers for all models.

This month’s category of aircraft - Turboprops – appears overleaf, to be followed by Ultra Long Range & Large 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.

Tel: +44 (0) 20 8391 6770; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

Description of Cost Elements The following describes the content of each cost element used in The Aircraft Cost Evaluator. There are no sales taxes included in these costs.

VARIABLE COST PER HOUR Includes fuel, maintenance reserves for routine maintenance, engine/ propeller/APU reserves, and miscellaneous expenses.

Specifications - General CABIN DIMENSIONS Cabin Height, Width, and Length are based on a completed interior.

On “cabin-class” aircraft, the length is measured from the cockpit divider to the aft pressure bulkhead (or aft cabin bulkhead if unpressurized). For small cabin aircraft, the distance is from the cockpit firewall to the aft bulkhead.

Height and width are the maximum within that

110

AVBUYER MAGAZINE – December 2015

Turboprops

cabin space. Cabin Volume is the interior volume, with headliner in place, without chairs or other furnishings. Cabin Door Height and Width are the measurements of the main passenger cabin entry door.

BAGGAGE Internal baggage volume is the baggage volume that is accessible in flight by the passenger. This amount may vary with the interior layout. External baggage volume is the baggage volume not accessible in flight (nacelle lockers, etc.).

CREW SEATS/SEATS EXECUTIVE This is the typical crew and passenger seating commonly used on the aircraft. This is not the maximum certificated seats of the aircraft. These numbers may vary for different operations (Corporate, Commercial, EMS, etc.).

Weights: • Maximum Take-Off Weight and Maximum Landing Weight are specified during aircraft certification.

• Basic Operating Weight is the empty weight, typically equipped, plus unusable fuel and liquids, flight crew @ 200 pounds each and their supplies.

• Useable fuel is the useable fuel in gallons x 6.7 pounds per gallon (Jet fuel) or 6 pounds per gallon (AVGAS).

• Payload with Full Fuel is the useful load minus the useable fuel. The useful load is based on the maximum ramp weight minus the basic operating weight.

• Maximum Payload is the maximum zero fuel weight minus the basic operating weight.

Specifications Performance Range: • Range - Seats Full is the maximum IFR range of the aircraft with all passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• Ferry Range - is the maximum IFR range of the aircraft with the maximum fuel on board and no passenger seats occupied.

This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

• VFR Range - Seats Full is the maximum 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 161

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111

AircraftPer&SpecDEC15.qxp_PerfspecDecember06 17/11/2015 15:13 Page 1

BEE CHC RAF T KI NG AIR B20 0 BEE CHC RAF T KI NG AIR 250

BEE CHC RAF T KI NG AIR C90 GT BEE CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTX BEE CHC RAF T KI NG AIR C90 SE NEX TAN T AE ROS PAC E G9 0XT

TURBOPROPS

BEE CHC RAF T KI NG AIR C90 B

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$1,066.54

$1,218.46

$1,202.70

$1,189.64

$1,096.73

$866.04

$1,326.30

$1,460.08

CABIN HEIGHT FT.

4.8

4.8

4.8

4.8

4.8

4.8

4.8

4.8

CABIN WIDTH FT.

4.5

4.5

4.5

4.5

4.5

4.5

4.5

4.5

CABIN LENGTH FT.

12.4

12.4

12.4

12.4

12.4

12.4

16.7

16.7

CABIN VOLUME CU.FT.

218

218

218

218

218

218

303

303

DOOR HEIGHT FT.

4.3

4.3

4.3

4.3

4.3

4.3

4.3

4.3

DOOR WIDTH FT.

2.25

2.25

2.25

2.25

2.25

2.25

2.25

2.23

BAGGAGE VOL. INT. CU.FT.

48

48

48

48

48

54

54

55

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

5

5

5

5

5

5

6

7

MTOW LBS

10100

10100

10100

10485

10100

10500

12500

12500

MLW LBS

9600

9600

9600

9700

9600

9700

12500

12500

B.O.W. W/CREW LBS

7210

7200

7200

7235

6625

7235

8820

8780

USEABLE FUEL LBS

2573

2573

2573

2573

2573

2573

3645

3645

PAYLOAD WITH FULL FUEL LBS

377

387

387

737

902

752

125

165

MAX. PAYLOAD LBS

2950

2306

2306

2143

3205

2143

2180

2220

RANGE - SEATS FULL N.M.

640

-

-

903

640

-

920

636

MAX. RANGE N.M.

828

869

869

1061

-

-

1164

1051

BALANCED FIELD LENGTH FT.

4519

4519

4519

3888

4519

-

5300

3925

LANDING DIST. (FACTORED) FT.

3692

4007

4007

4002

3692

-

4417

4625

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

2010

1953

1953

1953

2000

-

2448

2437

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

495

474

474

474

554

-

745

682

MAX. CRUISE SPEED KTAS

250

270

270

274

250

-

290

310

NORMAL CRUISE SPEED KTAS

234

-

-

274

234

-

283

301

L/RANGE CRUISE SPEED KTAS

195

206

206

204

195

-

226

232

2

2

2

2

2

2

2

2

PT6A-21

PT6A-135A

PT6A-135A

PT6A-135A

PT6A-21

H80

PT6A-42

PT6A-52

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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.

112

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Aircraft Index see Page 161

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AircraftPer&SpecDEC15.qxp_PerfspecDecember06 17/11/2015 15:13 Page 2

CES SNA 208 B GR AND CAR AVA N CES SNA 208 B GR AND CAR AVA N EX DAH ERSOC ATA TBM 700 C2 DAH ERSOC ATA TBM 850

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

TURBOPROPS

BEE CHC RAF T KI NG AIR 350

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

$1,472.59

$1,469.30

$1,485.11

$621.35

$628.85

$676.22

$757.25

$871.13

CABIN HEIGHT FT.

4.8

4.8

4.8

4.5

4.5

4.5

4.1

4.1

CABIN WIDTH FT.

4.5

4.5

4.5

5.3

5.3

5.3

4

4

CABIN LENGTH FT.

19.2

19.2

19.5

12.75

16.75

16.75

10

10

CABIN VOLUME CU.FT.

344

344

344

271

352

352

143

143

DOOR HEIGHT FT.

4.3

4.3

4.3

4.2

4.2

4.2

3.9

3.9

DOOR WIDTH FT.

2.25

2.25

2.23

4.08

4.08

4.08

3.5

3.5

BAGGAGE VOL. INT. CU.FT.

56

56

55

32

32

32

30

30

BAGGAGE VOL. EXT. CU.FT.

16

16

-

-

-

-

5.9

5.9

CREW #

2

2

2

1

1

1

1

1

SEATS - EXECUTIVE #

8

8

8

9

9

9

5

5

MTOW LBS

15000

15000

16500

8000

8750

8807

7394

7394

MLW LBS

15000

15000

15675

7800

8500

8500

7024

7024

B.O.W. W/CREW LBS

9885

10000

10585

4940

5270

5305

4889

4780

USEABLE FUEL LBS

3611

3611

5192

2224

2224

2247

1887

1956

PAYLOAD WITH FULL FUEL LBS

1604

1489

823

871

1291

1290

654

694

MAX. PAYLOAD LBS

2615

2500

2415

2860

3230

3195

1143

1252

RANGE - SEATS FULL N.M.

1440

1440

1635

325

529

494

1000

967

MAX. RANGE N.M.

1535

1535

2238

831

786

738

1024

1171

BALANCED FIELD LENGTH FT.

3300

3300

5105

2055

2420

2742

3100

3110

LANDING DIST. (FACTORED) FT.

4140

4143

4770

2508

2625

2800

3750

3750

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

2700

2700

2400

1234

975

1331

1570

2005

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

622

622

337

-

-

-

-

-

MAX. CRUISE SPEED KTAS

320

320

303

186

184

194

292

320

NORMAL CRUISE SPEED KTAS

310

310

265

175

182

187

290

316

L/RANGE CRUISE SPEED KTAS

234

234

238

147

156

162

255

255

2

2

2

1

1

1

1

1

PT6A-60A

PT6A-60A

PT6A-60A

PT6A-114A

PT6A-114A

PT6A-140

PT6A-64

PT6A-66D

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.

114

AVBUYER MAGAZINE – December 2015

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!

Reed Aviation December.qxp_Layout 1 18/11/2015 11:40 Page 1

AircraftPer&SpecDEC15.qxp_PerfspecDecember06 17/11/2015 15:14 Page 3

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM ERID IAN PA

$827.13

$1,587.91

$1,441.65

$926.76

$915.86

$601.18

$598.86

CABIN HEIGHT FT.

4.1

5.8

5.8

4.75

4.83

3.9

4.5

CABIN WIDTH FT.

4

6.1

6.1

5

5

4.2

4.8

CABIN LENGTH FT.

10

14.9

17.5

16.9

16.92

12.3

15.5

CABIN VOLUME CU.FT.

143

393

393

356

356

106

248

DOOR HEIGHT FT.

3.9

4.4

4.4

4.5

4.42

3.8

4.1

DOOR WIDTH FT.

3.5

2

2

2

2

2

4.1

BAGGAGE VOL. INT. CU.FT.

30

16

16

34

40

20

38

BAGGAGE VOL. EXT. CU.FT.

5.9

44.15

44.15

-

-

-

-

CREW #

1

2

2

1

1

1

1

SEATS - EXECUTIVE #

5

6

6

7

7

5

5

MTOW LBS

7394

11550

12100

10450

10450

5092

7255

MLW LBS

7024

10945

11500

9920

9921

4850

6690

B.O.W. W/CREW LBS

4829

8000

8500

6565

6782

3663

3975

USEABLE FUEL LBS

1956

2802

2802

2704

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

645

798

848

1226

1009

331

1220

MAX. PAYLOAD LBS

1203

1800

1300

2475

2257

1187

2515

RANGE - SEATS FULL N.M.

989

980

752

1340

1309

489

524

-

1300

1296

1604

1638

-

845

BALANCED FIELD LENGTH FT.

2823

3100

3500

2450

2450

2000

1720

LANDING DIST. (FACTORED) FT.

3750

4550

4417

2783

2783

1950

1933

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

2005

2950

2600

1680

1920

1556

1338

-

756

680

-

-

-

-

MAX. CRUISE SPEED KTAS

324

390

363

261

280

267

180

NORMAL CRUISE SPEED KTAS

318

354

346

261

268

262

154

L/RANGE CRUISE SPEED KTAS

252

310

314

209

209

225

133

1

2

2

1

1

1

1

PT6A-66D

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

MAX. RANGE N.M.

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

ENGINES # ENGINE MODEL

-12 PILA TUS PC

TURBOPROPS

-12 NG PILA TUS PC

PIAG GIO AVA NTI P18 0 II

PIAG GIO AVA NTI P18 0

DAH ERSOC ATA TBM 900

FLIGHT DEPARTMENT ❚ SPECIFICATIONS

❚

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.

116

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Aircraft Index see Page 161

SCA December.qxp_Layout 1 16/11/2015 16:18 Page 1

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AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 12:31 Page 1

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Cessna Citation III

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular used business jets for the purpose of valuing the Cessna Citation lll. A 1991 Citation lll has a list price of approx $1m...

O 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

118

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for the Citation lll within a study field that includes the Learjet 55/55B/55C.

Brief History

The Citation lll model represented several milestones in Cessna’s Citation program. This jet was Cessna's entry into the high speed, mid-size corporate jet market. It was also the first Citation model to utilize Garrett (now Honeywell) engines as opposed to P&WC. Introduction of the Citation III also brought a departure from the original structural design of all previous models, offering an entirely new fuselage mated to a supercritical swept wing and a T-Tail empennage.

Today, there are 179 wholly-owned Citation lll aircraft in operation worldwide and an additional eight

AVBUYER MAGAZINE – December 2015

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Citation llls in shared-ownership for a total of 187 units globally. Six - 3.2% of the in operation fleet - are leased, according to JETNET. By continent, North America boasts the largest fleet percentage (81%) followed by South America (10%), for a combined total of 91%.

Payload & Range

The data contained in Table A (overleaf) are published in the B&CA, May 2015 issue, but are also sourced from Conklin & de Decker. The Citation lll ‘Available Payload with Maximum Fuel’ at 1,071 pounds is less than the Learjet 55/55B (2,495 lbs) and Learjet 55C (1,788 lbs) of payload capability.

Table A also shows the fuel usage of each aircraft.

The Learjet 55 is the most frugal at 227 Gallons/Hour (GPH) while the Citation lll (248 GPH) burns the most, according to Aircraft Cost Calculator.

Aircraft Index see Page 161

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LEAS Single December.qxp_LEAS 19/11/2015 12:48 Page 1

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2004 Falcon 900EX EASy s/n 137 12 pax Engines/APU-MSP Gold, New P&I 2014, Enhanced EASy II Avionics & Navs, Syn.Vision, Wi-Fi, ADS-B Out, TCAS 7.1

2009 Hawker 900XP s/n HA-0108 8 pax+belted lav On Hawker Support Plus, Engines/APU on MSP, Paperless Cockpit (2 Servers), Worldwide Weather w/ACARS, Solid State FDR, One Owner

1997 Gulfstream V s/n 504 15 pax

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1996 Gulfstream IVSP s/n 1286 13 pax On Corp. Care, On HAPP, -150 APU, ATG4000 Wi-Fi, ADS-B Out, TCAS 7.1, Dual FMS w/5.2, HUD, Part 135

1995 Gulfstream IVSP s/n 1262 13 pax On Corp. Care, HAPP, ATG4000 Wi-Fi, APU Encl.Vent Mod., Part 135, 24,72 Mo. 12/2012, 48,60,96,120 Mo. 2/2011

1994 Gulfstream IVSP s/n 1236 16 pax Low Time, Eligible Corp. Care 475 Hrs TSOH, ATG4000 Wi-Fi, ADS-B Out, SBAS/LPV Approach, -150 APU Upgrade

2007 Sikorsky S-76C++ s/n 760695 8 pax

Eligible Corp. Care, Sat. TV, Hnywl HD710 Multi ch. Satcom, Very Low Time, Stunning VIP Interior, Emergency Flotation Wi-Fi, Swift Data,True North Phone,TCAS 7.1 ADS-B Out, Sys., Avionics on HAPP, Excellent Dispatch Reliability, One Owner, Always Hangared 24,48 Mo. 5/2014 L E A D I N G E D G E AV I AT I O N S O L U T I O N S , L L C W W W. L E A S . C O M

AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 12:32 Page 2

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Cabin Cross-Sections

Table A - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Citation III

22,000

7,329

248

1,600

1,071

1,938

1,726

Learjet 55/55B

21,500

6,705

227

2,450

2,495

1,960

1,823

Learjet 55C

21,000

6,690

227

1,978

1,788

1,960

1,823

Model

Max Fuel Range (nm)

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

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

Chart A - Cabin Cross-Sections

Range Comparison

As depicted by Chart B (bottom, left) and using Witchita, Kansas as the origin point, the Citation lll shows less range coverage than the Learjet 55 series, with both reaching all of the lower 48 states, Canada and Mexico nonstop, per Aircraft Cost Calculator (ACC).

Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

Source: UPCAST JETBOOK

Chart B - Range Comparison Cessna Citation III Bombardier Learjet 55/55B

According to Conklin & de Decker, the Citation lll cabin volume is 422 cu. ft. and its cabin length is 18.4 ft. The Learjet 55 series is smaller in cabin volume at 403 cu. ft. and shorter in length (16.7 ft). Another notable difference between the two aircraft is the step-down in the aisle for the Citation lll compared to a flat floor of the Learjet 55 series.

Chart A (left), courtesy of UPCAST JETBOOK, shows the side-by-side cross-section comparisons.

Powerplant Details

As mentioned previously, the Citation lll is powered by two Honeywell TFE 731-3B engines with a thrust rating of 3,650 lbst each. The Learjet 55 series is also powered by Honeywell - two TFE 731-3AR engines, each offering slightly more output with a rating of 3,700 lbst.

1725.750 Nm 1823.250 Nm

Cost Per Mile

Source: Aircraft Cost Calculator

120

AVBUYER MAGAZINE – December 2015 S

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Using data published in the May 2015 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 Aircraft Index see Page 161

AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 16:37 Page 3

Chart C - Cost Per Mile

this source does not represent an average price for the year.

Chart C (top, right) details ‘Cost per Mile’ and compares the Citation lll to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Citation lll shows the highest cost per nautical mile at $5.12 compared to $4.52 for the Learjet 55/55B and $4.58 for the Learjet 55C.

US $ per nautical mile $0.00

$4.00

$2.00

Q $5.14 Q $4.58 Q Q $4.52

Citation III Learjet 55C Learjet 55/55B

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Citation lll computes at $2,161 per hour, which is 7.7% more than the Learjet 55C ($2,007) and 15.8% more than the Learjet 55/55B ($1,866).

* 1,000nm Mission costs, 800lbs Payload

Chart D - Variable Cost

US $ per hour

Aircraft Comparison Table

$500

Table C (bottom, right) contains the pre-owned prices from Vref Pricing Guide for a 1986 model of each aircraft (and a 1990 model of the Learjet 55C). The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The Citation lll currently has 16% of its fleet ‘For Sale’ while the Learjet 55/55B has 17% for sale. However, Learjet 55C has a highest percentage ‘For Sale’ at 30.8% of the fleet. The average number of used transactions (sold) per month for the Citation lll is higher at 3.8 per month than the Learjet 55/55B at 2.3 per month.

Citation III Learjet 55C Learjet 55/55B

Advertising Enquiries see Page 4

$

$2,000

Q $2,161 Q $2,007 $1,866

Table C - Comparison Tables Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Used Vref Price US$m $m1986

In-Operation

% For Sale

New & Pre-owned Sold*

Citation III GV Gulfstream

418 459

422 1595

1,726 5,416

$16.5 $.75‘02

187 191

16% 12.0%

3.8 20

Learjet 55/55B Falcon 7X

420 459

403 1506

5,000 1,823

$25.0 $.925‘07

111/7 236

17% 9.3%

2.3 36

Learjet 55C

420

403

1,823

$1.225 ‘90

13

30.8%

NC

Model

Depreciation Schedule

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

$1,500

$1,000

Avg Pre-owned Full Sales Transactions in the past 12 months; Source: JETNET Data courtesy of Conklin & de Decker; JETNET; Vref

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121

AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 16:39 Page 4

FLIGHT DEPARTMENT ❚ AIRCRAFT COMPARATIVE

Table D - MACRS Depreciation Schedule

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 (bottom, left) depicts an example of using the MACRS schedule for a 1991 Citation lll aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a used retail value of $1 million, per Vref Pricing guide.

MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

Source: NBAA

Table E - Part 91 & 135 MACRS Schedule 1991 CITATION III - PRIVATE (PART 91) Full Retail Price - Million Year

$1.0 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$0.2

0.3

0.2

0.1

0.1

0.1

Depreciation Value ($M)

$0.8

0.5

0.3

0.2

0.1

0

Cum. Depreciation ($M)

$0.2

0.5

0.7

0.8

0.9

1.0

Full Retail Price - Million

$1.0

Rate (%)

1991 CITATION III - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$0.14

0.24

0.17

0.12

0.09

0.09

0.09

0.04

Depreciation Value ($M)

$0.86

0.61

0.44

0.31

0.22

0.13

0.04

0.00

Cum. Depreciation ($M)

$0.1

0.4

0.6

0.7

0.8

0.9

1.0

1.0

Rate (%)

Source: Vref

Asking Prices vs Age, Quantity & Engines

Chart E (top, right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Citation lll, including the Learjet 55 series aircraft.

The current pre-owned market for the Citation lll aircraft shows a total of 29 aircraft ‘For Sale’ with 10 displaying an asking price, thus we have plotted them.

We also added other preowned business jets in our study group with asking prices ranging from $0.7m to $1.225m. 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 the used Citation lll responds to at least four features: Years, Altitude, Quantity, and Price. The maximum flight ceiling is 51,000 ft. for all the aircraft in this study.

Productivity Comparisons

few years of the applicable recovery period (see Table D, above).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In

122

AVBUYER MAGAZINE – December 2015

most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part

135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business-use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovery period. There are certain uses

www.AVBUYER.com

The points in Chart F (bottom, 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.

Aircraft Index see Page 161

AirCompAnalysis Dec15.qxp_ACAn 17/11/2015 12:34 Page 5

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 Citation lll displays a reasonable measure of productivity.

Popular attributes of the Citation lll are a larger cabin volume compared to the Learjet 55 series and lower acquisition cost on the used aircraft market.

However, costs per mile and per hour are higher for the Citation lll, and it has less payload capability and range than possible competitors on the pre-owned market. Upgrade and modification programs exist to help improve some of these elements, but operators should weigh their mission requirements and budgets precisely when picking the option that is the best for them.

Chart E - Value & Demand

A Study of Pre-owned Citation III Compared to the Learjet 55, 55B, 55C Business Jets.

The Market for Used Cessna Citation IIIs (Blue Cubes) Relative to Used Learjet 55/55Bs (Pink Spheres), and Used Learjet 55Cs (Green Octahedrons)

Summary

The red line is very well correlated with an adjusted R2 of 95.3%.

Chart F - Productivity $2.0

Price (Millions)

Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value. There are other qualities such as airport performance, terminal area performance, and time to climb that might factor in a buying decision, however.

The Citation lll continues to prove popular today. Operators exploring the market for preowed aircraft should find the preceding comparison useful.

Our expectations are that the Citation lll, which started delivering in 1983 and ended production in 1991, will continue to do well in the pre-owned markets for the foreseeable future. â?š

$1.6 $1.2 $0.8

1986 Citation III

Learjet 55C 55B 55

$0.4 $0.0 0.2500

0.2000

0.3000

0.3500

0.4000

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

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere on pc, smartphone and tablet.

Advertising Enquiries see Page 4

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Asian Sky December.qxp 17/11/2015 15:50 Page 1

S H O W C A S E

2004 Beechcraft King Air 350 Serial Number: Airframe TT: Landings:

FL-393 3,584 2,392

Aircraft Highlights • Fresh Engine & Prop Overhauls • Raisbeck Dual Aft Body Strakes & Nacelle Wing Lockers • Elliott Quiet Cabin Package • New Hartzell Props in 2009 • Enrolled on JSSI • RVSM Capable Engines / Props • Engines Model: Pratt & Whitney PT6A-60A Engine 1 and 2: • SN: PCE-PK0543 • SN: PCE-PK0541 • Total Hours Since New: 3,537

• Total Hours Since Overhaul: 0 • Total Cycles Since New: 2,348 Prop Model: Hartzell 4 Blade HC-B4MP-3C • Left Prop SN: FWA4648 • Right Prop SN: FWA4653 • Total 3,584 Hours Since New • Total 197 Hours Since Overhaul Avionics • Collins Pro Line 21 Avionics • 3-Tube EFIS w/AFD-3010 • Collins FGC-3000 IFCS Auto Pilot / Flight Director • Collins VHF-4000 COMMS w/8.33 spacing • Collins NAV-4500 & NAV-4000 NAVS • Collins NAV-4000 ADF • Collins DME-4000 DME • Collins TDR-94 Mode S Transponders • Collins FMS-3000 FMS

$2.85M USD Features/Options • Raisbeck Dual Aft Body Strakes & Nacelle Wing Lockers • Elliott Quiet Cabin Package • 77 Cubic Foot Baggage Compartment Interior Like new nine (9) passenger executive interior featuring the Elliott Quiet Cabin package. The cabin area offers a double club configuration with pull out executive tables, cup holders and drop down inboard armrests at each seat; providing maximum comfort for the passengers. All seating is completed in well-appointed light gray colored leather, the cabinetry has a medium toned high gloss finish which effortlessly accents the silver colored plating Exterior Overall Matterhorn w/ Scarlet & Gray Accent Striping.

Paint by Elliott Aviation October 2006

4.2M USD for the two / Best Offer

1998 Beechcraft King Air 350 Serial Number: Airframe TT: Landings: Aircraft Highlights • Winglets • Raisbeck Dual Aft Body Strakes • Fresh Prop Overhauls • One Owner Since New Engines / Props Pratt & Whitney PT6A-60A Engine 1: • Serial Number: PCE-PK0118 • Total Hours Since New: 6,219 • Total Cycles Since New: 4,899 • Total Hours Since Overhaul: 2,634 • Total Cycles Since Overhaul: 2,059 Engine 2:

FL-196 6,172 4,165

• Serial Number: PCE-PK0119 • Total Hours Since New: 6,221 • Total Cycles Since New: 4,900 • Total Hours Since Overhaul: 2,635 • Total Cycles Since Overhaul: 2,060 Props Hartzell 4 Blade HC-B4MP-3C Prop 1: • Serial Number: FWA4589 • Total Hours Since New: 6102 • Total Hours Since Overhaul: 0 Prop 2: • Serial Number: FWA2417 • Total Hours Since New: 6172 • Total Hours Since Overhaul: 570 Avionics • Collins APS-65J / Pro Line II Avionics • Collins APS-65J Autopilot

Asian Sky Group Suite 3905, Far East Finance Centre 16 Harcourt Road Admiralty, Hong Kong Advertising Enquiries see Page 4

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$1.55M USD • Collins APS-65J Flight Director • Collins EHSI-74 (Co-Pilot) • Collins EFIS-85 3-Tube EFIS • Dual Collins VHF-22A Comms • Dual Collins VIR-32 NAVs • Dual Collins DME-42 DMEs Interior Stylish eight (8) passenger executive interior featuring a double club configuration with pull out executive tables, cup holders and drop down inboard armrests at each seat; providing maximum comfort for the passengers. All seating is completed in well-appointed light beige colored leather with a complimenting darker beige headrest, the cabinetry has a medium toned high gloss finish which accents the silver colored plating Exterior Overall Matterhorn w/Dark Green, Medium Green and Gold Accent Striping

Tel: +852 2235 9222 Fax: +852 2528 2766 Email: sales@asianskygroup.com www.asianskygroup.com December 2015 – AVBUYER MAGAZINE

127

Jet Sense Aviation, LLC 1993 Lear 60 December.qxp_Empyrean 18/11/2015 11:07 Page 1

S H O W C A S E

1993 Bombardier Lear 60 Serial Number: Registration: Airframe TT: Landings:

0014 N862PA 7,915 5,297

This early model Lear 60 comes with some recent upgrades - ATG-5000 Wi-Fi, Dual UNS 1E's, Engines on ESP Gold. Recent A,B,C Inspections - Recent Paint and Interior. Asking $1,595,000 Engines Serial No.: PCE-305134 PCE-305135 TSN: 7749 7880 Engines Enrolled On ESP GOLD Avionics ! TCAS II: ALLIED SIGNAL ! EGPWS: BENDIX/KING KGP 860 ! FMS: 2 UNS 1E's ! HF: KHF 950/SELCAL ! ADF: 2 COL ADF 462 ! COMMS: 2 COL VHF 422A ! DME: 2 COL DME 442 ! TXPR: COLLINS TDR 94D ! RADAR: COL TWR 850 ! ALT: COL ALT 55 ! GPS: 2 GPS 4000

Features ! ATG-5000 ! Dual UNS 1E's ! Refurbished interior items 2013 ! New Paint 2012 ! Part 135 ! 3 owners always US Interior New 2012 - Very good condition. Fwd 2 Pl Divan, 5 Executive Chairs, Lav, Expanded Baggage Area, Built-in Liquor Cabinet, 10.4 Monitor, DVD, Airshow 200, Map Package, 110 Volt Outlet, Fireblocked Exterior New 2012. White, Red, Grey Stripes Maintenance Fresh A,B,C Complied With - Precision Jet Florida. 12 Year Due 11/17

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 161

Jet Sense Aviation, LLC Challenger 300 December.qxp_Empyrean 18/11/2015 11:08 Page 1

S H O W C A S E

2007 Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20149 N377RA 2,002 1,006

2007 Challenger 300. World Ready, 2000 TTAF, MSP Gold, ATG-5000 WiFi, 3rd Generation Interior! Fresh 96/m and Gear Inspection at Flying Colours in St. Louis.

New striping change - new owner still has time to pick out scheme.

Aggressively priced at $10,995,000 Engines Honeywell AS907 HTF7000 L SN: P118392. TT: 2002 - MSP Gold.

Cycles: 1006 R SN: P118391. TT: 2002 - MSP Gold.

Cycles: 1006 APU Honeywell GTCP36-150 (BD). Hours - 1477. MSP Gold Avionics ! COMM: Dual VFH ! NAVS: 3D Navigation Map ! RADAR: Solid State Weather Radar w/ Turbulence Indication ! FMS: Dual FMS 5000 Flight Management Systems ! A/P: Autopilot / Dual Flight Directors ! TCAS: TCAS II

! HF Radio: Dual HF w/SELCAL ! EICAS: Engine indication and crew alerting system w/ diagnosis ! IFIS: Four 12 x 10-inch adaptive flight displays ! IRS: Dual Inertial Reference System ! ADF: Dual ADF ! CVR: Universal CVR-120 Cockpit Voice Recorder ! DME: Dual Collins DME-442 ! ELT: Artex C406-2 MHz ELT w/Nav Interface Features ! 1 Owner Since New ! MSP Gold Engines ! 3rd Generation Interior ! RVSM Capable ! Low Time ! Belted Lav ! JAR/OPS Interior This aircraft has the optioned 3rd Generation Interior which features Premium Plating, Signature Series Premium Carpet and Real Wood Veneer and upgraded entertainment system. Seats 9 passenger with double club configuration. Belted lav for 9th passenger.

Interior is in Excellent condition. 9/10 Aircraft was always hangared Exterior Overall white with blue & tan stripe. Paint is in excellent condition, overall 8/10

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Maintenance Delivered with with a Fresh 96/m and Gear OH at Flying Colours in St. Louis. All previous maintenance done by Jet Aviation Basel, AeroDienst and Ruag

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

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Jet Sense Aviation, LLC Lear 60XR sn 60-319 December.qxp_Empyrean 18/11/2015 11:10 Page 1

S H O W C A S E

2007 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

319 N814TS 4,925 3,434

Engines LEFT ENGINE: P & WC 305A Serial Number: CA0497 Hours: 4835. Cycles: 3367 Hot Section due @: 7200 Overhaul due @: 10800 hours RIGHT ENGINE: P & WC 305A Serial Number: CA0496 Hours: 4835. Cycles: 3367 Hot Section due @: 7200 Overhaul due @: 10800 hours Engines are covered under the P & WC ESP Gold Program. Engine contract number is 1490-01 APU Sundstrand T-20G-10C3A APU, S/N SPE050459, 1305 APU hours / 2427 APU events Avionics Collins Proline 21 Avionics System includes: ! Dual Collins ADC-850D Air Data Computers ! Dual Collins AHC-85E Attitude Heading Computers ! Dual Collins FMC-5000 Flight ManagementSystem ! Dual Collins FCC-850A Flight Control Computers ! Dual Collins VIR-432 Nav Units ! Dual Collins VHF-422AComm Units ! Four Tube Collins AFD-301 0 with 7” X 8” Displays

! Electronic Flight Instrumentation System (EFIS) ! Collins WXR-840 Color Weather Radar System Interior Bombardier Completion Center, Wichita, Kansas September 2007. Fireblocked, XR Executive Floor plan A (Eight passengers) (7) passenger seats and one (1) belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward threeplace divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment. The headliner and sidewalls are Milkweed Ultraleather. The chairs are covered in Heritage Mink and Heritage Bramble leather from Townsend Leather Exterior Bombardier Completion Center, Wichita, Kansas, September 2007. Top fuselage is Matterhorn white. Bottom fuselage is Royal blue. Accent stripes are red and blue Additional Equipment ! R.V.S.M. Capable ! Honeywell Mark V EGPWS with Windshear Alert ! Universal CVR-120 Cockpit Voice Recorder ! TCAS-94D TCAS II with change 7 ! TIA microwave oven ! Artex C406-2 MHz ELT w/Nav Interface ! Pulselights ! Dual Concorde lead acid batteries ! Fwd and Aft Monitors (L.C.D.) ! Airshow 410 ! SONY cabin entertainment system (10 disc C.D. changer, Dual Sony DVD player)

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 161

Jet Sense Aviation, LLC Lear 60XR-348 December.qxp_Empyrean 18/11/2015 11:11 Page 1

S H O W C A S E

2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

348 N550DG 3,915 2,676

• Bombardier maintained • New Paint Striping 2015 • $4,195,000

Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins Navigation:DME-442 Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface

Engines P&WC305A Left Engine: Hours: 3915- ESP GOLD Cycles: 2628 Right Engine: Hours: 3915 - ESP GOLD Cycles: 2622

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

APU Sundstrand T-20G-10C3A APU. Hours - 1190

Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment

Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder

Exterior Top Fuselage is Matterhorn white. Bottom fuselage is Royal blue, Silver accept stripes Maintenance Recent A - D inspections

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Jet Sense Aviation, LLC CJ2 December.qxp_Empyrean 19/11/2015 14:58 Page 1

S H O W C A S E

2004 Cessna Citation CJ2 Serial Number: Registration: Airframe TT: Landings:

0217 N771EM 1,650 1,441

Engines Left Engine: Hours: 1,650- TAP Advantage Elite Cycles: 1,441 Right Engine: Hours: 1,650 - TAP Advantage Elite Cycles: 1,441 Avionics ProLine 21 Avionics Collins Pro Line 21 Integrated Autopilot Flight Director EFIS (STD-DFLT) Dual GTX-327 Mode C Transponders KN-63, Single Marker Beacon FM immunity Garmin 400/500 Series Graphic Weather Land Mark TAWS 8000 - Meets Class B req WXR-800 Radar UNS-1L Permanent Data Transfer Unit - Universal Antenna for XM Radio Provisions

Features TAP Elite Proparts (airframe/avionics) Protech (labor) Airstair RVSM capable EROS O2 Belted Lav RH Side Facing Seat Interior New in 2012. 8 Passengers with Center club configuration, Fwd RH side facing seat and belted Lav Exterior Overall White with Blue and Silver Striping Maintenance All maintenance up to date. Doc 10 c/w 2014.

All maintenance done by Cessna San Antonio Price of $3,195,000

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 161

Jet Sense Aviation, LLC Lear 40XR December.qxp_Empyrean 19/11/2015 15:00 Page 1

S H O W C A S E

2007 Lear 40XR Serial Number: Registration: Airframe TT: Landings:

45-2071 N550VT 1,603 1,606

Engines Honeywell TFE 731-20BR-1B Left Engine Hours: 1,603 - MSP GOLD Cycles: 1,606 Right Engine Hours: 1,603 - MSP GOLD Cycles: 1,606 Avionics TCAS: FMS: HF:

TCAS II Dual Universal UNS 1E Honeywell KHF 950 W/SELCAL Air Date Computers: Dual AZ-850 AHRS Computers: Dual AHZ-800 Auto Pilot Computers: Dual IC-600 Navigation Units: Dual Honeywell RNZ-851 Communications Units: Dual Honeywell RCZ-833 Digital Acquisition Units: Dual Honeywell 800 EFIS: Four-Tube DU-870 EFIS/MFD with 7"x8" Displays EICAS: Yes Radar: Honeywell Primus WU660 w/ Color Altimeter: RT-300 EGPWS: Honeywell Mark V Cockpit Voice Recorder: Honeywell CVR ELT: Artex C406-2 MHz w/ Nav Interface

Features SMART PARTS + Dual UNS 1E's ridium ICS-100 SATCOM Phone Belted Lav R.V.S.M. Capable Fwd and Aft 10.4" Monitors (LCD) Airshow 410 Cabin Entertainment System (10 disc CD changer, DVD Player) Interior Six (6) passenger seats and one (1) belted lavatory seat. Cabin features six executive club seats with four executive fold-out tables. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior NEW 2015 Maintenance Phase A,B,C,D and 96/m c/w May 2015 Price of $2,950,000

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Affinity Aviation x2 A319/Global XRS Dec.qxp 17/11/2015 11:16 Page 1

S H O W C A S E

2001 Airbus A319 ACJ Serial Number: Registration: Airframe TT: Landings:

1256 CS-TLU 7631 2259

Aircraft Highlights • One owner aircraft • Long range with 5 ACT’s • Single source management • Fresh from C check September 2015 • Recent heavy maintenance completed Engines • (2) IAE 2527M-A5 engines • #1 (SN V10752) engine hours since new: 7477.70 hrs / 2218 cycles • #2 (SN V10753) engine hours since new: 7477.70 hrs / 2218 cycles

APU • Honeywell International (Garrett GTCP 36-300) • Hours since new: 7371.45 • Cycles since new: 5518 Avionics • Rockwell Collins Weather Radar • Rockwell Collins System of prediction wind shear • Honeywell International EGPWS • Bendix International TCAS II • Rockwell Collins SDU- Satellite data unit • Sextant Avionique FMGC Flight Management Computer • Litton systems Incorporation ADIRU Air Data / Inertial reference Unit • Sextant Avionique CFDS Centralized Fault Display System • Sextant Avionique EFIS Electronic Flight Instrument system • International communication Groups CTU – Computer

telephony Unit • Honeywell International CVR Cockpit voice recorder • Honeywell International SSFDR Solid State Flight Data Recorder Additional equipment • 5 Auxiliary Center Tanks (Supplementary fuel tanks) • 3 DVD Players • 2 21’’ Monitors in executive class • 16 LCD Monitors in first class • 30 Portable DVD players SONY • 2 multi CD players 8 channels, controlled by each seat • HI-FI loudspeakers system with amplifier in executive class • 4 cordless handset telephone • Cabin Video Information System provide aircraft position, Geographic Maps/real-time flight information on each video screens (AIRSHOW) Location: Lisbon, Portugal. Please enquire

2010 Bombardier Global XRS Serial Number: Registration: Airframe TT: Landings:

9319 9H-1RA 2346 597

Aircraft Highlights • Low Hours, professionally managed and maintained aircraft.

• EU-OPS compliant • No Damage History • Engine Programs • Pedigree XRS in truly beautiful condition • HUD and EVS installed • Batch 3 Compliant Engines •BMW Rolls-Royce BR710A2 engines •#1 engine hours since new:

2346 hrs / 597 cycles •#2 engine hours since new: 2346 hrs / 597 cycles • Enrolled on RRCC (Rolls Royce Corporate Care) APU • Honeywell Allied Signal RE-220GX • Hours since new: 2265 hrs • Cycles since new: 1490 cycles Avionics • Rockwell Collins satcom system SAT-6100 • Acars Teledyne datalink system • Honeywell RCZ 8.33 3rd VHF transceiver • Flight compartment printer installation • Honeywell LSZ-860 lightning sensor system • Head up flight display system • Third FMS with cabin video feed • Bombardier Enhanced Vision System

Affinity Aviation Group Ltd 2nd Floor, Berkeley Square House Berkeley Square, London W1J 6BD, United Kingdom

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• Electronic flight bags • Honeywell EGPWS • Quick access recorder • EICAS / CAIMS system • Batch 3 upgrade completed Additional Features • EU-OPS compliant • Enhanced Sound Proofing Package • External camera system • Additional refuel/defuel panel • Logo lights • Towbar assembly • Enhanced Sound proofing STC installed • LH and RH 3 place divans • Wireless ethernet LAN • Nespresso machine • Freezer • Wavejet microwave oven • High temperature oven Location: United Kingdom. Price: $27.9m USD

Tel: +44 (0)20 7887 6150 sales@affinity-aviation.com www.affinity-aviation.com

Aircraft Index see Page 161

Affinity Aviation x2 Challenger 605/300 Dec.qxp 17/11/2015 11:17 Page 1

S H O W C A S E

2008 Bombardier Challenger 605 Serial Number: Registration: Airframe TT: Landings:

5745 M-BASH 4120 1950

Aircraft Highlights • High Speed WIFI airborne internet • Brand new interior, wood and soft furnishings 2015 • Brand new special metallic paint 2015 • Updated Avionics FANS / CPDLC /LPV 2015 • 48m recently completed October 2014 Engines General Electric CF34-3B Enrolled •#1 (SN 950661) engine hours since new: 4120 hrs / 1950 cycles •#2 (SN 950662) engine hours since new: 4120 hrs / 1950 cycles

APU • Honeywell GTCP 36-150 S/N P-192 • Hours since new: 366 Avionics • Collins ProLine 21 System • Four AFD 5220 Adaptive Flight Displays • Dual Collins ADC-850E Air Data Computers • Dual Honeywell Laseref V IRS • 3rd IRS installed (SB o 34-004) • Dual Collins DCU-4002 Data Concentrator Unit • Integrated Flight Information System (IFIS) Engine Instrument/Crew Alerting System (EICAS) • Dual Collins FMS-6000 Flight Management System • 3D Map and Long Range Cruise (SB 605-34-002) • Dual Collins GPS-4000A •Collins WXR-854 Four Color Weather Radar •Dual Collins VHF-4000 Com System w/8.33 Spacing

Interior Cabin: 9 passenger executive configuration Additional Features • RVSM, MNPS, RNP5/BRNAV/PRNAV Equipped • Artex C406-N MHz ELT • L3 Communications Cockpit Voice Recorder (120 min) • L3 Communication Flight Data Recorder (25 hour) • EFB-6000 Collins Moving Map (Airshow) • Dual CD/DVD Collins Players • Lightning Detection System (SB605-34-06) • CG ICS-200 Iridium Satcom Phone System • Expresso Coffee Maker • TIA Hi-Temp Oven • TIA Microwave Oven Location: United Kingdom. Price: Make Offer

2010 Bombardier Challenger 300 Serial Number: Registration: Airframe TT: Landings:

20252 CS-TFV 3005 1585

Aircraft Highlights • EASA Compliant • Engines and APU on Programs • One owner pedigree aircraft • Beautiful, 8 pax light interior • Available immediately for Demo Engines • 2 AS907-1-1A • #1 engine hours since new / P118643: 2715.23 hrs / 1495 cycles • #2 engine hours since new / P118642: 715.23 hrs / 1495 cycles

• Engine Program coverage JSSI APU • 36-150[BD] / P-329 3829hrs Avionics / radios • Rockwell Collins / VHF - 4000 (8.33 MHz, voice) • Rockwell Collins / VHF - 4000 (8.33 MHz, voice & data) • Rockwell Collins / NAV-4000 (VOR/ILS/MKR/ADF) • Rockwell Collins / HF-9031A • Rockwell Collins / DME-4000 • Rockwell Collins / RIU-4100 (w/ SELCAL) • Rockwell Collins / RIU-4100 (w/ SELCAL) • Rockwell Collins / TDR-94D Transponder • Rockwell Collins / TTR-4000 TCAS II • Rockwell Collins / FGC-3002 FGC – EICAS V6.0 • Rockwell Collins / RTA-854 Weather Radar • Honeywell / MK VIII EGPWS

Affinity Aviation Group Ltd 2nd Floor, Berkeley Square House Berkeley Square, London W1J 6BD, United Kingdom Advertising Enquiries see Page 4

www.AvBuyer.com

• Rockwell Collins / ALT-4000 Radio Altimeter • Artex / C406-N ELT • L-3 Communications / CVR (2 HR) • L-3 Communications / FA-2100 FDR • Rockwell Collins / FMC-5000 FMS • Rockwell Collins / GPS-4000A • Rockwell Collins / AHC-3000 • Rockwell Collins / ADC-3000 • Rockwell Collins / DCU-5000 • Rockwell Collins / RDC -5000 • MDC-4100 • SEXTANT / ISI • Rockwell Collins / OCM-3100 Datalink and 3D Map • Satellite Phone ICG / ICS-200 • Rockwell Collins / FSU-5010 Integrated Flight Instrument Location: Lisbon, Portugal. Price: $12.75m USD

Tel: +44 (0)20 7887 6150 sales@affinity-aviation.com www.affinity-aviation.com

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Welsch Aviation Gulfstream GV December.qxp 17/11/2015 16:39 Page 1

S H O W C A S E

2000 Gulfstream GV Serial Number: 619 Registration: N4377 Airframe TT: 9,355 Landings: 5,222 • One Owner Since New • Fwd Galley, Fwd and Aft Lavs Engines BR700-710A1-10 — Rolls Royce Corporate Care Engine 1: Serial Number 11351 ... TSN 9067 ...

CSN 5050 ... TSO 1380 ... CSO 761 Engine 2: Serial Number 11352 ... TSN 8865 ...

CSN 4947 ... TSO 1179 ... CSO 658 APU Honeywell RE220 — Honeywell MSP Program Serial Number P-226 ... TSN 5998 Avionics Honeywell HAPP Program FMS Triple Honeywell FMS NZ 2000 version 6.1 LVP/WAAS VHF Comm: Triple Rockwell Collins VHF422/8.33 Compliant VHF Nav: Dual Rockwell Collins VIR-432 VOR/LOC ADF: Dual Rockwell Collins ADF-462 DME: Dual Rockwell Collins DME-442 Transponder: Dual Rockwell Collins TDR-94 Mode S w/FLT ID & Enhanced Surveillance Radio Altimeter: Dual Honeywell RT-415 HF Comm: Dual Rockwell Collins HF-9034 Weather Radar: Honeywell Primus 880 Radar Air data Computer: Triple Honeywell AZ-840 MADC LR Nav: Triple Honeywell IRU GPS: Dual Honeywell GPS

TCAS II: Honeywell TCAS 7.1 Features Aircell GoGo: ATG 5000 SwiftBroadBand: HD-710 Dual CMC-1100: Class III EFB each yoke mount w/GPS position EVAS: Dual cockpit Installation Quick Access Recorder: Flight Data Analysis-FOQA DFDR: B&D Flight Data Recorder CVR: B&D Cockpit Voice Recorder ELT: Artex 110-406 ELT Nav EGPWS: Honeywell MK-V EGPWS w/windshear AFIS: Honeywell AFIS w/Satlink RAAS: Runway Awareness & Advisory Interior 14 passenger configuration, fwd galley with pantry, microwave, convection oven, standard plus oversized refrigerator, Keurig K Cup coffee maker, Nespresso espresso maker, fwd crew lav, aft lav, fwd cabin with 4 place club, mid cabin with 4 place conference grouping, aft cabin with 2 place club seating and 4 place divan, mahogany woodwork, beige carpet, hunter green seats, Airshow 4000, DVD/VCR combo, RGB aux audio/video inputs Exterior Matterhorn white with green stripe (will be removed). New Paint 2009 Maintenance System Manufacturer Maintenance Program 91.409 (f) (3) Maintenance Status Annual Inspection c/w 10/ 2015 Latest ASC’s, SB’s and CB’s

Welsch Aviation Savannah Robert Hart, Senior Director of Sales 1001 Davidson Drive, Suite 150 Savannah, GA 31408, United States

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Records Survey c/w 10/2015 Air Conditioning System Replaced 7/ 2011 Engines Overhauled 01/ 2013 Nose taxi light increased illumination mod Dedicated APU fire bottle LED cockpit switch lights mod LED nav light mod Cabin PSU quick release mod Rosen HD monitor upgrades Landing gear OVH 10/2013, new nose, L&R main landing gear Asking Price: $13,950,000

Tel: +1 912-964-7727 Office +1 912-695-1555 Cell Email: rhart75546@aol.com or robert.hart@welschaviation.com www.welschaviation.com Aircraft Index see Page 161

Welsch Aviation King Air December.qxp 19/11/2015 12:59 Page 1

S H O W C A S E

2009 Beechcraft King Air 350 Serial Number: FL-0636 Airframe TT: 1,586 Landings: 1,642 Engines Model PT6A-60A ... s/n PCE-PK1080 ... 1586 Hours Since New... 1800 MPI ... 3600 TBO Intervals Model PT6A-60A ... s/n PCE-PK1079 ... 1586 Hours Since New... 1800 MPI ... 3600 TBO Intervals Props Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4678 ... 1586 HSN ... Due 12-20-2018 Hartzell 4 blade ... HC-B4MP-3 ... s/n FWA-4679 ... 1586 HSN ... Due 12-20-2018 Avionics Collins Pro Line 21 - W/ Triple Adaptive Flight Displays (2 AFD-3010s AFDs and 1 AFD-3010E) Dual Collins VHF-4000 Comms W/8.33 Spacing Dual Collins NAV-4000/4500 Navs Dual Collins AHRS-3000 Attitude Heading Reference Syetem Dual Collins DME-4000 DMEs Dual Collins ADC-3000 Air Data Computers Dual Collins TDR-94D Transponders Enhanced Surveilance Collins NAV-4000 ADF Collins FMS-3000 FMS Flight Management System W/ Wide Area Augmentation System (WAAS) Localizer Performance & Vertical Guidance (LPV) Collins 4000A GPS Collins FGC-3000 Autopilot Collins IFIS Integrated Fight Information System Collins ECH-5000 Electronic Charts

Collins TWR-85O Turbulance Wx Radar Artex ELT C406-2 ELT L3 CVR FA2100 Collins ALT-4000 Radio Altimeter ACSS TAWS+ Terrain Awareness Warning System Aircell ST-3100 Satelite Communication System W/ Dual hand sets Collins TCAS 4000 Traffic Alert Collision Avoidance System Interior 9 Passenger Interior with 8 passenger double club and aft belted flushing lavatory seat done in soft gray leather. Cabin has tasteful with blue and grey accents on upper dado, Gloss Mahogany woodwork throught the interior. 4 Pyramid Cabinets, two forward with water tank, coffee warmer, cup dispensers, storage drawers and ice.Two mid-cabin cabinets with general storage drawers, large ice chest. Solid gloss mahogany wood forward and aft partition pocket doors. Four 115V AC electrical outlets for computers and charging. Large aft baggage area. Brushed nickel hardware Exterior Matterhorn White with Blue and Gray Metallic stripes on Fuselage and Tail Additional Features Former Demonstrator Collins MDC-3110 Maintenance Diagnostic Computer Collins ESIS Electronic Standby Instrument System Collins XM Graphical Weather System Guardian 3 GPS Tracking System

Welsch Aviation K. Hunter Weiss, President & Partner 447 Carlisle Drive, Herndon, VA 20170, United States Advertising Enquiries see Page 4

www.AvBuyer.com

PWI LED Lighting System Overhead & Under Floor New Raisebeck Dual Aft Body Strakes Raisbeck Crown Wing Lockers “Quiet Cabin” Passive Noise System w/ Electronically Tuned Dynamic Vibration Absorbers.

RVSM capable Dual white strobes on tail and belly Logo lights

Tel: +1 703-787-8800 Office +1 703-966-0936 Cell Email: Hunter@welschaviation.com www.welschaviation.com December 2015 – AVBUYER MAGAZINE

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CAAP 2000 Hawker 800XP.qxp 18/11/2015 14:23 Page 1

S H O W C A S E

2000 Hawker 800XP2 Serial Number: Airframe TT: Landings:

258494 3,138 1,497

CAAP is pleased to offer Hawker 800XP2, N55LB, to the market. This meticulously maintained aircraft represents a true turn-key airplane for a discerning buyer. This aircraft is enrolled on Honeywell MSP Gold and features an outstanding interior.

The aircraft is equipped with Aviation Partners scimitar tip Blended Winglets.

Airframe CAMP Systems maintenance tracking Aviation Partners, Inc. scimitar tip Blended Winglets installed in June 2014 Engines Honeywell TFE731-5BR-1H Engines enrolled in MSP Gold (current rate $277.98/hr per engine) Engine #1: S/N P-107259, TSN 3027, CSN 1450, TSMPI 935 Engine #2: S/N P-107533, TSN 3097, CSN 1480, TSMPI 1300 Auxiliary Power Unit Garrett GTCP36-150W APU enrolled in Honeywell MSP Gold (current rate $89.48/hr) APU TSN 2068 Avionics Honeywell ED-800 Five-tube / Primus II avionics package

FMS: Dual Honeywell NZ-2000 with dualchannel GPS ADC: Dual Honeywell ADZ-810 AP: Honeywell DFZ-800 NAV: Dual Honeywell RNZ-850 COMM: Dual Honeywell RCZ-850 with 8.33 kHz spacing Dual HF Radios RTU: Dual Honeywell RM-855 AHRS: Dual Honeywell AH-600 Radio Altimeter: Honeywell AA-300 Stormscope: LSZ-850 EGPWS CVR: Universal CVR-30B. TCAS 2000 RADAR: Honeywell Primus 880 USB Data Loader. Dual Davtron Clocks N1 DEECs. RVSM Certified Interior 8-passenger executive interior with forward 4place club group, aft LH single seat opposite RH 3-place divan Three pull-out tables Removable jumpseat for flight crewmember use only Forward LH galley with microwave oven Externally serviced aft lavatory Interior refurbished 2013 by Duncan Aviation, Battle Creek (new carpet, crew and passenger seat coverings) Exterior Overall white with royal blue, fighter blue and gold stripes, repainted in 2008, restriped in 2013

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

Aircraft Index see Page 161

CAAP x2 November.qxp 18/11/2015 14:26 Page 1

S H O W C A S E

Price Reduced to $21.5 million

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

2052 N386RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale.

G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements (two pilots and two technicians at FlightSafety).

Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS

Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

Asking price $2,500,000

1999 Beechcraft King Air 350 Serial Number: Registration: Airframe TT: Landings:

FL-233 N700PG 4,998 4,889

Fresh Phase 1 Inspection C/W July 2015 (6-month phase inspection cycle) Engines & Props Pratt & Whitney PT6-60A Engine #1 SN PCE-PK0200 • E1 TSN 4887, TSO 1481, TSHSI 1481, CSN 4820, CSO 1465 Engine #2 SN PCE-PK0201 • E2 TSN 4907, TSO 1501, TSHSI 1501, CSN 4840, CSO 1485 Left & Right Props TSN 4,998 Left & Right Props OH C/W January 2013 at 4,123 hrs

Avionics Collins Three Tube EFIS-85 FD: EFIS-85 COMM: Dual Collins 22A NAV: Dual Collins VIR-32A DME-42 ADF-60A TCAS-94 (TCAS II) with traffic displayed on Collins MFD-85C EGPWS: Honeywell Mark VI with terrain function displayed on MFD Dual RMI-30 UNS-1K Radio Altimeter: ALT-55B Collins WXR-840 with MFD-85 weather radar display Unilink 701 CVR: Fairchild FA2100 ELT: C406N with remote cockpit switch

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

www.AvBuyer.com

Aircell ST3100 phone Additional Equipment Raisbeck dual aft body strakes Raisbeck wing locker storage lockers Elliott Aviation sound management system LoPresti Boom Beam HID light kit Securaplane Hawker sealed lead acid battery Brake de-ice Interior 8-place double club seating plus belted lavatory Interior December 2003 by Stevens Aviation, Greenville, SC Carpet and crew seat covers replaced 12/2013 at Stevens Aviation Interior Overall Matterhorn White with Royal Blue, Marlin Blue and Bright Black stripes, painted January 2013 at Stevens Aviation, Greenville, SC.

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

December 2015 – AVBUYER MAGAZINE

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JetPro Texas 1998 Learjet 45 November.qxp_Heeren Cit Ultra sep 19/11/2015 15:04 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

4,947 3,538

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

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

Please contact: Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 161

JetPro Texas Beechcraft 900XP December.qxp_Heeren Cit Ultra sep 19/11/2015 15:06 Page 1

S H O W C A S E

2008 Hawker Beechcraft 900XP Serial Number: Registration:

HA-32 N762JP

Airframe TT: Landings:

3,500 3,267

• MSP Gold on Engines and APU • Fresh 12 to 96 Month Inspections 11/15

by HBC-ICT • Buyer may pick stripe colors for a limited time.

• Trades welcome. Priced aggressively.

Engines Honeywell TFE731-50R-1H (4,660 lbs of thrust each) – Enrolled on Honeywell’s MSP Gold Left: P122169 3,500 Total Time 3,267 Cycles Right: P122168 3,500 Total Time 3,267 Cycles APU AHoneywell GTCP36-150(W): 5,120 Total Hours on Honeywell’s MSP Gold Avionics Collins Proline 21 Avionics System includes: Four Tube Collins AFD-3010 with 7” X 8” Dual Collins FMC-6000 Flight Mgmt. System Dual Collins CDU-6200 Control Display Units Dual Collins FGC-3000 Flight Guidance Computers Dual CollinsVHF-4000 Com Units w/8.33 MHz Dual Collins VIR-432 Nav Units w/FM Immune Dual Collins ADF-462 ADF Receivers Dual Collins TDR-94D Mode S Transponders

Dual Collins DME-422 Receivers Dual IFIS-5000 File Servers XM Satellite Weather Dual Collins GPS-400A Integrated Digital Engine Indication Collins WXR-850 Color Weather Radar System Displays Dual Collins ADC-3000 ADC Dual Collins AHC-3000 ATT/HDG Computers Collins ALT-4000 Radio Altimeter Collins HF-9000 HF Radio System with SELCAL Honeywell Mark V EGPWS w/Windshear Alert Universal CVR-30B Cockpit Voice Recorder Honeywell SSFDR AFIS Collins TTR-4000 TCAS II with change 7.1 Dual db Systems Digital Audio Control Panels Interior Factory fireblocked nine passenger layout with a forward four place club arrangement and aft three place divan opposite a single chair and cabin storage closet. Cabin seating is Caressa “Parchment” traditional grain patterned leather with Castel “Lauranne Burn” dark bronze colored fabric and “China Sea” handmade loop pile wool carpet rounds out the extraordinary soft goods completion. Privacy is provided by dual panel cockpit doors. All woodwork is finished in flat cut Etimoe veneer in a cathedral grain pattern. The Galley / Vanity countertops are completed in Pearl Mica with complimentary pearlescent / ivory Formica. Plating is a rich brushed Pewter

Please contact: Don and Sam Starling

Advertising Enquiries see Page 4

Exterior Matterhorn White with re-colored stripes to customer specifications for a limited time

www.AvBuyer.com

Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com December 2015 – AVBUYER MAGAZINE 141

Sojourn Aviation December.qxp 18/11/2015 11:01 Page 1

S H O W C A S E

2007 Gulfstream G450 Serial Number: Registration: Airframe TT:

4073 N474M 5163

• Lowest Price G450 on market $13,500,000 USD • Immediate Availability • 1C (12mos), 2C (24mos), 4C (48mos), 8C (96mos) and 10A(5000hr) C/W Jan 2015

by Gulfstream/ATW Airframe Plane Parts Covered APU Honeywell GTCP36-150 MSP Gold Engines Rolls-Royce model TAY 611-8C Avionics Gulfstream PlaneView Enhanced Navigation Package WAAS/RAAS/LPV Triple (3) Honeywell MCDU’s ADSB-Out/FANS1A Triple (3) Honeywell AZ-200 Air Data Modules Four (4) Honeywell DU-1310 Flat Panel Displays Honeywell WU-880 Weather Radar Two (2) Honeywell DC-884 Display Controllers SecuraPlane 500 Three Exterior Camera System Honeywell DP-884 Display Brightness Controller Triple (3) Honeywell IR-500 LASEREF V IRUs Honeywell / Kollsman EVS/HUD Dual (2) Honeywell MRC-855A Modular Radios Triple (3) Honeywell MAU-913 Modular Avionics Three (3) Honeywell AV-900 Audio Panels Two (2) Honeywell RT-300 Radio Altimeters L3 GH-3100 Standby Attitude Indicator

Cockpit Voice Recorder (CVR) L3 RT-951 Traffic Alert System (TCAS7.1) Synthetic Vision, DFDR Honeywell GP-500 Flight Guidance Panel RVSM Capable Interior 12 Passenger Corporate Executive Interior meets all flammability requirements of FAR 25.853, arranged with (8) Single seats, (4) place Divan LH with opposite credenza. Fwd crew use lav-vacuum flush. Fwd Vestibule with ice-drawer and Mapco liquid container. Aft Galley with Burbank Limestone Surface, Microwave, Convection Oven, Vapor Cycle refrigerator, Dual Tia Coffee maker, Sink w/Hot & Cold, Crystal, China & Flatware Fitted Storage, Water Sterilization System, Aft Executive Lavatory w/Mirrored Vanity and Burbank Limestone surface. Cabin Management system is Rockwell Collins. Dual DVD Players, Cabin Audio System-(5) Disc CD player. 17” Fwd LH Monitor, 17” Credenza Monitor and (8) Single seat 7”Monitors. Aux audio/video inputs, (2) Cabin control touch screen remotes, Color Copier/Printer, Airshow with Moving Map and In-Flight Information System, BBML and Honeywell EMS HD-710 Swift Broadband High speed data with SDR, Honeywell AIS 2000 Satellite Television, flight phone, Electric Window Shades, 115v/60hz Utility Outlets, Passenger Oxygen System, Life Vests & Rafts, LED Lighting throughout

Sojourn Aviation

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www.AVBUYER.com

Exterior Base Color is Matterhorn white and Union Jack Blue with Las Vegas Gold and Kingston Grey accent stripping Tel: +1 316 733 6500 www.sojournaviation.com

Aircraft Index see Page 161

Jets4udirect November.qxp 17/11/2015 11:50 Page 1

S H O W C A S E

1975 Cessna Citation 500 Serial Number: Registration: Airframe TT: Landings:

500-0264 G-BWFL 8431 8655

• Re Listed Due to Dreamers • CESCOM (CESSCOM currently being updated) • Fresh Phase V Inspection Carried Out October 2015 • Mode S Transponders • Fresh ARC October 2015 • Owners willing to consider part exchange with aircraft or motor vehicle • Crew Training Available • Availabile Immediately Airframe CAMP (to be updated) Engines Pratt & Witney JT15D-1A S/N PC-E76529

Position on aircraft Port TSN 8061.7 hrs CSN 7985 cycles TSOH 2184.4 hrs CSOH 2550 cycles Pratt & Witney JT15D-IA S/N PC-E76548 Position on aircraft Starboard TSN 8103.9 hrs CSN 8105 cycles TSOH 2285.8 hrs CSOH 2701 cycles Avionics Flight Director: Bendix FGS –70 Autopilot: Bendix NAV/COMs: Honeywell KX165A Garmin 430 Marker: Bendix King KMR 675 RMI’s: Bendix King KNI 582 ADF: King KDF 800 DME: King KN63 2 x GTX 330 Mode S Transponder: Weather Radar: RCA AVQ 21

Exterior Configuration: Five-seat ‘Club’ with Forward Deluxe Refreshment Centre Seats / Sidewall Armrest Grey Leather/ Navy Leather (New 2007) Headliner and Window Reveals (remodelled) Grey ‘Ultraleather’ (New 2007) Wood Trim Figured Mahogany (New 2007) Carpet Grey/ Blue (New 2007) Misc. Exec. Tables - L/H & R/H (w/ leather inlay) (New 2007) Aft Toilet Aft Pull-out Refreshment Centre and Front ‘Barrel’ Seat also Available Inspection Fresh Phase V inspection March 2015 Fresh ARC October 2015

1985 Hawker Beechcraft 800B Serial Number: Registration: Airframe TT: Landings:

258037 M-DSML 9621 3945

• 12-24 Month Carried out November 2014 • EASA Compliant B Model • Engines on JSSI • Rear Baggage Hold • No Damage History • Hot Galley • In Flight Entertainment • Leather Interior • Full Historical Records • Crew Training and Freelance Crew Available if Required Airframe CYC 3875. CYC 3929

APU Garrett GT CP 30-92C, S/N: P-161, 5352 Hrs Total Time Avionics 2 Tube Collins EFDS-85 EFIS 2 Collins VHF 21A COMMs 2 Collins VIR 30A NAV's 2 Collins ADF 60B ADF 2 Collins DME 42 DME 2 Collins TDR-90 TDR 1 Collins WXR-300 Radar 2 Universal UNS-1K FMS 1 Collins 628T-3 HF Collins TCAS-4000 w/ CHG 7 TCAS II Motorola Iridium SAT/COM Kannard 406AP Portable ELT Wulfsberg Flitefone w/HF GRND LNK Airphone Honeywell Mark VIII ENH GPW

Jets4udirect Av Manku

Advertising Enquiries see Page 4

www.AvBuyer.com

Universal UNS-30B CVR Collins APS-80 Autopilot Interior Year: 2005 Fire-Blocked Seven Passenger Interior Consisting of Fwd 2 Place Club, Aft Left Side 3 Place Divan Opposite 2-Place Club Almond Leather Seats Complimented with Neutral Colors and Textures Fwd Galley with Refrigerator, Hot Cup, Convection Oven Light Oak Woodwork with Gold Plated Hardware Entertainment System Includes Airshow 410, Stereo Radio CD, DVD Player, Airshow 100 Moving Map Aft Lav with Flushing Toilet, Razor Socket Forward Baggage Hold with Additional Rear Hold Exterior Year: 2005. Overall White with Blue Accent Stripe

Tel: +44 (0) 7778 672090 E-mail: av@jets4udirect.com www.jets4udirect.com

December 2015 – AVBUYER MAGAZINE

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Hawkeye Aircraft Acquisitions December.qxp 17/11/2015 15:29 Page 1

S H O W C A S E

2013 Legacy 650 Serial Number: Airframe TT:

14501181 750

• Embraer Executive Care Enhanced • All major maintenance done by Embraer Service Centers • Fresh 24 month inspection 10/15 • High Speed Sat data and independent GoGo Biz • 13 passenger interior with forward and aft lavatory • Galley includes microwave, convection oven, refrigerator, coffee maker

Inspection All major maintenance done by Embraer Service Centers Fresh 24 month inspection 10/15 Additional Features Honeywell Ovation Cabin entertainment system 2 HD Monitors, 2 Blue Ray DVD’s Sat phone Irridium and Imarsat High Speed Sat data and independent GoGo Biz

Engines Engines on Rolls Royce Corporate Care APU APU covered by EEC Avionics Honeywell Primus Elite 6.1 with latest updates LPV/WAAS, RNP FANS 1/A CPDLC, Datalink, ADS-B out 2 EFB’s with Electronic Charts Interior 13 passenger interior with forward and aft lavatory Galley includes microwave, convection oven, refrigerator, coffee maker

Best equipped on market - Competitively priced

Hawkeye Aircraft Acquisitions LLC Mike McCracken, President P.O. Box 345 Safety Harbor, Florida 34695, USA

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Tel: +1 727.796.0903 Email: info@hawkeye-aircraft.com

Aircraft Index see Page 161

Florida Jet F900B November.qxp 17/11/2015 11:40 Page 1

S H O W C A S E

1991 Falcon 900B Serial Number: Registration: Airframe TT: Landings:

101 N568L 4583 3876

• No Damage History • Two Owners Since New • Airworthiness: 25 February 1991 • 2C/4C, 3B, Gear O/H, Paint, 7.1 & GoGo Wifi in Progress at WestStar Engines Garret TFE-731-5BR-1C N1 DEEC’s Engine 1 Engine 2 Engine 3 Serial P101147 P101154 P101148 Hours 4498 4498 4498 Cycles 3800 3800 3800 Enrolled on MSP Gold APU Garret GTCP36-150F. Serial: P-209 Hours: 2203 HSI completed at 1,200 hours Dec. 2005 Avionics • Honeywell SPZ-8000 Avionics Suite w/ Collins Proline II • Honeywell DFZ800 • Honeywell EDZ-820 EFIS • Dual Honeywell NZ-2000 w/ 5.2 • Triple Collins VHF-22C w/ 8.33 Spacing • Dual Collins VIR-32 • Dual Collins ADF-60B • Dual Collins Mode “S” Transponders w/ Flight ID

• Dual Collins DME-42 • Dual King KHF-950 w/ SelCal • Sperry Primus WU-870 w/ Dual Controllers • Stormscope • Dual Sperry RT 300 • AFIS w/ Data Management Unit • Dual Honeywell LASEREF II • Fairchild A100 A CVR (120 min) • DFDR Fairchild F800 (40 parameters) • Honeywell EGPWS MK V • Collins TCAS 2000 w/ change 7 • Tri-Band Artex 406-2 ELT • DL-950 Data Loader • Aircell Axxess Iridium Satphone Entertainment Blu-Ray DVD with two 19” HD Rosen Monitors.

Airshow 410 Interior/Exterior 14 Passenger interior features a Forward four place club, Mid cabin four place conference group opposite credenza, Aft dual three place divans.

Forward Galley, Aft Lavatory.

New Paint scheduled for September 2015, pick your own design and colors Maintenance On CAMP. 2C/4C, 3B, Gear O/H, 7.1 & GoGo Wifi in Progress at WestStar Asking Price: Make Offer All Trades Considered

Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 4

All Trades Considered

www.AvBuyer.com

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com December 2015 – AVBUYER MAGAZINE

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Mente December.qxp 19/11/2015 15:09 Page 1

S H O W C A S E

1998 Hawker 800XP

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

Serial Number: Registration: Airframe TT: Landings:

- Dee Howard Thrust Reversers - Precise Puleslights - CAMP Maint. Tracking - DeVore Tel-Tail Lighting Interior Interior 2006, 8 pax (5 beige leather seats with a 3 place navy fabric divan) plus belted lav. Forward galley with Corian work surface, ice drawer, lighted crystal display, microwave, hot coffee, and china storage.

Mar 2015 updates include re-dyed seats, new carpet / padding, new headliner, lower sidewalls recovered; new Flightfloor in galley, cockpit, and on steps; LED lighting on lower sidewalls and headliner, new sound insulation, new DVD/CD player with Bluetooth control, new stereo speakers Exterior Paint 2002, touched up in 2015. New LH & RH Windshield 03/15

258369 N621WH 6274.6 5400

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

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

1998 Falcon 900B Serial Number: Airframe TT: Landings:

170 3606.5 1909

Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

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

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www.AVBUYER.com

Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”

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

Aircraft Index see Page 161

CAI TBM 700C2 December.qxp 18/11/2015 10:52 Page 1

S H O W C A S E

2003 TBM 700C2 Serial Number: Registration: Airframe TT:

261 G-MCMC 920

• Two Private Owners Since New! • Aircraft Acquired By Current Owner in 2006 • Only 920 Hours Total Time Since New! • Excellent Condition and Equipped with: 2-Tube EFIS-40 Dual Garmin 530W’s Honeywell IHAS-8000 with TAS & TAWS Honeywell KMD-850 MFD BF WX-500 Stormscope Artex 406 ELT • Freon Air Conditioning • No Damage History • Excellent Maintenance Performed by Daher-Socata A+ and 10 Year Inspection Complied with at 885.4 hours Annual Inspection and C+ Inspection Complied with at 915.9 hours Engine • Pratt & Whitney PT6A-64 (3,500 Hour TBO) 920 Hours TTSN (2,580 hours until engine overhaul due) Avionics • 2-Tube Color EFIS (EHSI/EADI) • 1 KFC 325 A/P (Auto-Pilot)

• 2 Garmin GNS 530 (IFR Com/Nav GPS) • 1 Radar Altimeter KRA 405B • 1 Multi-Function Display Honeywell KMD 850 • 2 Transponder Garmin GTX 327/330 • 1 Weather Radar Honeywell RDR 2000 • Honeywell IAHS including: • KMH 880 (TAS Traffic Alert System & Terrain Warning System) • WX 500 Stormscope displayed on Honeywell KMD 850 • 2 Airspeed Indicator • 2 Vertical Speed Indicator • 1 Electrical Attitude Indicator • 1 Vacuum Stand-By Attitude Indicator • Engine Control Gauges • Electric Pitch and Rudder Trim • Gas Generator Tachometer • Shadin ETM 700 Engine Trent Monitoring System Interior Six place VIP interior with comfortable beige leather seats, burr walnut panelling and contrasting “Ultrasuede” headlining with beige carpeting

Aircraft Available Immediately and based in Tarbes, France Owner Motivated to sell before end of Year

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

Advertising Enquiries see Page 4

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

December 2015 – AVBUYER MAGAZINE

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AeroSmith Penny Hawker 125 December.qxp 17/11/2015 11:44 Page 1

S H O W C A S E

1990 Hawker 125-800A Serial Number: Registration: Airframe TT: Landings:

258158 N800AF 9947 5637

Features DELIVERED WITH FRESH 48 MONTH (E,F,G) INSPECTIONS, 10,000 HR. INSPECTION, 4 & 8 YEAR X-RAY’S, AND GEAR OVERHAUL – AT WESTSTAR. AVIATION PARTNERS WINGLETS DUAL UNIVERSAL FMS UNS-1 LW (WAAS) WITH LPV FMS ARE CAPABLE OF NEXTGEN UPGRADES FOR CDLP, ADS-B out AND FAN 1A 800XP STYLE INTERIOR 800XP AIR CYCLE MACHINE Airframe GARRETT TFE-731-5R-1H on MSP GOLD ENGINE LEFT: S/N P91406 10792 TT ENGINE RIGHT: S/N P 91474 9270 TT APU HAMILTON SUNDSTRAND T-62T-40C8D1 Avionics COMM: DUAL COLLINS VHF-422D w/22C CTL. HEADS NAV: DUAL COLLINS VIR-32 w/8.33 KHZ SPACING AP: COLLINS APS-85 AUTOPILOT RADAR: COLLINS WXP-85C WEATHER XM: XM WEATHER ANTENNA WITH BARON WiFi CONNECTION TO IPAD (FOREFLIGHT APP) AHARS: DUAL COLLINS AHC-85 IRS: HONEYWELL LASEREF ADF: COLLINS ADF-60A TDR: DUAL COLLINS TDR-94D W/MODE S

DME: EFIS: ADC:

DUAL COLLINS DME-42 COLLINS 5 TUBE/MFD DISPLAY DUAL COLLINS 82A AIR DATA SYSTEM R/ALT: COLLINS ALT-55B RADIO ALT. SYSTEM HF: COLLINS HF-9000 W/SELCAL TCAS: COLLINS TCAS 4000 VERSION 7.0 TAWS: UNIVERSAL CLASS A Additional FAIRCHILD F1000 FLIGHT DATA RECORDER COCKPIT VOICE RECORDER – 100A IRIDIUM BASED AIRCELL ST-3100 TELEPHONE SYSTEM ELT – DORNE – MARGOLIN 8.1 W/NAV RVSM CERTIFIED BAGGAGE COMPARTMENT AFT OF LAV GROUND POWER CONTACTOR BUSS TIE CONTACTOR 115 VAC 60 HZ INVERTERS AUTOMATIC POWER RESERVE (APR) LEAR-SIEGLER STARTER GENERATORS CONCORDE SEALED LEAD ACID BATTERIES EROS QUICK DONNING OXYGEN MASKS RADIO MASTER SWITCH FUEL TOTALIZER Interior COMPLETE INTERIOR INSTALLED IN 2004, INCLUDING ALL NEW SEATS, CABINETS, CABIN SHELL, HEADLINER, SIDE LEDGES, AIRDUCTS, NEW INTERIOR WIRING WITH LED READING AND UP WASH LIGHING. CONFIRGURED IN FORWARD FOUR PLACE CLUB, AFT CLUB SEAT ON LEFT SIDE AND RIGHT THREE PLACE DIVAN IN BEIGE LEATHER, FIREBLOCKED PACKAGE TO MEET

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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www.AVBUYER.com

FAR PART 135 REQUIREMENTS, FWD GALLEY w/MICROWAVE AND MAPCO, THREE ENFLITE MAIN CABIN TABLES, FWD AND AFT BAGGAGE. BEIGE WOOL CARPET, WOOD HIGH GLOSS CHERRY VENEER ON ALL CABINETS, GALLEY, LAV AND ENTRANCE. FLIGHT ENTERTAINMENT SYSTEM WITH DVD/CD, MOVING MAP DISPLAY, WIRELESS CABIN HEADSETS Exterior WHITE WITH MULTI BLUE STRIPES NEW 2012

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 161

John Hopkinson Ultras October.qxp 21/09/2015 15:58 Page 1

20 Sold 5 Remaining that Must Be Sold!

Cessna Citation Ultras Avionics Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS Interior Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior Exterior Recently completed Permaguard sealed Exterior Maintenance Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option follow us on twitter@HopkinsonAssoc

John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com

Global Jet CL300 November.qxp_Layout 1 17/11/2015 11:52 Page 1

2006 Challenger 300 New Asking Price: $9,8M

S/N: 20079

Compliant with EU�OPS 1 for commercial operation Certi"ied for 9 passengers

The 96th month inspection was performed in April/May 2014 at Jet Aviation in St. Louis

The engines are enrolled with JSSI platinum on�condition program APU is enrolled on the JSSI program No Damage history Not in storage

Florian Van Der Cruyssen Call: +377 9777 01 04 !lorian.vandercruyssen@globaljetmonaco.com www.globalconcept.com

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Featuring over 150 luxury lifestyle brands Unique experiences & features . Fine cuisine . Supercar test drives

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SA_TVAF35_AvBuyer_205x270mm.pdf 1 10/12/2015 3:50:34 PM

Community News 1 Dec15.qxp_Layout 1 17/11/2015 11:44 Page 1

BIZAV REVIEW ❚ COMMUNITY NEWS

The Value of Giving Back

Contributing to Aviation’s Future Philosophers say that fulfilment comes from the four Ls: Living Life fully, Loving, Learning and Leaving a Legacy.

For Business Aviation, the last L has particular importance, notes Jack Olcott.

P

erhaps the most significant intellectual of the Enlightenment era and the father of the discipline now known as physics, Sir Isaac Newton, said “If I have seen further than others, it was by standing upon the shoulders of giants”. In his recently published book, First Things First, renowned business guru and educator Stephen Covey notes that “The world we live in is the legacy of those who have gone before us.”

Clearly, society builds upon the accomplishment of those who have gone before. The pace and efficacy of that growth, however, depends upon the willingness of current leaders to share their experiences and their resources with those who may choose to follow.

How often have we heard of a pending pilot shortage or the disturbing prospects of fewer maintenance personnel as Business Aviation expands its role as an essential component of air transportation in the US, Europe and elsewhere? No professional within our community wants stagnation or decline. The key question, however, is what do we do about issues that cloud our future?

It is essential that we pursue opportunities to nurture those Advertising Enquiries see Page 4

who show an interest in flight. Thus we find the alignment of OGARAJETS and Aviation Career Enrichment, Inc., fascinating and most encouraging. These two Atlanta, Georgia-based organizations occupy prominent positions at opposite ends of the General Aviation spectrum, yet they have a common purpose— leveraging the value of aviation to society and contributing to the future of the aviation community.

OGARAJETS serves the needs of corporations and entrepreneurs domestically as well as globally that use or are contemplating the use of business aircraft for company transportation.

Founded in 1980 as the O’Gara Aviation Company by former US Navy F-8U pilots Ed O’Gara and John B. Foster III, the firm now is led by John B. Foster IV, known to the community as Johnny.

While his father remains active day-to-day, Johnny tends to business as OGARAJETS’ president. Is this father and son team of aviators grooming a third generation to step in at some future date?

Reese Foster, son of Johnny and grandson of John B. Foster, experienced aviation at an early age, albeit with no awareness of the family’s involvement as he attended his first NBAA convention at age one month. By age 5, he had been present at the

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Community News 1 Dec15.qxp_Layout 1 17/11/2015 11:45 Page 2

COMMUNITY NEWS ❚ BIZAV REVIEW REESE FOSTER WITH MR. ALEXANDER (RIGHT) AND BILL MERCURE (LEFT), REESE’S DESIGNATED PILOT EXAMINER

“ Its successful story, however, exemplifies the contributions that a talented teacher with both a love of aircraft and an uncompromised dedication to his students brings to society. ”

NBAA Annual Meeting and Convention six times!

Familiarity, however, did not breed contempt as Reese’s interest continued in spite of his family’s profession. At age 10, he and his father planned a trip from Florida to Oshkosh, Wisconsin in Johnny’s 100HP Legend Cub to attend AirVenture, the annual gathering of the EAA faithful at Wittman Field. While too young to seek a student certificate, Reese nevertheless often handled the controls from the rear seat of the updated design based upon the venerable Piper Cub.

Aviation Career Enrichment, Inc.

As Reese approached age 17, Johnny sought the best school for his son’s pursuit of a Private Pilot’s certificate. Enter Julius J. Alexander, Jr., former educator in the Atlanta Public School system, retired PR specialist from Lockheed (Marietta division), experienced flight instructor and founder of Aviation Career Enrichment (ACE), a program Julius created in 1980 using aviation to motivate at-risk and economically disadvantaged youth in need of self-esteem and confidence.

By no means is ACE the only organization to employ aviation and flight training as a stabilizing force for challenged inner-city youngsters. Its successful story, however, exemplifies the contributions that a talented teacher with both a love of aircraft and an uncompromised dedication to his students brings to society.

Born in the same Alabama city that lent its name to the famed Tuskegee Airmen, the WWII squadron of African-American fighter pilots, Julius Alexander enrolled in the USAF Reserve Officers Training Corp (ROTC) as a college student and soloed in a J-3 Cub in the 1950s.

But Air Force flight training was not in his future, and he graduated from Georgia’s Morehouse College (Dr. Martin Luther King, Jr.’s alma mater and the only all-male school of higher learning in the USA historically for blacks) in 1959 to become a teacher in the Atlanta public school system. Five years later he 154

AVBUYER MAGAZINE – December 2015

earned his Private Pilot’s certificate, and the following year was selected to be one of three teachers for an innovative aviation program offered to Atlanta high school students.

An essay by Alexander about aviation as a stimulus for education attracted the attention of Cessna Aircraft, which invited him to be one of 10 educators to attend a special aviation education workshop in Wichita. Other articles followed, and by the early 1970s Alexander was gaining traction for the concept that aviation was a particularly effective tool for influencing inner-city youth.

For other students who were not able to enroll in one of his aviation programs within Atlanta’s school system, Alexander formed a cadet squadron of the Civil Air Patrol and thereby expanded his aeronautical outreach. During his tenure as a public school teacher, he earned his FAA certificates as a commercial pilot, ground instructor and CFI for singles and twins.

Although Alexander’s aviation program was popular and apparently effective, a new Superintendent of Schools in the Atlanta area decided that the district’s limited funds were better spent on other subjects. Thus in 1974 Alexander resigned his role in public education and joined the Lockheed Corporation at its Marietta, Georgia facility, nearby Atlanta, in its PR department. He continued there until retiring in 1997 as a Senior Public Relations Representative. While at Lockheed and subsequently following retirement, he continued his dedication to youth aviation education.

Youth Program Continued

Tending to his day job with Lockheed but spending weekends with his passion, Alexander encouraged youngsters through several aviation enrichment programs. He led a team that designed Aviation Career Education, a concept that was eventually embraced by several aviation organizations in the form of ACE Camps.

www.AVBUYER.com

Aircraft Index see Page 161

Community News 1 Dec15.qxp_Layout 1 17/11/2015 11:47 Page 3

BIZAV REVIEW ❚ COMMUNITY NEWS

OEM Bites AgustaWestland’s AW609 Tiltrotors will be acquired by The UAE Joint Aviation Command (JAC). Plans call for deliveries to the JAC to begin in 2019. The command also has options for three additional tiltrotors. It currently operates 11 AgustaWestland AW139 helicopters for various missions, including SAR. The AW609 promises to provide twice the speed and twice the range of a conventional helicopter. www.agustawestland.com Bombardier showcased the first two Global 7000 flight test vehicles (FTVs) at the Company's state-of-the-art assembly line in Toronto last month. "With a nocompromise approach and forward-thinking technology, the 7000 is the number-one priority for Bombardier Business Aircraft and for me personally,” said David Coleal, President, Bombardier Business Aircraft.

By 1980, his core efforts morphed into what became Aviation Career Enrichment, Inc., whereby any youth who demonstrated an interest could learn about flying by spending three hours each Saturday morning with Alexander, attending ground school and relating aeronautics to math and physics. Tuition, so to speak, was $12/month, and students often found sponsors to cover their cost of participation. In addition to attending ground school, many teenagers also took flying lessons from Alexander, and his Aviation Career Enrichment activities at Atlanta’s Fulton County Airport grew.

Since its formation 35 years ago, the program has reached over 1,000 individuals, and Alexander has logged well over 11,000 flight hours. Over 180 young aviators undertook their first solo under his supervision and several are now employed with the Scheduled Airlines.

Giving Back; Building Forward

Johnny Foster selected Julius Alexander to be Reese’s flight instructor out of respect for the educator’s aviation skills and admiration for the mentoring role Julius plays within the aviation community surrounding Fulton County Airport.

His belief in ACE extended beyond Reese’s immediate needs, however.

Advertising Enquiries see Page 4

OGARAJETS created a significant endowment that provides scholarship funding for ACE students who show passion and commitment for aviation as a career. It is from those students that future aviators will surface.

Still serving as a motivating force for inner city youth, Alexander’s Aviation Career Enrichment program has expanded and is active today, open to anyone who wishes to pursue flying as a career or avocation. The school operates four aircraft—two Cessna 172s, a Piper Comanche and a donated Cessna 310 currently undergoing refurbishment—two simulators and a flight training device. Most of the teachers and mentors are volunteers, although a small number of independent CFIs are modestly compensated for their activities.

While ACE focuses on Atlanta youth from ages 9 through 18, adults are welcome to participate in the ACE Adult Flying Club. The appeal of aviation knows no age limit, offering fulfilment to all who seek the benefits of flight.

OGARAJETS’ support of ACE is a worthy example of creating a legacy that adds value to all who participate in aviation, now and in the future. ❚ www.myflyace.org www.AVBUYER.com

Meanwhile, Bombardier received Transport Canada (TC) Certification for its Challenger 650 aircraft, and formally cancelled the Learjet 85 program with a $1.2bn write-down 10 months after placing the program on an indefinite pause. www.businessaircraft.bombardier.com Cirrus Aircraft has broken ground on its $15m, 11-acre “Vision Center” in Knoxville, Tennessee. According to Cirrus, the Knoxville facility will be “a flagship location for all Cirrus Aircraft, pilot, owner and customer activities”. All Cirrus aircraft production remains at Duluth, Minn., and Grand Forks, N.D., and SF50 certification remains targeted for year-end. www.cirrusaircraft.com Gulfstream received FAA STC approval to install a Future Air Navigation System (FANS) 1/A+ system on GVs. Fans 1/A+ is required over certain North Atlantic and some Pacific routes and helps air traffic controllers handle growing levels of air traffic by reducing spacing between aircraft. www.gulfstream.com December 2015 – AVBUYER MAGAZINE

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Marketplace Bombardier Learjet 45XR

Price:

$3,900,000 USD

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3310

Location: Canada

Cessna Citation CJ3

Price:

Please call

Year:

2006

S/N:

525B-0118

TTAF:

2134.7

Location: Canada

Price:

$15,800,000 USD

Year:

2009

S/N:

5786

Reg:

C-FLMK

TTAF:

1365.4

Well-maintained 2006 Citation CJ3. Only 2134.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, CAMP maintenance tracking, and much more. Avionics: Collins Pro Line 21 Integrated Autopilot/Flight Director/EFIS. Rockwell Collins Corporate Aircraft Service Program (CASP) coverage. Int: Interior condition 9/10.

Ext: Matterhorn white with dual striping accents (silver and burgundy metallic) Exterior condition 9/10. Additional Features: Monorail sun visors. Bravo/Encore entry stairs (replaced CJ3 stairs)

Tel: +1 (403) 592-3715 E-mail: jetsales@skyservice.com Interior re-furbished in 2009, Interior carpet re-done in 2014, Exterior painted in 2014, 10 Passengers, VIP floor plan, 6 single seats in double-club arrangement, 3-place divan (4 seat belts), 3 executive tables, Crew jumpseat, Large full-service beverage and food galley, High-temp convection oven, Microwave, Food tray, Sink cover, Coffee maker, AFT lavatory with vanity (not belted), Dual DVD/CD/MP3 player, Magazine rack, Forward wardrobe curtain, Cockpit night curtain, Collins TRD-94D Mode S, Collins ADC-850E, Collins GPS-4000A Receiver, Collins NAV-4000 VHF Receiver, Collins VHF-4000 VHF Transceiver, Collins HF-9031A Transceiver, Collins DME-4000 Transceiver, Collins CDU-6200, Collins RDC-4002, Collins DBU5000, Collins LDU-4000, Collins TCAS (TCAS II) TTR-4000, Collins FMC6000, Collins FCC-4006, Reduced Vertical Separation Minima (RVSM) certified

Skyservices Jet Sales Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Location: Canada

Gulfstream G280

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

Skyservice Jet Sales

Location: Canada

Dassault Falcon 50EX

Well-maintained 2004 Learjet 45XR. 3244.4 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

Skyservice Jet Sales

Reg:

Bombardier Challenger 605

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

Skyservice Jet Sales

Kevin Iocovozzi Price:

$21,500,000 USD

Year:

2015

S/N:

TBD

Reg: TTAF:

45

Location: USA

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

Well-maintained, 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. Engines: Make / Model: Honeywell TFE-731 (on MSP). APU: Model: Honeywell GTCP36-100A (on MSP).

S/N P-383; 2518.0 Hours Since New (as of June 2015).

Avionics: Avionics Package: Dual Collins EFIS-4000/Pro Line 4. Flight Director (FD): Dual Collins EFIS-4000 (4Tube). Auto-Pilot: Collins APS-4000

Tel: +1 (912) 313 5700 Email: a.novikov@fqgroup.biz Direct Sale From The Owner. Available For Viewings In USA Now. The APU, Airframe And Engine Hours Are Solely Due To Production And Delivery. Landings: 12. Engines Honeywell HTF7250G. Engines Enrolled In MSP. JAR-OPS 1 Compliant. Aircraft Equipped With G280 “Intercontinental Flight Package”. Int: 10-Passenger Gulfstream “Hallmark” Interior. Forward 4-Place Club Group. Aft RH 2-Place Divan.

Insp: On-Condition Maintenance. PRICE REDUCED

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AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Aircraft Index see Page 161

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Marketplace Challenger 300

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$11,895,000

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

2979

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

Location: USA

Citation Encore+

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com

Capital Jet Group Price:

$3,950,000

Year:

2007

S/N:

560-0758

Reg:

N62WA

TTAF:

2686

One U.S. owner since new, recent HSI, no damage history.

Start with FADEC, Trailing Link Gear, great runway & cruise performance , great DOC’s, and single pilot capability. Add in WAAS/LPV, Mark VIII EGPWS, TCAS 4000 with Change 7, IFIS 5000 with 6.0 upgrade with XM WX, E-Charts, & Enhanced Map Overlays. Top it off with HID lighting, Stormscope, Aircell Iridium phone, & too many extras to mention. Maintained by a top Citation facility

Location: USA

Challenger 604

Tel: + 704.904.3405 Email: staylor@luxejet.aero

Luxejet Price:

$6.495M US

Year:

1999

S/N:

5400

Reg:

N60055

TTAF:

4,786

Location: USA

Engines: GE CF34-3B. #1 4,634 Hours 2,347 Cycles. #2 4,786 Hours 2,443 Cycles. APU: GTCP 36-150. 3,877 Hours Since New. Bombardier Smart Parts Plus. GE On-Point Engine Coverage. APU on Honeywell MSP Gold. 192 Airframe/Gear Restoration June 2015. Duncan-Lincoln.

Collins Pro Line 4 Avionics System. Collins TTR-2100 TCAS w/change 7.1. Dual Collins FMS-6000 FMS’s w/WAAS LPV. Dual Collins GPS-4000S. Floor plan configured for nine (9) passengers plus a forward jump seat.

www.Luxejet.aero

Bombardier Learjet 35A

International Jet Markets Price:

$850,000.00

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

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

12 Year/12000 hour/3000 Landing C/W May 2011* Engines enrolled on Honeywell MSP & Fully Funded, Dual Collins FIS 84 Flight Directors, Fire Blocked- Eight Passenger Mid Cabin Configuration with 3 place Aft Divan across from two aft facing seats Landings: 9562 Cycles

Location: USA

Cessna Citation Excel

Tel: +1 (312) 953-7937 E-mail: lanceodnl@hotmail.com

Lance O'Donnell Price:

$2,349,000 USD

Year:

2000

S/N:

560-5101

No Damage history, on CESCOM/Proparts, no engine program or APU, externally serviced LAV, cabin 110v outlets and remote temp control, cabin soft goods redone 18 months ago.

Reg:

N81SH

Cycles: 3783

TTAF:

4213

Full details @ www.2000citationexcel.com

Location: USA- IL

www.2000citationexcel.com Advertising Enquiries see Page 4

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Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Pilatus PC-12 NG

Oleksandr Kudin Price:

Please call

Year:

2010

S/N:

1256

Reg:

SP-SAB

TTAF:

1405

Location: Poland

158

AVBUYER MAGAZINE – December 2015

www.AVBUYER.com

Tel: +48 (0) 505 540 680 E-mail: forgacz@gmail.com Freshly after 5-year maintenance. Cabin - Executive 6+2 seats. AvionicsPrimus Apex, FMS KDU 1080, Dual GPS KGS 200, ELT 406, Dual Transponder KXP 2290 Mode S, WX-Radar, Radio Altimeter, TAWS B/TCAS 1 KMH-980, ADAHRS KSG 7200 dual channel, DME, ADF Additional FeaturesConnected Flight Deck, large oxygen bottle, NiCd batteries, CVFDR, Electronic Charts, Electronic Checklist, Stormscope, VNAV, LPV, underwing recognition lights, satphone antenna

Aircraft Index see Page 161

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Marketplace 2004 Embraer ERJ-145 LR

Tel: +44 (0) 1753 832 088 E-mail: Juliet@skyworld.co.uk

SkyWorld Aviation Price:

Fleet of 5 x 2004 Embraer ERJ 145 LR’s For Sale

Year:

2004

S/N:

TBD

Reg:

TBD

FAA compliant Long range capability Air Stair Door 50 leather seats Engine thrust reversers Engines enrolled in RR Total Care

TTAF: Location: United Kingdom

www.skyworld.co.uk

Piaggio P-180 Avanti II

Tel: +1 (0) 727-366-4832 E-mail: david@exosaviation.com

David Fitzgerald Price:

$1,875,000 USD

Year:

2007

S/N:

1135

Reg:

N165SL

TTAF:

6317

Engine Specs: Left Engine PCE--RK0218, Time Since New 6286, Time Since Major Overhaul 2309, Since HSI 310, Right Engine PCE--RK0217, Time Since New 6292, Time Since Major Overhaul 2303, Since HSI 305, Prop(s): Left Propeller KU94, Time Since Overhaul 2548, Next Due: January 2017, Right Propeller HF233, Time Since Overhaul 418, Next Due: February 2019, Avionics: Collins Pro Line 21, Interior: 8 Pax interior

Location: USA- MA

Sikorsky S-76C++

Tel: +1 (0) 727-366-4832 E-mail: david@exosaviation.com

Henry Liddell-Grainger Price:

$4,100,000 USD

Year:

2000

S/N:

760506

Reg:

M-AKAR

TTAF:

1481

Annual Inspection: Due 18 Dec 2015, #1 Engine:TBO 3000/Time 470.24 TSN/Remaining 2529.36, #2 Engine: TBO 3000/Time 475.19 TSN/Remaining 2524.41, Main Gear Box: TBO 3250/Time 84.20 TSN/Remaining 3165.40, Intermediate Gear Box: TBO 4500/Time 1481.00 TSN/Remaining 3019.00, Tail Gear Box: TBO 4000/Time 1481.00 TSN/Remaining 2519.00, Avionics: Honeywell SPZ-7600 DAFCS, Honeywell Primus 440 Radar, Bendix/King KTR-908, Honeywell EDZ-705 EFIS, Bendix/King KNR-634A Navigation System, Paint: New December 2000. Overall Gun Grey. Interior: New December 2000. Beige Carpeting, Forward facing Bench Seating plus 2 Captain chairs configuration in Tan leather

Location: United Kingdom

Nextant

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

Augsburg Air Service Price: Year:

2013

S/N:

TBD

Reg:

TBD

TTAF:

950h

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

Location: Germany

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

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

www.AVBUYER.com

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PRODUCTS & SERVICES ARGUS International

Dassault Aviation

(ARGUS) announced that LunaJets has become the first European charter broker to earn the ARGUS Certified Charter Broker Rating. As the most recognized and trusted source of information on the charter business around the world, the ARGUS Charter Broker Program raises the bar to meet the high expectations and due diligence requirements of charter consumers and commercial aircraft operators. Although there are many charter brokers in the industry, only the finest can qualify as an ARGUS Certified Charter Broker. www.aviationresearch.com

Dassault Aviation have introduced a new avionics upgrade that will provide Falcon 900A and B operators with a range of important operational benefits, including an enhanced air traffic management capability and more reliable, cost-effective component offerings.

Known as “Falcon Select II”, the upgrade will enable operators to take advantage of next-generation ATM features such as ADS-B Out, FANS 1/A, and LPV offered on newer Dassault EASyequipped aircraft models. www.dassaultaviation.com

Clay Lacy Aviation

Duncan Aviation

Clay Lacy have opened 2.5 acres of new ramp space at its Van Nuys Airport FBO providing additional space for arrivals and departures, accommodate overnight parking and reduce the frequency of aircraft towing. It marks the first phase of a $10 million, 6-acre development and improvement plan designed to create Los Angeles' most secure and private corporate aviation complex. "We are excited that significant progress is being made toward completion of our much-anticipated South Campus," said Clay Lacy Aviation President and CEO Brian Kirkdoffer. "Every detail of our new and improved facilities has been designed with the privacy, comfort and safety of our clients in mind." www: claylacy.com

Duncan Aviation recently painted a Gulfstream GV unlike any other.

The aircraft, N888XY, is branded SEXYjet and is managed by Metropolitan Aviation. The owner’s personal designer and Duncan Aviation completions designers worked together to make the original concept applicable to aviation, meeting FAA requirements for things like registration numbers, placarding, and paint reflectance values. The paint products used for the two-tone aesthetic of the project were two primary systems: Sherwin Williams satin black base with satin clear coat and Axalta Chromalusion’s “color changing” base coat color called Perfect Jade followed by a gloss clear coat. www.duncanaviation.aero

AvBuyer (USPS 014-911), December 2015, Vol 19, Issue No 12 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index 21st Century Jet Corporation ...............................162 ABACE.......................................................................124 AeroSmith/Penny ....................................................148 Affinity Aviation..............................................134 - 135 Air Charter Service ....................................................45 Aircraft Guaranty Corporation.................................75 AMAC ...........................................................................99 American Aircraft Sales .........................................101 Aradian Aviation..........................................................93 Asian Sky Group......................................................127 Aviation Advisors........................................................81 Avjet Corporation ..............................................40 - 41 Avpro ....................................................................10 - 14 Bell Aviation........................................................58 - 59 Bombardier .............................................................1, 15 Boutsen Aviation......................................................125 CAAP ..............................................................138 - 139 Central Business Jets.............................................163 Charlie Bravo ..............................................................91 Conklin & de Decker ...............................................111 Corporate AirSearch Int’l .......................................147 Corporate Concepts .......................................55, 113

160

AVBUYER MAGAZINE – December 2015

Dassault Falcon Jet ........................................2 - 3, 79 Duncan Aviation..........................................................67 Eagle Aviation..............................................................27 Elliott Jets ...........................................................28 - 29 Florida Jet Sales.......................................................145 Freestream Aircraft USA....................................16-19 Gamit ............................................................................95 General Aviation Services........................................49 Global Jet Monaco ..................................32 - 33, 150 Hagerty Jet Group .....................................................85 Hatt & Associates ......................................................39 Hawkeye Aviation ....................................................144 Intellijet International ..............................................6 - 7 International Aviation Marketing..............................99 Jet Bed..........................................................................87 Jet Sense Aviation........................................128 - 133 Jet Support Services (JSSI) ....................................65 JetBrokers ...........................................................52 - 53 Jetcraft Corporation ................................50 - 51, 164 Jeteffect......................................................................107 JETNET.........................................................................74 JetPro Texas...................................................140 - 141

www.AVBUYER.com

Jets4Udirect..............................................................143 John Hopkinson & Associates ....................126, 149 Lufthansa Bombardier Aviation Services .............69 Leading Edge Aviation Solutions .........................119 Lektro..........................................................................111 Mente Group ............................................................146 Mesinger Jet Sales............................................23 - 25 OGARAJETS .....................................................34 - 35 OHS Aviation Services.............................................71 Par Avion ...................................................................111 Reed Aviation ...........................................................115 Rolls-Royce..................................................................47 Singapore Airshow..................................................152 Sojourn Aviation.......................................................142 Southern Cross Aviation ........................................117 Tempus Jets.................................................................61 The Elite London......................................................151 The Jet Business ........................................................43 Welsch Aviation........................................5, 136 - 137 Wright Brothers Aircraft Title...................................77

Aircraft Index see Page 161

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Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 32 A319 . . . . . . . . . . 32, 134 A320 VIP . . . . . . 113 A330 . . . . . . . . . . 113 A340 . . . . . . . . . . 113

AVIAT Husky A-1C . . . . 113

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 16, 24, 40, 113, 164 DC8-62 . . . . . . . . 113 727-200 . . . . . . . 113 737-200 . . . . . . . 113 737-300 . . . . . . . 40 757 VIP . . . . . . . . 40

BOMBARDIER Global 5000 . . . . 10, 32, 51, 107, 111, . . . . . . . . . . . . . . . 113, 125, 164 Global 6000 . . . . 7, 32, 51, 81, 164 Global Express . 15, 40, 50, 51, 52, . . . . . . . . . . . . . . . . . 113, 164 Global Express XRS 1, 7, 15, 18, 40, . . . . . . . . . . . . . . . 51, 91, 119, 134, 164

Challenger

300 . . . . . . . . . . . 32, 51, 113, 115 . . . . . . . . . . . . . . . 125, 126, 129, 135 . . . . . . . . . . . . . . . 150, 157, 163, 164 600 . . . . . . . . . . . 34, 49, 50 601-1A . . . . . . . . 91 601-3A . . . . . . . . 101, 107 601-3A/ER . . . . 101, 107, 126 604 . . . . . . . . . . . 12, 19, 32, 47, 51, . . . . . . . . . . . . . . . 107, 157, 164 605 . . . . . . . . . . . 18, 50, 107, 135, 156 850 . . . . . . . . . . . 15

Learjet

31A . . . . . . . . . . . 47, 52, 107, 117 35A . . . . . . . . . . . 52, 157 36A . . . . . . . . . . . 158 40 . . . . . . . . . . . . 52, 58 40XR . . . . . . . . . . 107 45 . . . . . . . . . . . . 12, 13, 19, 52, 101 . . . . . . . . . . . . . . . 107, 117, 141 45XR . . . . . . . . . . 15, 28, 41, 50, 51 . . . . . . . . . . . . . . . 107, 133, 156, 164 55 . . . . . . . . . . . . 52 60 . . . . . . . . . . . . 12, 47, 91, 107, 128 60XR . . . . . . . . . . 51, 117, 130, 131, . . . . . . . . . . . . . . . 164

CESSNA Citation

II . . . . . . . . . . . . . 53 V. . . . . . . . . . . . . . 58, 91 X . . . . . . . . . . . . . 28, 39, 91, 101, 107, . . . . . . . . . . . . . . . 117, 163 X+ . . . . . . . . . . . . 24

AIRCRAFT

PAGE

AIRCRAFT

XLS . . . . . . . . . . . 32, 91, 93 XLS+ . . . . . . . . . . 28 CJ1. . . . . . . . . . . . 27, 125 CJ1+ . . . . . . . . . . 12 CJ2. . . . . . . . . . . . . 12, 25, 58, 132 CJ3. . . . . . . . . . . . 27, 111, 156 Bravo . . . . . . . . . 28, 29, 52, 53 Conquest I . . . . . 27 Conquest II . . . . 59 Excel . . . . . . . . . . 28, 93, 101, 157 Encore + . . . . . . 29, 52, 157 Jet . . . . . . . . . . . . 53, 58, 125 M2 . . . . . . . . . . . . 27 Sovereign . . . . . . 49, 50, 51, 93, 113, . . . . . . . . . . . . . . . 163, 164 SII . . . . . . . . . . . . 59 Stallion . . . . . . . . 81 Ultra . . . . . . . . . . 29, 53, 149 Mustang . . . . . . . 47, 93 400 . . . . . . . . . . . 27 421B . . . . . . . . . . 52 421C . . . . . . . . . . 52 500 . . . . . . . . . . . 143 501-1/SP . . . . . . 81

DORNIER 328 . . . . . . . . . . . 49, 125

EMBRAER EMB-135 LR . . . 113 EMB-145 EP . . . 113 EMB-145 LR . . . 159 Legacy 600 . . . . 51, 52, 101, 164 Legacy 650 . . . . 144 Phenom 100 . . . 107, 125 Phenom 300 . . . 58, 107

FALCON JET 7X . . . . . . . . . . . . 11, 24, 33, 49, 125, . . . . . . . . . . . . . . . 162, 163 10 . . . . . . . . . . . . 52 20F . . . . . . . . . . . 52 50 . . . . . . . . . . . . 34, 126, 162 50EX . . . . . . . . . . 11, 25, 117, 156, 162 900 . . . . . . . . . . . 162 900B . . . . . . . . . . 11, 25, 52, 145, 146, . . . . . . . . . . . . . . . 162 900C . . . . . . . . . . 162, 163 900EX . . . . . . . . . 18, 25, 47, 111, 119, . . . . . . . . . . . . . . . 162 900EX EASy . . . 3, 11, 51, 163, 162 900LX . . . . . . . . . 3, 11, 85,162, 162, . . . . . . . . . . . . . . . 164 2000 . . . . . . . . . . 11, 49, 58, 117, 125, . . . . . . . . . . . . . . . 126 2000LX . . . . . . . . 3, 7, 50, 51, 91, 113, . . . . . . . . . . . . . . . 117, 164 2000S . . . . . . . . . 3

FOLLAND Gnatt . . . . . . . . . . 52

PAGE

AIRCRAFT

PAGE

GULFSTREAM

PILATUS

IV . . . . . . . . . . . . . 107 IVSP . . . . . . . . . . 10, 47, 85, 107, 119, . . . . . . . . . . . . . . . 163 V. . . . . . . . . . . . . . 41, 51, 107, 119, . . . . . . . . . . . . . . . 125, 136 100 . . . . . . . . . . . 93, 163 150 . . . . . . . . . . . 85, 93, 107 200 . . . . . . . . . . . 10, 24, 41, 51, 81, . . . . . . . . . . . . . . . 93 280 . . . . . . . . . . . 25, 139, 156 450 ............10, 17, 33, 51, 85, . . . . . . . . . . . . . . . 93, 107, 142, 164 550 . . . . . . . . . . . 7, 10, 16, 24, 41, 51, . . . . . . . . . . . . . . . 52, 61, 81, 85, 93, . . . . . . . . . . . . . . . 101, 107, 164 650 . . . . . . . . . . . 34, 51, 164 650ER. . . . . . . . . 43

PC12 NG . . . . . . 24, 158 PC12/45. . . . . . . 59

HAWKER BEECHCRAFT King Air

200 . . . . . . . . . . . 52 B200 . . . . . . . . . 28, 49, 93 300 . . . . . . . . . . . 29 350 . . . . . . . . . . . 13, 29, 93, 117, 127, . . . . . . . . . . . . . . . 137, 139 C90 . . . . . . . . . . . 93 C90A . . . . . . . . . . 125 C90 GT . . . . . . . . 93 E90 . . . . . . . . . . . 59 F90-1 . . . . . . . . . 59

Beechcraft

Duke A60 . . . . . . 52 Premier I . . . . . . 29

Hawker

PIPER Meridian . . . . . . . 59

ROCKWELL Turbo Commander 690B. . .53

SABRELINER 65 . . . . . . . . . . . . 52

SOCATA TBM 700B . . . . . 53 TBM 700C2 . . . . 147 TBM 850. . . . . . . 13

WESTWIND Westwind I . . . . . 81

HELICOPTERS

AGUSTAWESTLAND A109S Grand . . 13 A109 Power . . . . 50, 51, 164 AW109 . . . . . . . . 113 AW109SP. . . . . . 125 A119 KE . . . . . . . 125 AW139 . . . . . . . . 13, 99 Koala ..........93,

BELL

400A . . . . . . . . . . 91 400XP . . . . . . . . . 93 700A . . . . . . . . . . 52 750 . . . . . . . . . . . 93 800A . . . . . . . . . . 148 800B . . . . . . . . . . 143, 800XP . . . . . . . . . 12, 39, 41, 53, 93, . . . . . . . . . . . . . . . 138, 146 850XP. . . . . . . . . 51, 93 900XP . . . . . . . . . 34, 51, 93, 119, 125, . . . . . . . . . . . . . . . 140 4000 . . . . . . . . . . 39

206L4 . . . . . . . . . 158 212 . . . . . . . . . . . 158 412 EMS . . . . . . 158 427 . . . . . . . . . . . 107

EUROCOPTER/AIRBUS

Astra SP . . . . . . . 126 Astra SPX. . . . . . 24

AS350 B-2 . . . . . 14 AS355-F-2 . . . . . 13, 14, 113 AS355N . . . . . . . 125 AS365N3 . . . . . . 14 EC 120 B . . . . . . 113 EC 130 B4 . . . . . 13, 125 EC 135 P2 . . . . . 19 EC 135 P2+ . . . . 93 EC 135 T1 CDS. 125 EC 135 T2i . . . . . 13 EC 145 . . . . . . . . 14 EC 155 B1 . . . . . 14

NEXTANT

MCDONNELL DOUGLAS

IAI

Nextant 400XT . 159

PIAGGIO P-180 Avanti II . 159

MD900 . . . . . . . . 93

SIKORSKY S-76C+ . . . . . . . . 14, 51 S-76C++ . . . . . . 14, 19, 99, 119, 159

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BUSINESS AVIATION INTELLIGENCE

December 2015 – AVBUYER MAGAZINE

161

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

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ December.qxp_CBJ November06 17/11/2015 14:38 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique CBJets.com

EMAIL: INFO@CBJETS.COM

2013 Falcon 7X SN 213 Has Been Sold New Paint

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

2002 FALCON 900C SN 194 4300 TT, Recent 2C, 12 Year and Gear Overhaul, Brand New Paint, Refurbished Interior, MSP Gold, Equipped for European Operations

GIVSP SN 1453

GIVSP SN 1487

Single Midwestern US Owner, Only 4600 Hours TT, Aft Galley, 16 PAX, External view Camera

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

LIKE NEW CITATION X SN 207

1999 CITATION X SN N750GM

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

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

2003 GULFSTREAM G100 SN 150

CHALLENGER 300 SN 20264

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

February 2010 In Service Date, 48-Month c/w 02/14

by Bombardier, MSP Gold Engine Program, ATG-5000 Gogo Biz w/ WIFI, Premium Interior Package, Single Midwestern US Owner

www.cbjets.com

ALSO AVAILABLE: Citation Sovereign SN156 and Falcon 900EXy SN238 (Lease Only)

Making the complex simple for over 50 years.

2008 CESSNA CITATION SOVEREIGN S/N 680-0250 • 1,653 Hours; 1,023 Cycles • Airframe on ProParts; Engines on Power Advantage Plus, APU on AUX Advantage • Nine(9) Passengers in VIP Configuration

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services.

With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2008 EMBRAER LEGACY 600 S/N 14501061 • Low Time Aircraft with a 2” Dropped Floor • Aircell ST-3100 SatCom • Premium Entertainment Options

2007 BOEING BUSINESS JET S/N 35990

File Photo

2006 DASSAULT FALCON 900EX EASy S/N 165

2010 BOMBARDIER LEARJET 45XR S/N 381

ALSO AVAI L ABLE

• 1,260 Hours; 1,072 Cycles • Fresh Bombardier – Wichita Phase A/B Inspections • Fresh Bombardier Pre-Buy

2013 BOMBARDIER GLOBAL 6000 S/N 9515 • Rockwell Collins Pro Line Fusion “Vision” Flight Deck • Increased MTOW to 99,500 lbs • 16 Passenger with Crew Rest

I N FO @ JETC RAF T. CO M

12-2015_AVBuyer_Back Cover_Simple Complex.indd 1

• Low Time with Only 1,968 Hours • EASy II Provisions in Place • Dry Bay Mod Complete

• 1,769 Hours; 476 Cycles • 2C Inspection June 2014 • 15 Passenger with Master Bedroom

2010 AGUSTA A109 POWER 2007 CHALLENGER 300 2003 CHALLENGER 604 2014 GLOBAL 5000 2012 GLOBAL 6000 2002 GLOBAL EXPRESS 2010 GLOBAL XRS 2004 LEARJET 45XR 2008 LEARJET 60XR 2011 CITATION SOVEREIGN 2009 FALCON 2000LX 2010 FALCON 900LX 2008 GULFSTREAM G450 2005 GULFSTREAM G550 2013 GULFSTREAM G650

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