AvBuyer Magazine December 2016 by AvBuyer Ltd.

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AVBUYER December 2016

™

B U S I N E S S

A V I A T I O N

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

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Falcon 7X 2011 • s/n 111 • 2,170 hrs. total time • 12 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom Axxess II, EFB • Engines on ESP Gold and APU on MSP Gold • 1C due March 2019

Falcon 900LX 2014 • s/n 283 • 458 hrs. total time • 14 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due October 2020

Falcon 900LX 2013 • s/n 271 • 695 hrs. total time • 14 passengers with Forward & Aft lavatories • EASy II (Baseline, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due November 2019

Falcon F900EXy with Winglets 2007 • s/n 184 • 3,640 hrs. total time • 13 passengers with Forward & Aft lavatories • EASy II (Baseline, LPV, ADS-B out, SVS, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom with DIU • Engines and APU on MSP Gold • FalconCare enrolled, 2C due August 2019

Falcon 2000LX 2012 • s/n 230 • 808 hrs. total time • 8 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, HUD, EFVS, 2 EFBs, 2 Satcom: Axxess II & Aviator 300 • Engines and APU on JSSI 100% • 1C due February 2018

Falcon 2000LX 2009 • s/n 161 • 2,801 hrs. total time • 10 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Iridium Satcom Axxess II, 2 EFBs • Engines on JSSI 100% and APU on MSP Gold • 2C due January 2021

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Editor Welcome Nov16.qxp_JMesingerNov06 23/11/2016 13:49 Page 1

Editor’s Welcome Operator in Chief

fter January 20, 2017 Donald J. Trump could say that his other aircraft is Air Force One. In an election that surprised the political pundits and pleased roughly half the nearly 120 million Americans who cast votes early last month, the billionaire real estate developer and owner of four business aircraft—an executiveconfigured Boeing 757, a Cessna Citation and two Sikorsky S-76 helicopters—became the President-elect of the US. The likelihood that the 45th person to hold the highest elected office in the US will directly impact the state of Business Aviation is low. He will have other issues with which to contend, such as infrastructure, taxes, foreign trade, climate change, immigration and hostilities in numerous locations throughout the globe, to mention just a few. Furthermore, accurately predicting the actions of Mr. Trump, who some say is more a pragmatist than an ideologue, obviously is unrealistic. He will do what he wants to do, when he want to do it, presumably (but not necessarily) after consultation with his advisors. His assertiveness is one of the traits strongly embraced by his followers. Believers in the value of Business Aviation presume that they will have an ally in the White House, but nothing should be assumed. As a very active user of business aircraft, however, he appreciates why on-demand mobility and access to all areas of the globe are essential aspects of running his worldwide real estate empire. The Trump Organization, of which he is the principal owner, consists of about 500 entities, including more than 50 properties outside the US. Surely the people tasked with managing Mr. Trump’s interests while he is US President will continue to need and use Business Aviation. Like President Obama, President Trump will rely on Air Force One to give him and his top staff timely and efficient access to the many domestic and international venues where meetings will be held and decisions formulated. Even with an “America First” mantra, The Trump Administration will be spending considerable time outside the US. In this age of satellite communications, face-to-face dialogue is still a necessity. It is unlikely that President Trump will be any less dependent on Air Force One, the ultimate business aircraft, than his predecessor. Considering key topics on the Presidentelect’s agenda for his first 100 days in office— many of which involve interfacing with international parties throughout the globe—we

anticipate that Business Aviation will be see added activity under the Trump Administration.

In This Issue

Now that the voters have spoken and a transition is unfolding, market movement is likely. Certainly the need for information has intensified. Thus it is with our reader’s needs foremost in our selection of subject to address, we continue our focus on meaningful intelligence designed to assist aviation professionals and the business leaders who use Business Aviation. Rollie Vincent reflects on aircraft owner/operator sentiment in this month’s Market Indicators section while Mike Potts analyses the latest new aircraft shipment numbers from GAMA. Mike Chase and Marj Rose, meantime, contemplate new and used sales trends, courtesy of JETNET data and Rani Singh discusses the Middle East Business Aviation marketplace with Global Jet’s Hardy Sohanpal. For the Flight Department as a New Year approaches, NextGen draws ever-closer. Ken Elliott outlines the processes behind the creation of aviation mandates as he launches a series on ‘Understanding Aviation Mandates’. Dave Higdon, meanwhile, concludes his NBAA Gold Wing award-winning International Business Aviation Operations series with a focus on Oceania. Aviation Director Andre Fodor explores ways to avoid maintenance bottle-necks for new aircraft owners, and Mario Pierobon considers key areas for improving flight department safety management. Bombardier’s Challenger 350 features in this month’s Aircraft Comparative Analysis alongside Gulfstream’s G280, while turboprops feature in our Aircraft Values and Specifications data. Of relevance to the Boardroom: David Wyndham continues his discussion of Business Aviation consultants, this time in relation to open-ended questions and tasks; Keith Swirsky and Chris Younger continue their series on Importing foreign-registered aircraft into the US; Stuart Hope summarizes the key take-aways from our 2016 BizAv Insurance coverage; and Rod Simpson concludes our overview of Dassault’s history. Finally, we wish you a Happy Christmas and a peaceful and prosperous 2017 - during which we make it our resolution to continue to be your key source of Business Aviation Intelligence. Jack Olcott Editorial Director, AvBuyer

EDITORIAL Editorial Director J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8939 7722 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8939 7728 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Lise Margin (USA Sales) 1-703 818 1024 Lise@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0)20 8255 4700 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8939 7722/7726 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)20 8939 7720 Barry@avbuyer.com AVBUYER.COM Jayne Jackson Jayne@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4229 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE AvBuyer House, 34A High Street, Thames Ditton, Surrey KT7 0RY, UK +44 (0)20 8255 4000 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

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14:03

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Volume 20, Issue 12

December 2016

Contents

T BizAv Intelligence

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

Keys to Improving Aviation Safety Management: Flight Departments need to be more proactive in establishing safety standards, warns Mario Pierobon. Here’s how…

GAMA Q3 2016 Shipment Report & Analysis: What will Mike Potts discover as he dissects a disappointing Q3 2016 report from GAMA…?

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

Aircraft Specifications: Turboprop performance and specifications comparisons

Aircraft Comparative Analysis – Challenger 350: How does Bombardier’s Challenger 350 square up against the Gulfstream G280? Find out here…

2016 vs 2015 Business Jet Market Trends: Mike Chase & Marj Rose compare the new and used business jet sales markets, year-to-date, courtesy of JETNET data Middle East Business Aviation Market Assessment: Rani Singh interviews Global Jets’ Hardy Sohanpal to discover the trends in the Middle East market

T Boardroom

102

How to Choose the Best BizAv Consultant: David Wyndham considers questions of working with consultants on open-ended projects in Business Aviation

106

Importing Used Business Aircraft (Part 2): How to deal with commonly encountered issues of importing a jet onto the US register…

110

Recap of Insurance Articles in 2016: Year-end, and Stuart Hope looks back on key lessons learned from the prior 12 months’ BizAv Insurance articles

112

The Dassault Story (Part 2): Rod Simpson highlights a history of pioneering innovative technology for both military and civil aviation

T Flight Department

AVBUYER MAGAZINE – December 2016

Understanding Aircraft Equipage Mandates: Ever wondered about the laborious process of determining what equipment an aircraft must have? Ken Elliott discusses

International Business Aviation Operations (Oceania): Dave Higdon concludes his Gold Wing Journalism award-winning series with a look at what’s required to fly in Oceania…

Maintenance Delays & How to Avoid Them: Who’s fault are they anyway, asks Aviation Director Andre Fodor as he considers the relationship between OEM, MRO & jet owner

Understanding CAMO: When the topic of CAMO arises, it’s natural for operators of business aircraft outside of Europe to tune-out. Not so fast, says Waleed Muhiddin…

www.AVBUYER.com

T Community News

116

BizAv Review: NBAA-BACE 2016 News round-up

Aircraft Index see Page 153

Your first choice for pre-owned

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Bombardier, Learjet, Challenger, Global and Global Express XRS are trademarks of Bombardier Inc. or its subsidiaries. © 2016 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.

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2016-11-16 16:37

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary With 2016 Virtually Over, What’s Ahead for 2017?

Many observers are no doubt saying, ‘We’re glad that’s over,’ notes Rollie Vincent, Editor, Market Indicators, as he reflects on the US Presidential election. With this and Brexit having a big impact on world politics, what’s the Business Aviation picture looking like for 2017…?

he 2016 US Presidential election was a hard-fought battle that intrigued much of the planet. Pollsters who got it wrong were in abundance, and a wave of populist sentiment currently sweeps across the geo-political landscape. For Business Aviation, many industry proponents will delight in the fact that the new US President-elect is already an enthusiastic private aviation customer, with a fleet of owned aircraft that covers the spectrum from Sikorsky S-76 helicopters to a Citation X and Boeing B757. From a regulatory perspective, this should bode well for an industry that has been buffeted over the last several years by negative rhetoric from the Oval Office, an unwelcome headwind that did nothing to help the industry recover from the aftermath of the 2008 financial crisis. With many voters in the US (and in the UK with the surprising Brexit vote) seeking “change”, however defined, we expect 2017 will be witness to some very substantial transitions that will challenge the status quo in Washington, Brussels, London and other world centers of government and business.

The Impact on BizAv?

So, what do these geo-political transitions portend for Business Aviation, particularly in the New Year? With aircraft sales, prices, and utilization on the decline throughout 2016, will Brexit and a new US Administration provide any much-needed lift for the Business Aviation industry? Although we can no doubt be criticized at this time for even mentioning the word ‘survey’, the Q3 2016 JETNET iQ Survey of business aircraft owners and operators included specific questions on the expected impact of both Brexit and the US Presidential election on the industry. A random sample of more than 500 fixed-wing owners/operators in 61 countries (65% of whom made or 16

AVBUYER MAGAZINE – December 2016

influenced their organization’s last aircraft purchase) found that Brexit and the US election were in fact important issues facing the industry. About 25% of worldwide respondents (and 37% of those based in Europe) disagreed with the statement that the uncertainty following the Brexit referendum will have little of no impact on Business Aviation (Chart A, top right). Worldwide, 41% of respondents believed that the uncertainty related to the [upcoming at the time] US Presidential election would have little or no impact on Business Aviation. Within respondents based in North America (US & Canada), this proportion increased to 52% (Chart B, bottom right). Conventional wisdom suggests that most people abhor uncertainty, and this seems to be especially the case in Business Aviation. Tumbling residual values, soft prices and lower aircraft utilization levels are the result of an oversupplied business aircraft market that has clearly stopped recovering for the time being. Economic and regulatory uncertainty, a near-constant concern with aircraft owners and operators, is likely to increase in 2017 as negotiations get underway in earnest on the future of UK–Europe relations, and as decisions are made and positions are clarified in what looks to be a raucous debate amongst various factions of the US Government. Entertaining? Perhaps to some, but probably disconcerting to many, as the

www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators Dec16.qxp_Layout 1 22/11/2016 17:06 Page 2

potential exists for a reset of the US’ trade and even security relationships with longestablished trading partners and military allies. Will there be even more (unwelcome) uncertainty in 2017? Our vote is, sadly, “Yes”.

Chart A External Factors: Brexit

Used Jet Market

The pre-owned business jet market continues to be quite active, although the volume of whole retail business jet transactions has been trending slowly downwards in H2 2016. In the ‘Good News’ column is the fact that we have been seeing a firming-up of prices in the lower-end of the market, led initially by the turboprop and now the light jet segments. This is a welcome sign, especially for the hard-hit light jet segment, after a prolonged and stubbornly shallow recovery that has been quietly underway for the past few years. Large cabin business jet values remain under tremendous downward pressure, as ‘For Sale’ inventory increases and the market adjusts to the fact that wellregarded aircraft such as the Gulfstream G450 and G550 will soon be out of production. These aircraft are already joining a crowded stable of models whose values have declined much faster than expected. Although it may be tempting to think that, once sold, an aircraft’s value is primarily the concern of the new owner, this can easily become a self-defeating spiral. Left unchecked, rapidly declining values will almost inevitably lead to buyer’s/lender’s/lessor’s remorse, and ultimately a flight of customers and capital to more lucrative investments. The radical restructuring of the business aircraft lending/leasing industry is one of the most significant consequences of the rapid decline in residual values which has been the industry “news story” of the past two years. Political leaders in Washington, Brussels, London and elsewhere will have far more pressing issues to address in the coming year than the Business Aviation industry’s supply/demand imbalances. A key question for policy makers: ‘How to stimulate economic growth in the face of seething nationalistic demands for trade, travel and migration restrictions?’ These external forces could easily become the industry “news story” of 2017.  MI www.rollandvincent.com Advertising Enquiries see Page 4

Source: JETNET iQ

Chart B External Factors: US Presidential Election

Source: JETNET iQ

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 continued on page 20

www.AVBUYER.com

December 2016 – AVBUYER MAGAZINE

EXCLUSIVELY REPRESENTED BY

2011 DASSAULT FALCON 7X SERIAL NUMBER 138 – REGISTRATION M-OMAN EASy II+ COCKPIT, AIRFRAME ENROLLED ON FALCONCARE, ENGINES ENROLLED ON ESP GOLD, APU ENROLLED ON MSP GOLD, ONE OWNER SINCE NEW, CPDLC & FANS-1A, ADS-B OUT, TCAS 7.1, WILL DELIVER WITH FRESH 1-6A INSPECTIONS

2008 DASSAULT FALCON 2000EX EASy SERIAL NUMBER 139 – REGISTRATION VP-CTT LOW TIME, ENGINES ENROLLED ON ESP GOLD, EASy II, CPDLC, TCAS II VERSION 7.1, DESIRABLE 10 SEAT CONFIGURATION, ONE OWNER SINCE NEW, NEVER CHARTERED, ALWAYS HANGARED

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2007 DASSAULT FALCON 900EX EASy SERIAL NUMBER 174 – REGISTRATION N789ZZ LOW TIME, U.S. REGISTERED, ENGINES AND APU ENROLLED ON HONEYWELL MSP, EASy II UPGRADE, PART 135 CERTIFIED, NEW PAINT 2012

2013 EMBRAER LEGACY 650 SERIAL NUMBER 14501162 – REGISTRATION G-OTGL ENTRY INTO SERVICE: 28TH NOVEMBER 2013, LOW TIME – JUST 550 HOURS, ONE OWNER SINCE NEW, EU-OPS 1 CERTIFIED, FANS 1/A, CPDLC & TCAS 7.1, FORWARD & AFT LAVATORY, NO DAMAGE HISTORY, ALWAYS HANGARED

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ONE OWNER SINCE NEW, LOW TIME, 13 SEATS FOR TAKE OFF AND LANDING, ENGINES ENROLLED ON CORPORATE CARE, FORWARD CREW LAVATORY, WIFI CONNECTIVITY THROUGH INMARSAT, IPOD CONNECTION

ONE OWNER SINCE NEW, ENGINES ON CORPORATE CARE, APU ON JSSI, EASA & EU-OPS 1 CERTIFIED, 13 PASSENGER INTERIOR, FORWARD & AFT LAVATORY, ACAS II (TCAS II WITH CHANGE 7)

2009 EMBRAER LEGACY 600 SERIAL NUMBER 14501091 – REGISTRATION VP-CAA LOW TIME & CYCLES, ENTERED SERVICE 2009, PRIMUS ELITE AVIONICS, AIRFRAME ON EMBRAER EXECUTIVE CARE ENHANCED PROGRAMME, ENGINES ON ROLLS ROYCE CORPORATE CARE, WI-FI SWIFT BROADBAND, REFRESHED INTERIOR 2014, NEW EXTERIOR PAINT 2014 (DUNCAN)

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IN SERVICE DECEMBER 2012, U.S. REGISTERED, FORWARD GALLEY & CREW REST, ENGINES ENROLLED ON ROLLS ROYCE CORPORATE CARE, APU ENROLLED ON MSP, 42” MONITOR IN AFT STATEROOM, HONEYWELL SWIFT BROADBAND, SATELLITE DIRECT TV, ONE OWNER SINCE NEW

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2008 GULFSTREAM G200 SERIAL NUMBER 200 – REGISTRATION P4-ADD ENGINES & AIRFRAME ON JSSI, APU ON HONEYWELL MSP GOLD, NO DAMAGE HISTORY, ONE PRIVATE OWNER SINCE NEW – NEVER BEEN CHARTERED, ALWAYS HANGARED, FRESH 12, 24, 48 & 96 MOS & 3000 HOURS HSI INSPECTIONS, DESIRABLE HIGH CAPACITY 10 SEAT CONFIGURATION, SAFE FLIGHT AUTOPOWER AUTOMATIC THROTTLE SYSTEM, 88 PARAMETER FDR, JUMP SEAT

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America

October flight activity was up Year-overYear (YoY) in North America, with Fractional and Large Cabin flight activity leading the way. Month-over-Month (MoM) October posted its expected increase over September... Reviewing YoY flight activity (October 2016 vs. October 2015), Argus TRAQPak data indicate that October 2016 posted an increase of 3.3%. Results by operational category showed significant gains across the board with Fractional activity rising 5.7%. Part 135 activity followed with a gain of 5.2% and Part 91 rose a modest 1.5%. The aircraft categories were all

positive and were led, again, by a 10.3% boost for large cabin jets.

Month-Over-Month

October Business Aviation flight activity posted the expected MoM increase from September, finishing up 3.4%. Results by operational category were all positive, with Fractional up 4.6%, Part 135 up 3.3% and Part 91 activity up 3.2%. The aircraft categories were, again, all positive with the largest MoM increase coming in the large cabin sector, up 6.7% from September. MI www.argus.aero

October 2016 versus October 2015

October 2016 versus September 2016

BizAv Activity Europe There were 66,921 Business Aviation departures in Europe in October 2016 according to WINGX’s latest monthly Business Aviation Monitor, representing a -2.8% Year-over-Year (YoY) decline in activity. The slowdown came in turboprop activity, with business jet flights flat YoY. The overall Year-To-Date (YTD) 2016 trend in Business Aviation activity is now -0.3% compared to 2015. In particular, faltering demand in France and Germany weighed the market down. From these two countries there were 1,600 fewer flight departures YoY in October. Business Aviation flights within Germany slumped -10%. Charter activity in France fell -7% YoY. Other large markets, including UK and Switzerland were also weaker on a YoY basis. The UK still has growth YTD, averaging >100 more flights each month compared to last year. But flights from the UK to Europe were down by -4% in October. The one region of Europe that maintained summer growth trends was the Mediterranean, with flight activity in Italy up 2%, and in Spain 7%. The growth in Spain came from Private business jet flights, in Italy, from growth in AOC sectors. Flight activity in Eastern Europe was flat YoY. From Russia, activity subsided by -7%, although flights from Europe to Russia were flat YoY. Transatlantic activity was also flat, while inbound flights from Africa were well up this month. Overall AOC activity was very slightly down this month, but business jet AOC flights grew 2% YoY. AOC activity is getting a considerable boost this year from the larger operators expanding their fleets, especially in ULR, SMJ and LJ segments. “October was down YoY and posted the lowest October monthly activity for several years,” noted Richard Koe, Managing Director of WINGX. “But the declining trend was exaggerated by the significant fall in turboprop and piston activity. The underlying business jet activity was flat, and business jet charters continued to grow.” MI www.wingx-advance.com 

BUSINESS AVIATION INTELLIGENCE

continued on page 22

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

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ELL OS T XT NE

1994 Gulfstream IV-SP Serial Number: Hours: 4,189 • • • •

E AT

L CU

250 Hours Since Engine Overhaul Very Low Total Time Two US Owners Since New Aft Galley/Forward and Aft Lav

• APU on MSP • Fresh 24 Month Inspection

2008 Gulfstream G150 Serial Number: Hours: 1,954

1242

Asking Price: $4,950,000

250

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• Engines and APU on MSP Gold • Avionics enrolled on CASP • One U.S. Corporate Owner Since New • 8 Place Universal Interior w/ FWD Divan & Belted LAV Seat • Dual IFIS Servers with Jeppesen Charts & XM Weather

DIN

N PE

2002 Citation Excel Serial Number: 560XL - 5284 Hours: 5,542

Asking Price: $3,695,000

• 2013 Paint & Interior ̀ :RUOGZLGH 7UXH1RUWK ,ULGLXP :Lͧ • WAAS / LPV Compliant & TCAS 7.1 • Maintenance Tracked w/ CESCOM

IRE

U CQ

2001 Falcon 2000 Serial Number: Hours: 5,500

IRE

152

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• New Paint & Interior 2013 by Duncan Aviation • Engines and APU on Programs ̀ *R*R :Lͧ

U CQ

• Airframe on Pro Parts & APU on Aux Advantage • Engines Enrolled on Power Advantage Plus

• Head Up Display

1996 Gulfstream IV-SP Serial Number: Hours: 7,700

1294

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• High Speed Data ̀ 3DVVHQJHU &RQͧJXUDWLRQ ZLWK • Direct TV Forward Galley • ADSB-Out & TCAS 7.1 • Engines Enrolled on Rolls Royce Corporate Care

2008 Gulfstream G450 Serial Number: Hours: 2,670 • • • •

4141

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MarketIndicators Dec16.qxp_Layout 1 22/11/2016 17:09 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET Q3 2016 Used Aircraft Market Review

JETNET released the September 2016 and the first nine months (YTD) results for the pre-owned business jet, business turboprop, helicopter and commercial airliner markets in 2016… Comparing September 2016 with September 2015, business jets and turbine helicopters showed the largest increases in fleet percentage ‘For Sale’ compared to the other markets. Generally, inventories of pre-owned business jets ‘For Sale’ have increased and are now above the 2,400 mark. Business jets are showing a decline (2.2%) in pre-owned sale transactions in the first nine months of 2016 compared to the same period in 2015. Q1 and Q2 were up 4.4% and 1.9%, respectively. Furthermore, business jets are taking less time to sell (11 fewer days) than last year. However, there was a 5.6% decrease in average asking price. Business turboprops, by comparison, increased 5.4% in sale transactions, with no change in asking price. Piston helicopters saw a double-digit decline in sale transactions YTD, at 19.6%, while turbine helicopters recorded a 7.0%

decline in sale transactions. Both turbine (up 9.9%) and piston (up 2.9%) helicopter segments showed increasing asking prices compared to last year. Commercial jet YTD sale transactions, at 1,393, are trailing business jets, at almost 1,800 sale transactions. In all, for

the first nine months of 2016 there were 6,147 pre-owned commercial and business jets, turboprops and helicopters sold. This is an increase of 99 (or 2%) more sale transactions compared to 2015.  MI www.jetnet.com

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

BUSINESS AVIATION INTELLIGENCE continued on page 26

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

Eagle multi November.qxp 24/11/2016 09:09 Page 1

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

1998 CITATION JET, S/N 525-0263

2006 CITATION CJ3, S/N 525B-0076

2011 CITATION XLS+, S/N 560-6086

2011 CITATION XLS+, S/N 560-6096

2005 KING AIR C90B, S/N LJ-1731

1981 CONQUEST I, S/N 425-0063

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

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O'Gara Jets November.qxp_Layout 1 19/10/2016 12:09 Page 1

O'Gara Jets November.qxp_Layout 1 19/10/2016 12:09 Page 2

MarketIndicators Dec16.qxp_Layout 1 22/11/2016 17:10 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Q3 2016 Avionics Sales Report In the first nine months of 2016, total worldwide Business & General Aviation avionics sales amounted to more than $1.6bn, notes AEA. That’s a 6.2% decrease in YoY sales compared to the first nine months of 2015... Avionics sales during Q3 2016 came to almost $549m, a 5.7% decrease compared to Q3 2015 (almost $582m).

Of the more than $1.6bn in sales during the first nine months of 2016, 53.2% ($884m) came from forward-fit (avionics equipment installed by airframe manufacturers during original production) sales. By contrast, the retrofit (avionics equipment installed after original production) market amounted to 46.8% (over $779m) of sales during the first nine months of the current year.

According to the companies that separated their total sales figures between North America (US & Canada) and other international markets, 66.6% of sales in the first nine months occurred in North America, while 33.4% took place in other international markets. “It is disappointing that total worldwide sales have decreased in each of the first three quarters of the current year compared to those same time frames one year ago,” said AEA President Paula Derks. “Although the US market has seen the equipage pace pick up slightly for avionics installations to meet the FAA's ADS-B Out mandate that has not translated into an uptick in overall avionics sales. Last year, the strongest period for sales was Q4, so it will be interesting to note whether that lateyear surge continues again this year.” MI www.aea.net/marketreport

AVBUYER MAGAZINE – December 2016

Pre-Owned Bizjet Market Weakens in 2016 The pre-owned business jet market is showing signs of malaise in 2016 with the number of transactions slowing overall, prices dipping and inventories increasing, according to industry analyst Amstat. The turboprop market appears only marginally better than the business jet market, with relatively flat transactions, Amstat reported in its latest Business Aircraft Resale Market Update Report. The percentage of business jets that have turned over declined from 7.4% of the fleet in the first three quarters of 2015 to 7.1% in the same period this year. Inventories for all business jet segments climbed in the first nine months, with more of the available aircraft representing newer jets. According to the Amstat report, 10.8% of the heavy jet fleet is available ‘For Sale’, compared with 10.4% at the beginning of the year. Available inventory for medium jets also is up by 0.4% since the beginning of the year, with more newer models available. At 11.8%, the light jet inventory also is up from the beginning of this year, but is the same as this time last year. Average asking price, meanwhile, is down 6.6% for heavy jets, to $13.9m, and 7.8% for medium jets, to $3.4m. Light jet prices, however, have climbed 6.7%, to an average of $1.7m. MI www.amstatcorp.com continued on page 30 

www.AVBUYER.com

Aircraft Index see Page 153

Hatt & Associates December.qxp_Layout 1 21/11/2016 12:17 Page 1

2009 Hawker 900XP S/N: HA-82. Reg: N479M 3,562.1 Hours since New

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E, F, and G Insp. Completed in Steptember by Standard Aero One Corporate Owner since New

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2007 Bombardier Learjet 40XR

S/N: 2082. Reg: N619FX 6,000 Hours Since New Airshow 410 Enrolled on MSP Gold Fresh A & B Inspections cw. June 2016 Fresh Engine OHs cw. July 2016

2002 Hawker 800XP

S/N: 258592. Reg: N892VR Total Time: 8,318.5 5,893 Landings Engines: Honeywell TFE731-5BR-1H Enrolled on MSP ATG-5000 High Speed Internet Paint completed in Feb. of 2016 by Duncan Aviation in Lincoln

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2009 Hawker 4000

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

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2002 BBJ 737-700 IGW

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2007 DASSAULT FALCON 900EX S/N 12

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4’075 TT, RRCC, HAPP, MPP, 16 Passengers

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2014 CHALLENGER 350 S/N 20530

8’670 TT, MSP, HAPP, CAMP, CPDLC, 14 Passengers

916 TT, Smart Parts Plus, MSP, CAMP, CPDLC, 9 Passengers

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2000 DASSAULT FALCON 50EX S/N 297

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2002 CESSNA CITATION CJ2 S/N 108 3’430 TT, Tap Advantage Blue, 7 Passengers

$2,500,000

2007 EMBRAER LEGACY 600 S/N 979

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2012 AGUSTA AW139 VVIP 272 TT, ESP, Deicing, 7 Passengers

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2007 CESSNA CITATION CJ1+ S/N 644 2’410 TT, Engines & Parts Programs, 6 Passengers

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1997 SIKORSKY S76C+ VVIP

3’715 TT, Engines, Gear Box & Avionics on Programs, 6 Pax.

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MarketIndicators Dec16.qxp_Layout 1 23/11/2016 09:36 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition Table A

An Asset Insight market analysis conducted on October 31st, 2016 covering 91 fixed-wing models, and 1,976 aircraft listed ‘For Sale’, revealed the following… Values for tracked aircraft models improved 1.6% since last month, but they are still 7.6% lower than twelve months ago. Only Medium Jets lost ground, as Ask Prices fell -3.8% over the past 30 days (and -15.9% during the past 12 months). Large Jets gained 2.8%, Small Jets 0.8% and Turboprops 1.0%. Over the past twelve months, Large Jet Ask Prices have fallen -6.1% while Small Jets have enjoyed a 21.3% increase. Turboprops have seen a -2.2% reduction.

Inventory Fleet Maintenance Condition

Overall Asset Quality remained ‘Excellent’, with Maintenance Exposure remaining just below the 12-month high figure. Specifically: • •

The Asset Insight Quality Rating improved, for the third consecutive month, to a record high 5.401 from last month’s 5.361, on our scale of -2.5 to 10. The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) improved/decreased to $1.473m (incrementally better than September’s 12-month high/worst figure of $1.475m).

Maintenance Exposure to Ask Price (ETP) Ratio

Our tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) posted a slight improvement at 54.2% versus last month’s 54.9%. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s figure has been above 40% for the past 22 months. Large Jets posted the best/lowest figure at 41.1% (the group’s worst figure during the past twelve months), followed by Turboprops at 44.2%, Small Jets at 62.6% and Medium Jets at 62.8% (the group’s worst 12-month figure).

Market Summary

Over the past twelve months, Small Jets is the only group to post an Ask Price increase as well as a 10.1% improvement in ETP Ratio. While the Ask Price increase might appear artificial, Buyers should keep in mind that Small Jets registered the least deterioration between Ask and final Transaction Value last quarter (8.2%). Additionally, at $716k, Maintenance Exposure has improved over the past three months from its 12-month worst figure of $781k posted in July, and is now only $60k above the group’s lowest 12-month figure. We believe Sellers have an opportunity to monetize their aircraft’s Maintenance Equity during the last few weeks of this year, while Buyers can acquire “Outstanding” quality aircraft at prices that have remained within a narrow trading band. On the other end of the spectrum, Medium Jets have lost nearly 16% of their value during the past twelve months, with Ask Price presently sitting at the group’s 12-month low point. Compounding the problem, Maintenance Exposure is currently near the worst figure for the past twelve months, leading to the group’s worst/highest ETP Ratio for the period. Put succinctly, Buyers should be able to utilize these facts to structure advantageous transactions, but only if they do their homework sufficiently well to differentiate between “good value” and “low price”. Incorrectly accounting for future maintenance can lead to some rather unfortunate financial events.  MI www.assetinsightinc.com

AVBUYER MAGAZINE – December 2016

Table B Model ETP Ratio G650 1.7% Citation CJ4 525C 4.5% F900LX 5.6% Boeing BBJ 6.2% Phenom 300 8.0% F2000LX 10.9% G-150 12.5% F900EX EASy 12.6% F900C 13.2% CL-605 14.1% G 450 14.3% Falcon2000EX Easy 14.7% Citation Sovereign 680 14.9% Citation CJ3 15.1% Citation CJ2+ 525A 15.9% Pilatus PC-12 16.9% F900DX 19.5% Hawker 900XP 19.9% Challenger 300 20.8% Citation XLS 21.5% G550 21.8% Piper Meridian 22.1% Citation Encore 22.6% KingAir 350 - Post-2000 23.4% F900EX 24.1% KingAir B-200 - Post-2000 24.6% Citation Mustang 510 24.7% Global XRS 25.2% Citation CJ2 27.2% Falcon 50EX 27.2% Citation CJ1+ 28.0% Phenom 100 28.0% KingAir 350 - Pre-2001 28.4% Global 5000 28.5% Citation X (MSG3) 28.7% Piaggio P-180 II 29.6% Learjet 60XR 30.1% CL-604 31.3% Embraer Legacy 600 32.9% Hawker 400XP 35.7%

www.AVBUYER.com

Model F900B Premier 1A G-200 Citation Excel 560XL Citation Bravo Learjet 45XR KingAir B-200 - Pre-2001 Citation V Ultra Hawker 800XP KingAir 300 Learjet 45 w/APU Learjet 45 Premier 1 Hawker Beechjet 400 Falcon 2000 Global Express Hawker Beechjet 400A Citation V 560 GIV-SP (MSG3) Falcon 50 GIV-SP Hawker 1000A Piaggio P-180 Citation VI Learjet 60 Beech B-1900C Learjet 31 CL-601-3R KingAir C90 Citation II Hawker 800A CL-601-3A Learjet 55C GIV Citation ISP Learjet 35A Learjet 55 CL-601-1A Falcon 20-5

ETP Ratio 35.9% 36.7% 39.9% 42.2% 43.5% 43.8% 46.6% 49.4% 50.5% 51.2% 52.5% 53.9% 54.8% 55.7% 57.7% 60.0% 60.3% 65.3% 70.5% 72.2% 72.7% 75.6% 79.2% 85.2% 87.7% 98.0% 98.7% 100.0% 100.0% 102.9% 111.8% 119.4% 122.3% 122.7% 143.1% 166.3% 197.3% 229.3% 243.1%

Source: AMSTAT (www.amstatcorp.com) Asset Insight, Inc (www.assetinsightinc.com)

Aircraft Index see Page 153

MarketIndicators Dec16.qxp_Layout 1 22/11/2016 17:14 Page 7

continued on page 34

Advertising Enquiries see Page 4

www.AVBUYER.com

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

Project1_Layout 1 29/11/2016 13:11 Page 1

The smoothest connection to your next aircraft. 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.

2006 BOMBARDIER CHALLENGER 300 S/N 20105 • 2,857 Hours; 1,448 Cycles • 96 Month/Gear OverhaulNov 2014 • Engines and APU on MSP

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

1994 BOMBARDIER 601-3R CHALLENGER 601 S/N 5160 • 8,479 Hours; 6,859 Cycles • 240 Month Inspection March 2015 • New Interior- Feb 2015

2005 BOMBARDIER GLOBAL 6000 S/N 9148 • 3,024 Hours; 901 Cycles • 16 Passenger Interior, Re-veneered 2015 • 120 Mo Check, Batch 3, ADS-B, FANS

2005 BOMBARDIER GLOBAL 5000 S/N 9130 • 5,088 Hours; 1,883 Cycles • Batch 3 Compliant • Operated under Swiss Commercial AOC

2014 BOMBARDIER GLOBAL 5000 S/N 9586 • 503 Hours; 239 Landings • Pro Line Fusion Vision Flight Deck • Fully Programmed; Rolls-Royce CorporateCare, MSP Gold

2002 BOMBARDIER GLOBAL EXPRESS S/N 9024 • 6,314.7 Hours; 1,823 Cycles • Fully Programmed • Batch 3 Avionics Upgrade

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

Project1_Layout 1 29/11/2016 13:12 Page 1

AI RC R AF T I N VE N TO RY

2001 CESSNA CITATION BRAVO S/N 550B-0984

2006 GULFSTREAM G550 S/N 5094

• 6,684 Hours; 8,515 Cycles • Enrolled on Cessna ProParts • 11 Passenger Interior

• 10,180 Hours; 3,315 Cycles • Engines and APU on MSP • CPDLC & FANS 1/A

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

2003 HAWKER 800XP S/N 258625

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

• 3,936 Hours; 2,203 Cycles • Engines and APU on Programs • Refurbished in November 2015

2003 CESSNA CITATION EXCEL S/N 560-5347

2005 SIKORSKY S-76C+ S/N 760583

• 8,041.6 Hours; 7,110 Landings • Aircell ATG-5000 HSD Internet • Current Operated FAR Part 135

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

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2013 CHALLENGER 300 1999 CHALLENGER 604 2010 CHALLENGER 605 2007 CHALLENGER 850 2012 GLOBAL 5000 2003 GLOBAL EXPRESS 2011 GLOBAL XRS 2012 GLOBAL 6000 2010 CITATION XLS+ 2006 FALCON 900EX EASy 2012 GULFSTREAM G150 2008 GULFSTREAM G200 2014 GULFSTREAM G450 2014 GULFSTREAM G550 2003 HAWKER 800XP

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MarketIndicators Dec16.qxp_Layout 1 22/11/2016 17:16 Page 8

BIZAV INTELLIGENCE T MARKET INDICATORS

Jetcraft Sees Strengthening Market Jetcraft sees aircraft manufacturers increasingly focusing their research and development budgets on higher-end products… After a long stretch in the doldrums, the business jet market is beginning to see a return to normalcy in some sectors, according to the Jetcraft forecast, which dialed back its projection for the number of business jet deliveries in the next 10 years to 7,879, worth $248bn, from 8,755 in its inaugural forecast last year). Historically, demand for new business jets outside North America has accounted for 30 percent of deliveries, but over the past decade that changed, with non-North American markets accounting for half of the deliveries with demand fuelled by high oil and gas prices and favorable exchange rates against the US dollar. Jetcraft’s forecast sees a continuing return to the historical model as those conditions have reversed. Through 2025, the company sees North America accounting for 60 percent of new bizjet deliveries (4,727 aircraft), up 6% from last year’s forecast. Europe’s share of the delivery forecast grew by 1% YoY. The report notes that short-term deliveries will be hampered as the contribution of the emerging market economies wanes in response to lower oil and gas prices and less favourable US dollar exchange rates, indicating that gains worldwide will come at the expense of Latin America, Asia-Pacific and Russia/CIS, which see a decline of 7% in this year’s forecast. Projected demand in the Middle East and Africa remains stable at three percent each for the next 10 years, according to Jetcraft. “When other markets are down and North America is up, it balances our market overall,” noted Jetcraft president Chad Anderson, highlighting the good news in the report. “Emerging markets are extremely important, but we see North America continuing to lead the pack in terms of demand over the 10-year period.” Jetcraft’s forecast calls for delivery of 688 business jets this year, rising steadily to a peak of 932 in 2021, before the next trough of 693 deliveries in 2024. Jetcraft sees aircraft manufacturers increasingly focusing their research and development budgets on higher-end products. “This is the OEMs that do a good job of listening to their installed base of clients, telling us that the world is still favoring larger-cabin aircraft in general terms, so you are seeing that segment grow in activity and deliveries over the life of the forecast,” said Anderson.

“As businesses get more global, there’s more demand to go beyond North American shores. The OEMs are investing millions and millions of dollars in that larger class of aircraft for the foreseeable future.” Jetcraft predicts the Bombardier Global 7000 will enter service in 2018, followed a year later by the Global 8000. It predicts a new Gulfstream flagship, the G750, will debut in 2020; Cessna’s Hemisphere will arrive on the market in 2022; and a Dassault Falcon 9X, Embraer Legacy 700, Bombardier Challenger 700 and Gulfstream G400 will be introduced in 2023.

Pre-Owned Market

While Jetcraft notes that the inventory of jets for sale remains below the 13% benchmark, there is little evidence that residual values for five-year-old aircraft are on the rise. According to Anderson, most new aircraft purchased in the last five years came at a discount, a practice he believes continues in some cases today. MI www.jetcraft.com

Finance Enquiries Increase Global Jet Capital reports a strong increase in enquiries to finance mid- to heavy private jets. Enquiries during Q3 2016 were 59% higher than Q2 2016, and 240% higher than the same period last year… As much as $17.5bn of funding is estimated to be needed in 2017 for business jet deliveries, according to Global Jet Capital, which estimates that around 27% of this amount will be raised by high net worth individuals, and the rest evenly split between private and

publicly listed companies. Meanwhile, the number of business jets being delivered globally fell by -4.7% in Q1 2016, compared to the same period in 2015. Research from Global Jet Capital reveals that 16% of Business Aviation professionals believe a lack of finance has contributed significantly to the decline. Among that group 41% believe this has had a slight negative impact on deliveries, while only 36% believe it has had no influence. “A lack of available finance for those

looking to buy mid- to heavy business jets was one of the main reasons we entered this market,” said Dave Labrozzi, COO, Global Jet Capital. “Some of the traditional lenders were not in a position to meet demand, despite many of the requests for finance being attractive for lenders. “We have over $1 billion to lend and with a positive long term outlook for the Business Aviation market, we are optimistic for the future.” MI www.globaljetcapital  continued on page 38

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

Freestream December copy.qxp 23/11/2016 15:54 Page 1

2013 Gulfstream G550 S/N: 5415

2011 Gulfstream G550 S/N: TBD

2008 Gulfstream G550 S/N: 5176

2009 Gulfstream G550 S/N: 5231

2010 Gulfstream G450 S/N: 4190

2006/2007 Global Express XRS S/N:9223

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2000 Gulfstream GIVSP S/N: 1382

2006/2007 Global Express XRS S/N:9202

2009 Airbus A318-112

2009 Sikorsky S-76C++ S/N: 760757

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S/N: TBD

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Avjet multi dps DECember.qxp_Layout 1 23/11/2016 15:55 Page 1

2006 Boeing BBJ SN 34683

2000 Boeing 757 SN 29306

2010 Global Express XRS SN 9338

2014 Global 6000 SN 9548

1996 Gulfstream GIVSP SN 1292

2011 Gulfstream G450 SN 4209

+1 410 626-6162 | +1 818-480-9964 | Sales@avjetgs.com | Avjetglobal.com

Avjet multi dps DECember.qxp_Layout 1 23/11/2016 15:56 Page 2

2007 Gulfstream G550 SN 5141

2008 Gulfstream G150 SN 263

2010 Gulfstream G550 SN 5299

2006 Challenger 300 SN 20077

2001 Gulfstream GV SN 619

1988 Boeing 737 SN 24269

+1 410 626-6162 | +1 818-480-9964 | Sales@avjetgs.com | Avjetglobal.com

MarketIndicators Dec16.qxp_Layout 1 22/11/2016 12:08 Page 9

BIZAV INTELLIGENCE T MARKET INDICATORS

Ten Year Business Aviation Forecast Summaries NBAA-BACE 2016 heralded ten-year Business Aviation Forecasts from both Honeywell and JETNET, reflects Mike Potts. Honeywell predicts a market of 8,600 aircraft worth an anticipated $255bn, while JETNET forecasts 7,380 units worth $219bn. Where do the differences lie? Honeywell’s prediction of 8,600 new aircraft deliveries worth $255bn represents a drop of about 6.52% from the 9,200 aircraft forecast a year ago, and a 5.5% drop in the $270bn in billings since Honeywell’s 2015 forecast. This was the fourth year in a row that Honeywell has told us not to expect things to improve anytime soon. Indeed, it was five years ago in 2012 that Honeywell rather famously said “flat is the new normal” - a prediction that has proved to be stunningly accurate. And while it didn’t use that term again, the latest Honeywell forecast says essentially that – a weak finish to this year, followed by another flat

or slightly down year in 2017. Improvement is only expected in the 2018 timeframe. Honeywell says in the recent forecast that we can expect to see sales of 9,200 aircraft worth $270bn over the next 10 years if we include Business Liners in the mix. That seems like a bit of a reach, however, as Business Liners only accounted for 16 units last year according to the General Aviation Manufacturers’ Association and would have to average 60 units per year for the next decade to make Honeywell’s numbers work. JETNET iQ’s forecast, meantime, is based on a rolling quarterly sample that annually collects data from more than 2,000 business aircraft operators. (Honeywell’s forecast is based on an annual survey of 1,500 operators around the world.) Unfortunately, JETNET’s forecast is less optimistic than Honeywell’s, and its total 7,380 projected units worth $219bn

already includes airliner-based business jets.

Honeywell Specifics

Honeywell says its data reflect a strong upturn from last year when 22% of the operators surveyed said they were contemplating replacement or expansion of their fleets. This year 27% reported they were anticipating replacement or additions, but those additions were likely to come later in the survey period. Nonetheless, this represents the first increase-over-prior-year in Honeywell’s data since 2006. (The replacement/expansion total peaked at 40% in 2009, just after the strongest year in business jet sales history when 1,317 jets were delivered and the market was in a state of high exuberance. More typically these numbers are in the mid-20% to low-30% range, so this year’s 27% bodes well for improvement in the years ahead.)

HONEYWELL TEN - YEAR FORECAST 2016 Business Jet Delivery Forecast in Units

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators Dec16.qxp_Layout 1 22/11/2016 12:09 Page 10

So how could purchase plans be up yet the current forecast be reduced from last year? Several countries that have been good business jet markets are currently suffering with depreciated currencies as well as social and political issues. Additionally, some development programs have been delayed. Operator purchase plans are more heavily weighted to the latter part of the five-year period than Honeywell has seen previously. Finally, increased inventory in the late model used market could prompt some potential new aircraft buyers to opt for late-model used units instead.

Forecast By Region

Distribution of business aircraft sales will favor the North American market over the next five years. North American deliveries will account for 65% of the world’s total (up from 61% last year). Europe will account for 14% (unchanged), while Latin America will be at 12 percent (up 6%).

Asia-Pacific will be at 6% (up 3%) and Africa 3% (unchanged).

Forecast by Aircraft Class

While JETNET’s forecast does not list deliveries by region, both theirs and Honeywell’s focus on aircraft classes, and while they see the market somewhat differently, their conclusions are clearly in parallel. Honeywell says new aircraft purchases over the next five years will comprise 57% ‘big-cabin’ jets (airliners to super-midsize), 21% ‘mid-size’ (light medium-medium) and 22% ‘small-cabin’ aircraft (personal jets to light). In terms of 2016 dollars, Honeywell thinks big cabin aircraft will account for 85% of expenditures, while midsize will claim 10% and small cabin aircraft 5%. JETNET’s findings are essentially identical in the large cabin segment, with 56.7% of unit purchases expected to be in the large cabin class. Yet JETNET differs markedly in the lower section of the

market where lighter airplanes account for 29.9%, and medium sized aircraft 13.4% of unit deliveries. The differences in total unit expectations cause JETNET to expect the large cabin aircraft to account for 86.1% of revenues, while the midsize airplanes will be 6.9% and the small cabin aircraft 7%.

JETNET Specifics

Unlike Honeywell, JETNET publishes anticipated deliveries by manufacturer. In terms of unit deliveries JETNET expects Cessna and Embraer to each account for 20% of deliveries in the next five years, Gulfstream and Bombardier to each capture 17%, Dassault 10%, HondaJet 5% and other manufacturers 11%. In revenues, that equates to: Gulfstream claiming 33%; Bombardier 25%; Dassault 15%; Cessna 10%; HondaJet 1% and other OEMs 10% (these could include Airbus, Boeing, Cirrus and ONE. MI www.honeywell.com and www.jetnet.com T

JETNET TEN - YEAR FORECAST JETNET iQ Business Jet Delivery and Fleet Forecast in Units

Advertising Enquiries see Page 4

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December 2016 – AVBUYER MAGAZINE

Jeteffect 8 x2 aircraft December.qxp 24/11/2016 09:13 Page 1

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GAMA Dec16.qxp_GAMA DEC05 22/11/2016 12:36 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q3 2016 Aircraft Shipment Analysis The year 2016 continues to unfold as a disappointment in the Business Aviation industry, notes Mike Potts. Particularly in the jet market, as the latest GAMA Report shows shipments are off by 3.5%, and billings down 14.4%. 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

n raw numbers, GAMA’s report shows 1,504 aircraft shipments for the first nine months of 2016, down from 1,558 a year ago, and down a stunning 9.67% from the 1,665 airplanes delivered during this period in 2014. Billings, meanwhile, totaled $13.4bn, down from $15.7bn last year. That’s a staggering reduction of $2.3bn. The jet market was hardest hit (down 7.7% from last year at 429 units). In 2015 a total of 465 jets were delivered in the first nine months. If the jet market continues to perform 7.7% behind last year, we are headed for a year-end jet market of 668 units, which would be the weakest since 2005.

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

By contrast, GAMA reports that the turboprop market is actually ahead of last year by 1.3%, with 379 units compared with 374 a year ago. The piston market is lagging, but not nearly as badly as the jet segment. Piston deliveries totaled 696 units for the first nine months of 2016, compared with 719 in the same period a year ago (down 3.2%). “These numbers are not what we wanted to see,” noted GAMA President and CEO Pete Bunce. “What is encouraging is that every GAMA airplane and rotorcraft manufacturer has a new product development program recently completed or currently underway, so optimism for the future is high.” Aircraft Index see Page 153

GAMA Dec16.qxp_GAMA DEC05 22/11/2016 12:36 Page 2

The Jet Market Looking at the specifics of the jet market, all but one jet OEM that reported deliveries in 2015 had worse results in 2016 for both Q3 and YTD. Looking at just Q3, 137 jets were delivered compared with 160 a year ago. That’s a reduction of 14.38%. Simply put, this was a lousy quarter for jet deliveries. For the second quarter in a row, Textron’s Cessna segment was the leader in jet deliver ies, with 120 units YTD, and 41 for Q3. Bombardier, which has been the jet leader throughout most of the second decade of the 21st century, had to settle for second place with 109 units YTD and 36 for Q3. For comparison, Bombardier’s total a year ago was 135 units and 43, respectively. It will be very interesting to see whether Cessna can finish the year in first place – a position it held solidly earlie r in this century but has been unable to attain in recent years. Gulfstream was in third place in deliveries at the end of Q3, both for the quarter and YTD, with 27 and 88 units respectively. Gulfstream’s results were off sharply from a year ago, when its 43 units for Q3 matched Bombardier’s total for the same period, although Gulfstream had fewer YTD sales than Bombardier in 2015, at 116 units. In the billings race, Gulfstream held a solid lead despite its reduced unit deliveries, with $4.74bn in sales. Bombardier trailed in second place with $4.07bn. Among the other fixed wing OEMs, only Textron topped the $1bn sales mark, at $1.99bn for its combined jet, turboprop and piston products.

Elsewhere: •

Embraer finished fourth in jet deliveries, with 74 units YTD, down a single unit from 75 last year, and 25 deliveries for Q3, down from 30 last year. • Newcomer Honda came fifth with 16 shipments YTD and six for Q3. (Honda’s numbers represent net gains for the periods since it only began delivering aircraft in Q4 2015.) • Dassault was sixth (although it now reports only on six-month segments). The 15 deliveries reported for the 2016 so far are down from 18 last year. • One, formerly Eclipse, reported a single de livery in the past quarter, bringing it to five units YTD matching its performance for the same nine-month period in 2015. • In the airliner-based business jet category, Boeing reported one delivery in Q3 (two for the year so far), compared with four and eight in 2015 respectively. Airbus reported no deliveries so far this year, compared with two last year, including one in the third quarter.

as it closes in on year-end, we believe jet deliveries will fail to break the 700-mark this year, and will finish 2016 at around 675 units - a big disappointment for those of us hoping to have seen an upturn by now. There was a time when we hoped for a return to the 1,000-unit-plus years of 2007-200 8, but we now believe those were aberrations, much like the 17,000-plus piston totals we saw in the late 1970s. They may never recur again. Instead we’re likely to see totals in the 700 to 750 range for the remainder of this decade and will have to celebrate an 800-jet year as a return to exceptional prosperity when that time finally rolls around again.

The Turboprop Market Contrasting with the jet market, the turboprop segment is enjoying comparatively strong results right now. GAMA reports turboprops are up 1.3%, but remember… that includes agricultural airplanes. Looking at just the traditional business turboprops, the market is actually up a healthy 3.7%! While not sensational, that’s considerably better than the jet or the piston results. The picture is even rosier if we consider just the single-engi ne turboprop segment, where the traditional category aircraft are up a very healthy 8.74% over last year, YTD. All told, traditional turboprops total 278 units YTD in 2016, including 199 singles and 79 twins, compared with 267 aircraft in 2015, comprised of 183 singles and 84 twins. You won’t find these numbers in the GAMA report because the association doesn’t list them this way. (GAMA, we believe, co ntinues to make a mistake by not segmenting the agricultural airplanes from the traditional turboprops. The two markets are very different and the presence of either segment obscures what is really going on with the other.) The turboprop trend in this latest report is mostly upward, with five of the six traditional single-engine makers up over last year for the quarter and four of the six up YTD. The tw in-engine segment is less strong, with both makers even for the quarter while one is also even YTD while the other is lagging. Single-Engine Turboprops: Pilatus leads with 61 deliveries YTD, and 20 for Q3 alone (one unit ahead of last year’s Q3, but a remarkable 23 (60.52%) ahead of 2015’s nine month total of 38 units). Cessna ran a close second YTD with 58 units, and actually led for Q3 shipments at 26 de liveries. The company was ahead of its last year quarterly total of 19 but narrowly trails its 2015 YTD total of 61.

Elsewhere:

With the jet market performing so weakly throughout 2016 so far, and appearing to lose momentum

Third place went to Daher with 32 YTD and 14 for Q3, compared with 36 for the first nine months in 2015 and 11 for Q3 2015.

Advertising Enquiries see Page 4

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Jet Market Forecast

“Looking at just the traditional business turboprops, the market is actually up a healthy 3.7%!”

•



December 2016 – AVBUYER MAGAZINE

GAMA Dec16.qxp_GAMA DEC05 22/11/2016 17:14 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

•

“Billings should finish the year above $20bn, but shouldn’t exceed $21bn, barring a significant upturn in Q4 jet sales.”

Quest is in fourth place YTD with 23, up from 20 last year. Quest shipped seven aircraft for Q3, making it the only turboprop OEM behind its Q3 2015 total (eight units). On the basis of just Q3, Piper would be in fourth place with a total of 10, but its YTD total is just 18, lagging the 23 reported last year, as well as being five units behind Quest’s YTD total. Pacific Aerospace brings up the rear in singleengine turboprop deliveries with four for Q3 and seven YTD (versus three and five, respectively in 2015).

Twin-Engine Turboprops: Textron’s Beechcraft unit leads all turboprop deliveries with 78 YTD and 29 for Q3. Those numbers lag Beechcraft’s 2015 results for the first nine months, when 84 shipments were made, but matched the Q3 2015 shipment total. Piaggio, meanwhile, delivered a single unit in each nine-month period for 2016 and 2015. None were delivered in Q3 of either year.

Turboprop Market Forecast So where will this vibrant turboprop market finish at the close of 2016? Anticipating a fairly typical Q4 surge, we believe it will finish in the 430-435 unit range.

The Piston Market The piston market continues to splutter along with 696 units so far in 2016, lagging 3.2% behind last year’s total of 719. Among the 13 single-engine piston OEMs, four had improved numbers YTD, two matched their prior year totals, and seven were behind their 2015 pace. Looking at just Q3, four of the OEMs were up, four were even and five were down. Deliveries in the single-engine piston segment are somewhat below last year, with 601 units YTD 2016 versus 640 a year ago (a reduction of 6.09%). Twin-engine pistons, by contrast, are actually surging with 95 units YTD, up from 79 a year ago (a gain of 20.25%). Twin-Engine Pistons: Driving the gain in twin-engine piston aircraft is Diamond’s introduction of its new DA62 twin. Combined with sales of its existing DA42, Diamond contributed a total of 52 units to this segment’s results YTD in 2016, compared with 35 for the period last year – a gain of 48.57%. Diamond delivered 17 twins in Q3 2016, up from

eight in Q3 2015 (+112.5%), driving Diamond into the lead position in piston twin deliveries by some margin. Second for piston twin deliveries was Tecnam, with 24 YTD, and eight for Q3, compared with 19 and eight respectively a year ago. Textron’s Beech unit was next with 13 YTD and four in Q3, compared with 11 and four a year ago, and Piper came fourth with six YTD and none in Q3 versus 14 and eight, respectively, in 2015. Single-Engine Pistons: Cirrus leads the single-engine piston segment by a wide margin YTD, with 226 units - up more than 10.78% from a year ago when it delivered 204. Cirrus shipped 73 units in Q3 alone, but trailed the 87 reported in Q3 2015. Textron’s Cessna unit came a distant second with 127 units YTD, although 62 Q3 shipments were much closer to Cirrus’ quarterly total. Cessna’s total YTD was significantly behind the 160 reported last year, but its Q3 total was up over 54 a year ago. Third in single-engine deliveries was Tecnam (69 YTD and 29 for Q3 2016, compared with 59 and 16, respectively, in 2015). Fourth was Piper (56 YTD and 26 for Q3 2016, compared with 41 and 13 for the same periods last year). Fifth was Diamond (46 YTD and nine for Q3 2016, versus 78 and 24, respectively in 2015). Extra was in sixth place with 20 for the YTD and six for Q3. Textron’s Beechcraft unit was seventh with 16 and six, against 18 and 6 in 2015. American Champion had 15 and six in both years. The remaining single-engine OEMs all made fewer than 10 deliveries YTD.

Piston Market Forecast If the piston market continues to perform as it has all this year, we should see piston deliveries finish in the 1,020 to 1,025 range. Anything less than 1,000 will have to rank as a big disappointment while anything over 1,050 would have to be considered reason for celebration…

Overall Market Forecast Billings should finish the year above $20bn, but shouldn’t exceed $21bn, barring a significant upturn in Q4 jet sales. While we’d all like to see improvement in 2017, most of the major forecasts don’t see things turning around for another year-or-so. Nonetheless, we can all hope for better, but don’t bet big anytime soon! View GAMA’s Q3 2016 Shipment Report on page 46

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 2016 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.

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153



Charlie Bravo December.qxp_Layout 1 21/11/2016 16:16 Page 1

GAMA Dec16.qxp_GAMA DEC05 22/11/2016 17:22 Page 5

BIZAV INTELLIGENCE T OEM SHIPMENTS

2016 Q3 Airplane Shipment Report MAKE & MODEL

YTD

422

548

534

1,504

$3,975,220,935

$5,344,956,345

$4,120,697,813

$13,440,875,093

ACJ318

ACJ319

ACJ320

ACJ321

ACJ330

TOTAL UNITS

TOTAL BILLINGS7

7EC CHAMP

7ECA CITABRIA AURORA

7GCAA CITABRIA ADVENTURER

7GCBC CITABRIA EXPLORER

GRAND TOTAL AIRCRAFT SHIPMENTS

GRAND TOTAL AIRCRAFT BILLINGS AIRBUS CORPORATE JETS

AMERICAN CHAMPION AIRCRAFT

8GCBC SCOUT

8KCAB SUPER DECATHLON

8KCAB XTREME DECATHLON

TOTAL UNITS

$1,115,500

$982,600

$1,381,400

$3,479,500

BBJ

BBJ 2

BBJ 3

B777-300ER

B787-8

B787-9

TOTAL UNITS

TOTAL BILLINGS7

$60,000,000

TOTAL BILLINGS BOEING BUSINESS JETS

BOMBARDIER LEARJET 70 / 75

CHALLENGER 350

CHALLENGER 605 / 650

GLOBAL 5000 / 6000

CL850 / 870 / 890

TOTAL UNITS

109

TOTAL BILLINGS

$1,276,000,000

$1,547,000,000

$1,249,000,000

$4,072,000,000

CIRRUS AIRCRAFT CIRRUS SR20

CIRRUS SR22

90 112

CIRRUS SR22T

TOTAL UNITS

226

TOTAL BILLINGS

$42,149,050

$72,082,898

$55,944,644

$170,176,592

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

www.AVBUYER.com

Aircraft Index see Page 153

GAMA Dec16.qxp_GAMA DEC05 22/11/2016 17:22 Page 6

MAKE & MODEL DAHER

YTD

SOCATA TBM 900

SOCATA TBM 930

TOTAL UNITS

$19,450,000

$53,210,000

$57,180,000

$129,840,000

TOTAL BILLINGS DASSAULT FALCON JET

5, 9

2000S / 2000LXS / 900LX / 7X

TOTAL UNITS

$656,350,000

TOTAL BILLINGS DIAMOND AIRCRAFT

5,6

HK-36

DA20-C1

DA40 (ALL)

DA42 (ALL)

30 22

DA62

TOTAL UNITS

TOTAL BILLINGS

$16,060,600

$29,265,800

$18,598,400

$63,924,800

DISCOVERY AVIATION XL2

TOTAL UNITS

TOTAL BILLINGS

EMBRAER

PHENOM 100E

PHENOM 300

LEGACY 450

LEGACY 500

LEGACY 600 / 650

LINEAGE 1000 / E190 HEAD OF STATE

SHUTTLES (ERJs AND E-JETS)

TOTAL UNITS

TOTAL BILLINGS

$375,881,600

$228,202,800

$349,101,600

$953,186,000

EXTRA AIRCRAFT EA300

TOTAL UNITS

$2,415,000

$2,070,000

$6,900,000

TOTAL BILLINGS GULFSTREAM AEROSPACE CORP.

GULFSTREAM 150 / 280

GULFSTREAM 450 / 550 / 650 / 650ER

TOTAL UNITS

TOTAL BILLINGS

$1,385,800,000

$1,887,800,000

$1,470,400,000

$4,744,000,000

HONDA AIRCRAFT COMPANY

HA-420 HONDAJET

TOTAL UNITS

$13,500,000

$31,500,000

$27,000,000

$72,000,000

TOTAL BILLINGS MAHINDRA AEROSPACE ,AIRVAN

TOTAL UNITS

TOTAL BILLINGS

$1,453,920

$2,180,880

$726,960

$4,361,760

MAULE AIR, INC.9 MX-7-180C

M-7-235C

M-7-260C

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1 December 2016 – AVBUYER MAGAZINE



GAMA Dec16.qxp_GAMA DEC05 22/11/2016 17:23 Page 7

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

TOTAL UNITS (MAULE CONTINUED)

TOTAL BILLINGS

$207,810

$487,991

$695,801

MOONEY INTERNATIONAL CORP M20R OVATION M20TN ACCLAIM

TOTAL UNITS

TOTAL BILLINGS

$1,467,000

$1,470,000

$719,000

$3,656,000

ONE AVIATION CORP. 10 ECLIPSE 550

TOTAL UNITS

TOTAL BILLINGS

$9,251,000

$3,393,000

$2,695,000

$15,339,000

PAC 750XL

TOTAL UNITS

TOTAL BILLINGS

$1,800,000

$3,084,000

$6,850,000

$11,734,000

PACIFIC AEROSPACE LTD

PIAGGIO AERO P.180 AVANTI EVO

TOTAL UNITS

TOTAL BILLINGS

$7,395,000

PC-6

PC-12

PILATUS

TOTAL UNITS

TOTAL BILLINGS

$83,745,000

$107,514,000

$97,740,000

$288,999,000

PA-28-161 WARRIOR III

PA-28-181 ARCHER III

PA-28R-201 ARROW

PIPER AIRCRAFT, INC

PA-34-220T SENECA V

PA-44-180 SEMINOLE

PA-46-350P M350

PA-46R-350T MATRIX

PA-46-500TP M500

PA-46-600TP M600

TOTAL UNITS

TOTAL BILLINGS

$14,311,429

$23,463,569

$41,359,763

$79,134,761

QUEST AIRCRAFT COMPANY KODIAK 100

TOTAL UNITS

TOTAL BILLINGS

$10,075,000

$22,825,000

$16,899,864

$49,799,864

TECNAM AIRCRAFT ASTM - LSA

P2002JF

P92JS

P2002JR

P2008JC

P2006T

P2010P TWENTY TEN

TOTAL UNITS

146

TOTAL BILLINGS

$9,854,393

$10,200,148

$10,481,625

$30,536,166

BONANZA G36

BARON G58

TEXTRON

4, 5

- BEECHCRAFT CORPORATION

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153



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2007 CHALLENGER 300

2001 GULFSTREAM IVSP

S/N: 20144

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GAMA Dec16.qxp_GAMA DEC05 22/11/2016 17:24 Page 8

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL BEECHCRAFT (CONTINUED) KING AIR C90GTx

YTD

10 23

KING AIR 250

KING AIR 350i/ER

TOTAL UNITS

107

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

$181,481,188

$157,734,750

$212,854,625

$552,070,563 62

TEXTRON - CESSNA AIRCRAFT COMPANY CE-172S SKYHAWK SP

CE-182T SKYLANE

CE-T206H TURBO STATIONAIR

CE-240 TTx

CE-208 CARAVAN 675

CE-208B GRAND CARAVAN EX

CE-510 CITATION MUSTANG

CE-525 CITATION M2

CE-525B CITATION CJ3+

CE-525C CITATION CJ4

CE-560 CITATION XLS+

CE-680 CITATION SOVEREIGN+

6 24

CE-680A CITATION LATITUDE

CE-750 CITATION X+

TOTAL UNITS

103

129

305

TOTAL BILLINGS (CESSNA - TOTAL)

$439,805,100

$507,714,400

$492,376,800

$1,439,896,300

TOTAL BILLINGS (COMBINED)

$621,286,288

$665,449,150

$705,231,425

$1,991,966,863

WACO AIRCRAFT COMPANY 2T-1A-2 YMF-5D

TOTAL UNITS

TOTAL BILLINGS

$757,000

$1,374,000

$822,000

$2,953,000

422

548

534

1,504

$3,975,220,935

$5,344,956,345

$4,120,697,813

$13,440,875,093

GRAND TOTAL AIRCRAFT SHIPMENTS GRAND TOTAL AIRCRAFT BILLINGS

Airplane shipments 1, 2, 6 Manufactured Worldwide Q1

SINGLE-ENGINE PISTON

167

210

224

YTD 601

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

191

252

253

696

SINGLE-ENGINE TURBOPROPS

103

115

300

MULTI-ENGINE TURBOPROPS

TOTAL TURBOPROP AIRPLANES

109

126

144

379

BUSINESS JETS

122

170

137

429

TOTAL TURBINE AIRPLANES

231

296

281

808

GRAND TOTAL AIRPLANE SHIPMENTS

422

548

534

1,504

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

www.AVBUYER.com

Aircraft Index see Page 153

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BIZAV INTELLIGENCE T BUYING & SELLING

2016 vs 2015 YTD Business Jet Market Trends In this month’s JETNET >>KNOW MORE article Mike Chase & Marj Rose present the nine months Year-To-Date (YTD) market trends for New & Pre-owned Business Aircraft, comparing 2016 to 2015... e’ve stated numerous times before in this column that new aircraft orders are traditionally based on the successful sale of pre-owned aircraft. We use the term ‘coupling’ to describe the trend in which an owner offsets a new aircraft purchase with the sale of a used aircraft. ‘Decoupling’, conversely, implies that owners may be simply holding on to their existing aircraft when purchasing new aircraft. Thus, as we look at the market trends for business jets today, we will investigate whether owners are choosing to continue flying their aircraft beyond their ‘normal’ upgrade cycle. Alternatively, are they purchasing new aircraft and trading in their older jet with an OEM, or signing exclusive agreements with brokers of pre-owned aircraft with the expectation of a sale? If owners are retaining their business jets longer since the downturn began in 2008, perhaps it would help explain why the pre-owned business jets ‘For Sale’ inventory has remained at such high levels for over eight years. Over the past 24 months the pre-owned inventory has continued to increase.

For those who have purchased a new aircraft post-2008, they probably have done so with cash. The majority (>70%) of buyers today are cash buyers, per US FAA Financial documents. Other sellers that have held on to their pre-owned business jets hoping that the ‘Great Recession’ would be followed by the ‘Great Recovery’ (in market value terms) that is just around the corner have been waiting for several years now… Another dynamic of the market is the bifurcation of large-cabin jets, which are performing stronger than the mid- and small-cabin jet markets. Demand and pricing was more favorable in the largecabin jet market, thus ‘Decoupling’ may be more pronounced in the mid- and small-cabin markets. However, the large-

cabin market has now declined as well. We think that the bifurcation has disappeared and now we have New vs Pre-owned as a possible shift, especially with the rapid decline in residual value of new aircraft. For example, the value of a five-year-old business jet used to be 80% of its new price. Today, the 5-year old business jet’s value is likely to be nearer 50% to 60% of its new price. Additional dynamics at play could include OEM trade-in policies. As their individual order backlogs evaporated, they became more risk-adverse, thus accepting fewer trade-ins and perhaps offering less-than-favorable trade-in values. Such dynamics have certainly resulted in a “wait and see” mentality among the fence-sitters. Of course, there

Market Values

The market value of business jets has been one of the key drivers for ‘Decoupling’. Unfortunately, the rapid decline in business jet market values has not recovered, and for those owners that purchased aircraft during the pre-2008 market-peak the result has been a major economic disappointment. 54

AVBUYER MAGAZINE – December 2016

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Aircraft Index see Page 153

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has been an increase in first-time buyers who do not have a previously owned aircraft to sell. We can assume that many of the factors listed above all have played a part in this very slow and lengthy business jet market recovery since 2009.

New Business Jet Deliveries

New business jet deliveries by OEMs over the past eight years are reflected in Table A (left). YTD 2016, new deliveries are down -7.7% versus the same period in 2015. New business jet deliveries by OEM reflect that the Top Three (Bombardier, Gulfstream and Cessna) have all changed positions since 2009, with Cessna now leading the pack in business jets delivered. Textron’s Cessna is the only OEM showing an increase, up 13.2% compared to 2015, owing in part to new model introductions. Bombardier, Gulfstream and Dassault are all showing double-digit decreases versus 2015. Overall, new business jet deliveries are lower today compared to 2015, but are at the exact same level as reported in 2012 (first nine months).

Pre-owned Full Sale Transactions

Pre-owned business jet deliveries (by OEM) over the past eight years are presented in Table B (top, right). Results YTD: 2016 deliveries are down -2.2% compared to the same period in 2015; 2014 represented a record year for pre-owned business jet full retail sale transactions; and JanuarySeptember 2016 is only slightly off that pace. Note, the largest increases in used aircraft sale transactions are from Gulfstream (29 more sales than in 2015) and the Hawker Beech Premier (+11). The largest decreases in pre-owned sales (YTD 2016 vs 2015) were found among Hawkers (-32), Challengers (-24) and Dassault Falcon (-13).

CHART A: Business Jets For Sale

2005 to 2016

Higher Pre-owned ‘For Sale’ Inventory Levels

Chart A (right) shows the number and percentage of business jets ‘For Sale’ from 2005 to the first nine months of 2016. The chart is broken into four sections: PreRecession (2005-2007); Recession (2008-2009); Post-Recession (2010-2014); Current (2015-2016). The number of business jets ‘For Sale’ jumped 1,100 from 2007 to 2009, going from a 10.8% Fleet ‘For Sale’ to 16.3%. 

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BIZAV INTELLIGENCE T BUYING & SELLING

Then from 2009 to 2014, a decline of 580 business jets ‘For Sale’ brought us to the 11.0% fleet ‘For Sale’ level. Finally, in the current period the number of business jets has increased again (by over 200). The fleet ‘For Sale’ percentage is holding steady at 11.5%.

CHART B

Average Length of Jet Ownership

The average length of business jet ownership has increased since 2005 across all makes and models, as reflected in Chart B (right). Owners have held on to their aircraft because of the difficult economic times. Several knock-on effects have resulted in the growth in average length of ownership, including the difficulty in securing new financing; the loss of value retention in aircraft; high ‘For Sale’ inventory levels; greater average days on the market; and (positively) better reliability and maintainability of business jets. Business jet usage (flight hours) has declined since 2008, mostly because business activity in general has been stagnant.

Residual Value Analysis

In years prior to the Great Recession, the industry used a 3-4% per year depreciation schedule to gauge future values for business jets. An aircraft lifespan is established by the OEM and measured not in years but in ‘pressurization’ cycles. Each time an aircraft is pressurized during flight, its fuselage and wings are stressed. Has the residual value depreciation schedule changed today? One recent analysis suggested that there is now a higher percentage depreciation per year. The economic useful life is the period of time over which an aircraft is (or is expected to be) physically and economically feasible to operate in its intended role. Periodic maintenance and repair will be required. There is further evidence that aircraft with greater capability (e.g. range, speed and cabin volume), along with the new generation of avionics and enrollment on an hourly maintenance program, tend to retain value better. Those aircraft that do not possess these greater capabilities tend to lose their value retention.

Summary

Historically, the business jet market has been - and will continue to be - stimulated by new aircraft introductions. With each new aircraft model built there is a bump56

AVBUYER MAGAZINE – December 2016

and-run delivery cycle that occurs. The bump comes with first deliveries of a new model and is generated by the market excitement for the new model and what it has to offer. This in turn creates a backlog of orders that tapers off over time (the run) as the OEM ramps-up production to fill that new demand. There are in excess of 16 new or derivative business jet aircraft models that have arrived (or will soon arrive) on the market, and over 30 in-production business jets. This fact, in our opinion, will help stimulate recovery and provide needed growth again in the business jet marketplace. Of course, the World and US GDP growth must be stronger, and lower jet fuel-prices could do nothing but help. The missing ingredient is confidence from aircraft buyers. They hold the key to picking up the pace in both the preowned and new business jet markets. T www.AVBUYER.com

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

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2012 Falcon 7X • 7X-115

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Middle East Business Aviation Market Assessment

Is Middle East Business Aviation Up or Down? Within the Middle East, Business Aviation has been a staple of company CEOs and family conglomerates for many years. Respecting his strong

tradition within the industry, Rani Singh asks Hardy Sohanpal, Global Jet, for his observations on Middle Eastern BizAv...

espite the ‘new norm’ of low oil prices and slow GDP growth, there remain signs to encourage observers of the Middle East Business Aviation industry. According to Mr. Sohanpal and WingX Advance, the trend for movements between the Middle East and Europe has been positive for the year. “The numbers indicate a 14.1% increase Year-toRani Singh writes about aviation. A sought after Date,” Sohanpal elaborates. “This has surprised the Journalist and author she also reports on news, foreign market since there was always a perceived affairs, politics and business correlation between government expenditure and with the world’s largest news aircraft utilization. We’ve seen budgets cut or ‘under organization. review’, yet movements of business aircraft have 60

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steadily increased year-on-year within the region. “For example, Saudi Arabia’s international and domestic flights have seen a 2.9% increase from 2014-2015 from its international airports.” Flight hours and common destinations for Middle E ast business jet owners have changed in recent times, and Sohanpal has studied the data that show an increase in the number of movements both for domestic and international flights, and may also be partly due to the strategic drive to move away from an ‘oil dependent economy’. In the case of the Kingdom of Saudi Arabia, the 2030 initiative includes sourcing the best international partners, resulting in Aircraft Index see Page 153

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visits to and from experts around the word. Evidence suggests Middle East investors are looking to diversify from the region and chase new opportunities, Sohanpal notes. “According to WingX data, the largest growth for 2016 has come from the business liners, up 60% YoY (Q3) between the Middle East and Europe. As noted above, this has been mainly government activity. “Interestingly, for Q3 data we’ve seen a number of movements from Beirut to Europe (800 in total). This could be due to world leaders using the city as a gateway to the region meeting counterparts. Turkey used to be the top destination from the Middle East, however this year we have seen a marked decrease.” Passengers utilizing Super-Midsize aircraft account for the next largest percentage of users, Sohanpal specifies. “And generally the split between charter and private jet movements from the Middle East to Europe was evenly matched for the first time. “This can be partly attributed to the success of the authorities in tackling the illegal ‘grey’ charter market. New changes to safety rules in Saudi Arabia have reduced the number of grey market charter flights and now require private owners to be accountable within an aircraft operating certifi cate structure.” Sohanpal expects steady growth for Business Aviation as we move into 2017, due to the heightened geo-politics within the Middle East region, alongside investor diversification and opportunities.

New Aircraft Orders?

It appears in the Middle East that there’s a direct correlation between GDP and new aircraft orders, notes Sohanpal. “What’s needed is a recovery in oil prices and an improvement in general sentiment. If that doesn’t happen, we expect the OEMs to sell less new aircraft in the region, inevitably reduce production and instead concentrate on supporting used aircraft. “That’s because prices have started to appeal to owners who are now looking for efficient and modern machines. Aircraft owners in the Middle East these days have decades of ownership experience. They’ve become more disc erning about value,” he offers. “We expect a fleet compound annual growth rate between 4-6% in the region in 2017. That will, however, be dependent on the macro-economic outlook.” Sohanpal expects a continued downward trend for large aircraft (as apparent with business liners), except in the case of government-related owners and flights.

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Flights Q3-2016

OLBA-LCLK LLBG-LGMK OLBA-LGAV OEJN-LFMN OLBA-LTBS LLSD-LCLK LLBG-LGAV LLBG-LFMN OLBA-LGMK OERK-EGGW LLBG-EGGW OERK-LTFE OERK-LFPB OLBA-LFPB OBBI-EGLF OEJN-EGGW LLBG-LFPB OJAM-LGAV LLSD-LGRP OLBA-LTFE OERK-LSGG OERK-LFMN OEJN-LSGG LLBG-LGKR LLBG-LGIR ORER-LTBA OERK-LTBA LLBG-LIEO

26 24 21 19 19 19 18 18 18 17 17 16 16 16 16 15 14 13 13 13 13 13 13 12 12 12

YOY: Flights

-36,2%

116,7% 73,3%

-29,4% -19,2%

46,2%

-9,5% -32,1% -21,7% -33,3% -30,8% -15,0% -41,4% -11,1%

100,0%

-36,0% -11,1% -69,8% -23,5% -35,0%

16,7%

87,5%

18,2% 0,0% 18,2% 0,0%

-29,4%

Airport Codes (Departure), Alphabetic Order:

LCLK: Larnaca International Airport, Cyprus

LLSD: Sde Dov Airport, Israel

LFPB: Paris - Le Bourget Airport, France

LLBG: Ben Gurion International Airport, Israel OBBI: Bahrain International Airport, Bahrain

OEJN: King Abdulaziz International Airport, Saudi Arabia OERK: King Khalid International Airport, Saudi Arabia

300,0%

LFMN: Nice Côte d'Azur Airport

LGAV: Eleftherios Venizelos International Airport, Greece LGIR: Nikos Kazantzakis International Airport, Greece

LGKR: Ioannis Kapodistrias International Airport, Greece

OJAM: Marka International Airport, Jordan

LGMK: Mykonos Island National Airport, Greece

ORER: Erbil International Airport, Iraq

LIEO: Olbia-Costa Smerelda Airport, Italy

OLBA: Rafic Hariri International Airport, Lebanon

Middle East Used Aircraft Market

Buyers of pre-owned aircraft are enjoying much in their favor within the region, including low interest rates, and banks are keen to lend to prominent buyers in the hope of attracting additional portfolio management fees. Sohanpal also points to a classic

Busiest Airport Pair Connections, Middle East into Europe - Q3 2016

LGRP: Rhodes International Airport, Greece

LSGG: Cointrin International Airport, Switzerland

Airport Codes (Arrival), Alphabetic Order:

LTBA: Istanbul Ataturk Airport, Turkey

EGLF: Farnborough Airport, UK

LTFE: Milas-Bodrum Airport, Turkey

EGGW: London Luton Airport, UK



LTBS: Dalaman Airport, Turkey

SOURCE: WINGX ADVANCE

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BIZAV INTELLIGENCE T GLOBAL MARKETS

HARDY SOHANPAL

case of price elasticity; supply and demand… “Certain long-range aircraft have seen price drops, prompting owners to seek off-market buyers within their circle of contacts. Now is a good time to buy a pre-owned aircraft. “From our perspective as one of the world’s largest specialists for long-range jets and with 16 years of Middle East experience, managing owners’ expectations is important. For sellers, it’s a challenging market, especially those with unrealistic price expectations. “We’re working very closely with our clients, and our recommendation is to be as dispassionate as possible. We advise to take a hard look at the monthly cost of ownership and be more open to reasonable offers. “Additionally, we are finding that Middle East aircraft owners are having to work much harder to attract buyers - this is because of an incorrect perception that aircraft based here may not be maintained well, due to limited local service facilities, or the possibility of continuous exposure to harsh clima tes,” Sohanpal offers. “Generally, I find that this is not the case. Most aircraft are maintained by fully-approved service centers - either in Europe or the UAE. Owners in the Middle East recognize the importance of protecting residual values.” Sohanpal has observed a number of long-range aircraft, particularly business liners, being placed ‘For Sale’ as owners suffer from low oil prices and the global ma cro-economic outlook. Of 569 business aircraft operating within the region, 13.5% of the fleet is listed as ‘For Sale’ according to JETNET data. “Perception is also a driver as owners try to project a less ostentatious stance,” he adds. “This is because

of new austerity measures put in place by some of the governments seeking to balance budgets or reduce deficits.”

2017 Outlook

“We see the use of private jets maturing as people’s perceptions of Business Aviation change from luxury to utility?”

Sohanpal’s outlook for Middle Eastern Business Aviation in 2017 is positive. “We see the use of private jets maturing as people’s perceptions of Business Aviation change from luxury to utility,” he explains. “The impact of charter portals has introduced a wider group of users to Business Aviation who would normally fly first class commercial – and as mentioned above, new safety rules have made grey market activity tougher. “I expect the next generation of Middle East buyer to be more attuned to efficiency from a business aircraft, opting for smaller aircraft to meet the needs of regional trips.” The downside of the 2017 outlook, Sohanpal notes, is that the market is becoming more price-conscious (in charter). This means that rather than being service or experientially-motivated, there is instead evidence of aggressive discounting by operators.”

The Sum of it All…?

So what is one to do if they are seeking to buy or sell used aircraft into or out of the Middle East during 2017? “Those looking to sell will need to have realistic price expectations since buyers are much more knowledgeable now and they are taking full advantage of the current market,” concludes Sohanpal. “It’s a buyers’ market - but if you are entering to buy you need to be quick! The best aircraft, if correctly priced, are being snapped up quickly!” T More from www.globaljetconcept.com

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Understanding Equipage Mandates (Part 1)

The Rational that Regulatory Bodies Use to Develop Requirements for Adding or Upgrading Avionicsâ&#x20AC;Ś From his experience on numerous advisory committees within government and private industry, Ken Elliott explains the laborious process of determining what

equipment an aircraft must have to participate in airspace throughout the globe. egulatory authorities specify the rules by which aircraft can be operated within their flight regions. While regulations related to flight safety tend to be relatively stable, rules requiring equipment move as technology enables improved airspace management to accommodate an ever-increasing demand for transportation by air. In the US, for example, increased traffic above FL290 led the Federal Aviation Administration to implement Required Vertical Separation Minima (RVSM), which specified equipment selection and certification procedures that enabled a reduction in vertical separation from 2,000 feet to 1,000 feet between FL290 and FL410 by January 20, 2005. Prior to the imposition of RVSM requirements, which began in the late 1990, the accuracy of altimetry was insufficient to safely reduce vertical

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

separation of aircraft at the upper flight levels. An increase in air traffic throughout European airspace led EUROCONTROL to require the equipage of Controller Pilot Data Link Communication (CPDLC) capability for all new aircraft flying in European airspace after January 1, 2014, made possible in large part by advances in Very High Frequency datalink (VDL Mode 2) capabilities. The requirement that nearly all aircraft must have Automatic Dependent Surveillance-Broadcast Mode (ADS-B-Out) by January 1, 2020 reflects a technology capable of decreasing the cost of ATC facilities. Equipage mandates may be frustrating to Directors of Aviation and aircraft owners. Operations across the North Atlantic and to destinations in Europe that were well within the capabilities of the company aircraft in the past become unauthorized by ATC due to equipage issues, and the restoration of capability demands

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investments in upgrades or added avionics. Take heart! Mandates are the result of careful thought by involved operators and dedicated government authorities working together to facilitate the safe and efficient flow of air traffic.

Operator Involvement & Eventual Consensus

For now, consensus is formed by participants from industry and contributed to by government representation. Various forums exist where everyone takes off their day job hat to focus solely on the best outcome for establishing a needed requirement. Many hours are spent by committee members working voluntarily. International representation is primarily from North America and Europe, with a sprinkling of others in the room. This process should and will expand to emerging economies later. Authorities controlling the aviation industry prefer to term “requirements” as simply “guidance”. There is some merit in that—at the end of the day, guidance is used to set the standard by which a certification or operational approval is granted. It is important to understand that consensusbased guidance is developed and published as a technical standard for the development of a product. At the same time, operational guidance is developed to facilitate a product’s use in the aircraft’s flight environment by flight crews. The following list covers representative technical guidance materials under consideration. For the most part, this represents aviation electronics-electrical aspects, as developed by RTCA (Radio Technical Commission for Aeronautics), an organization originally formed in 1935.

SC-222 AMS(R)S; SC-217 Aeronautical Databases; SC-216 Aeronautical Systems Security; SC-214 Standards for Air Traffic Data Communication Services; • SC-213 Enhanced Flight Vision Systems & Synthetic Vision Systems; • SC-209 ATCRBS & Mode S Transponder • SC-206 Aeronautical Information and Meteorological DataLink Services; • SC-186 Automatic Dependent SurveillanceBroadcast; • SC-159 Global Positioning System; • SC-147 Traffic Alert & Collision Avoidance System; • SC-135 Environmental Testing. • • • •

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

Other RTCA committees include: • Drone Advisory Committee (DAC); • NextGen Advisory Committee (NAC) Identifying work on technical guidance material, focused on the aircraft and aviation in general, the next list is developed by the SAE (Society of Automotive Engineering), specifically by its International Aerospace sector. Note that SAE activity is so comprehensive that in aerospace alone, there are divisions of committees. One such (shown below) is centered on materials and another covers avionics. There are many more.



RTCA Special Committees currently developing standards: • • • • • • • • • • • •

SC-236 Standards for Wireless Avionics Intra-Communication System (WAIC) within 4200-4400 MHz; SC-235 Non-Rechargeable Lithium Batteries; SC-234 Portable Electronic Devices; SC-233 Addressing Human Factors/Pilot Interface Issues for Avionics; SC-231 TAWS; SC-230 Airborne Weather Detection Systems; SC-229 406 MHz Emergency Locator Transmitters (ELTs); SC-228 Minimum Operational Performance Standards for Unmanned Aircraft Systems; SC-227 Standards of Navigation Performance; SC-225 Rechargeable Lithium Batteries and Battery Systems; SC-224 Airport Security Access Control Systems; SC-223 Internet Protocol Suite (IPS) and AeroMACS;

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FLIGHT DEPARTMENT T OPERATING

ARINC Standards Document Series: • 400 Series: includes guidelines for installation, wiring, data buses, databases, and general guidance. • 500 Series: includes ARINC Characteristics defining analog avionics equipment still used in several wide-body legacy aircraft. • 600 Series: Specification and Reports defining enabling technologies that provide a design foundation for equipment specified per the ARINC 700 Series of digital avionics systems. Among the topics covered by Specifications are data link protocols. • 700 Series: Characteristics defining digital systems and equipment installed on current-model production aircraft. They include definitions of form, fit, function and interface for line replaceable units (LRUs) in a federated architecture. • 800 Series: Specifications and Reports defining enabling technologies supporting the networked aircraft environment. Among the topics covered in this series is fiber optics used in high-speed data buses. These three independent sources of consensus based standards depicted above are the springboard for much of the background data used across the aerospace industry. Published data are used to develop and integrate products, as well as guide their use in flight. These data are fundamental to the many activities occurring throughout the global aviation community today. Beyond this published guidance are several non-aviation commercial standards, used for the qualification of products, components and materials. Typically, these commercial recommendations and the components developed from them are common across multiple industries. A great example is the International Standards Organization (ISO) with over 250 technical committees, worldwide.

Two examples of the many SAE Aerospace Standards Divisions follow... Aerospace Materials Division: • AMS AM Additive Manufacturing; • AMS AMEC Aerospace Metals and Engineering Committee; • AMS B Finishes Processes and Fluids Committee; • AMS CACRC Commercial Aircraft Composite Repair Committee; • AMS CE Elastomers Committee; • AMS D Nonferrous Alloys Committee; • AMS E Carbon and Low Alloy Steels Committee; • Editorial Committee; • AMS F Corrosion Heat Resistant Alloys Committee; • AMS G Titanium and Refractory Metals Committee; • AMS G8 Aerospace Organic Coatings Committee; • AMS G9 Aerospace Sealing Committee; • AMS J Aircraft Maintenance Chemicals and Materials Committee; • AMS K Non-Destructive Methods and Processes Committee; • AMS M Aerospace Greases Committee; • AMS Metals Multi-Committee; • AMS P Polymeric Materials Committee; • AMS P17 Polymer Matrix Composites Committee; • ASEC Aerospace Surface Enhancement Committee.

The Backbone of All We Do

The backbone aspects of technology development (guided by standards) are: software, hardware, individual technology performance, format of bus data, certification and finally flight operation. Developed standards form the basis of familiar industry documents and activities, such as: • • •

ASD Avionic Systems Division: • AS-1 Aircraft Systems and Systems Integration; • AS-2 Embedded Computing Systems Committee; • AS-3 Fiber Optics and Applied Photonics Committee; • AS-4 Unmanned Systems Steering Committee; • AS-5 Position, Navigation and Timing. Next we offer a list of representative series of guidance, characteristics and specifications that primarily addresses data communication existing between airborne products. This list is developed by ARINC. Each numerical series below represents hundreds of carefully drafted documents. 68

AVBUYER MAGAZINE – December 2016

• • • • • • •

Minimum Operational Performance Standards (MOPS), by RTCA; Minimum Aviation Systems Performance Standards (MASPS), by RTCA; Type and Supplemental Type Certificates (TC and STC), by FAA; Document (as developed by RTCA) and a guidance for certification (DO), by RTCA; Aerospace Standard (AS), by SAE; Aerospace Information Report (AIR), by SAE; Aerospace Material Specification (AMS), by SAE; Aerospace Quality Standards (AS), by SAE; Aerospace Recommended Practices (ARP), by SAE; ARINC Standards.

In the spirit of globalization, new guidance material is initiated by a Terms of Reference (TOR) document, structuring the activity of a long-term committee. It is indeed long-term,

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

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Standards as guidance form the basis for the certification and operation of airports, traffic control, satellites, engines, airframes, cockpits and cabins. The consensus process further guides the implementation of advanced technologies used to satisfy the requirements of NextGen (US) and SESAR (Europe). NextGen and SESAR are the platforms covering core technological and operational implementation, mapped out for aircraft and infrastructure over multiple year programs. These core technologies are grouped under an ICAO term of CNS: • Communication (Data Communication DataComm/FANS/CPDLC); • Navigation (Performance Based Navigation - RNP/WAASLPV/GBAS/4D Trajectory/Low Vision); • Surveillance (Automatic Dependent Surveillance ADS-C/ADS-B/Tracking).

What to Expect because consensus-based documents are created through countless hours of sentence construction, where every word is carefully crafted. This comprehensive approach ensures that the later development of products and their flight operation will be precisely what the industry requires, as well as safe to implement. In the development and certification of products and aircraft, there are other key players beyond industry and government volunteers. Such organizational entities use standards material and act as facilitators, guiding our industry and its regulators in their exploratory path of innovation. Specifically, these organizations exist as government entities, administrations and what are sometimes called “Dot Orgs”. A visit to Washington, DC highlights the population of paid organizations that support (and lobby) government and to an extent industry, in their efforts. They are crucial to aviation, and although frequently working behind the scenes, facilitate product development. MITRE in DC is a significant participant in this regard, while NASA Langley simulates scenarios leading to guidance papers useful to the aviation sector. There are many others who operate in this way. The same scenario plays out across the world with variations on structure. However, what is key to highlight, is the role of the International Civil Aviation Organization (ICAO), which is the branch of the United Nations that acts as the true Global torch bearer in both standards and certification. From registration codes to emissions standards, ICAO covers most of the aviation sector. Although ICAO often leads the way, when it comes to aviation standards as well as operations and guidance material, the Organization usually follows the lead of the established committees mentioned above.

Justification & Other Considerations

The end-product of all this work provides the basis for the new technology you see at the NBAA, EBACE, LABACE, ABACE and other shows. As you step aboard for your next flight, consider the depth of effort that is expended on the development of aircraft and systems, often voluntary. 70

AVBUYER MAGAZINE – December 2016

Throughout 2017, AvBuyer will be exploring the implementation of CNS and other technologies that satisfy the mandates and operational requirements of airspace regions throughout the globe. We will cover how mandates migrate to both pre-owned and new aircraft, and we will provide specific recommendations pertaining to upgrades, new aircraft implementations and operations. However, none of these technologies, as certified equipment and aircraft, can be introduced without the efforts of RTCA, SAE, ARINC, ICAO, MITRE and NASA, along with many other industry enablers. In the spirit of ‘the whole is greater than the sum of its parts’—the more aircraft equipped, the more airspace can function as an integrated whole. The workload of Air Traffic Controllers will be less and the stress on pilots reduced. On average, flight time and fuel use will also decline. Corporate aircraft operators need to be assured that transport aircraft lobbyists do not sway the impact of NextGen/SESAR implementations in their favor. NBAA and others help to ensure equipage and operation requirements are fairly applied across the aviation sectors.

Summary

For all those who question, with justification, the requirements for new equipage, a consideration worth pondering is the depth of effort in product development. Published guidance is carefully constructed with both operators and pilots in mind. It is also developed with everyone’s interest best served, albeit with the odd sacrifice made here and there. Hopefully, knowing the extent of technical due diligence and a systems approach serving global and national airspace interests, you will have one more check mark for a positive business case to upgrade. Finally, Globalization (which often is forcing the need for mandates) will continue, including the beneficial tracking of all aircraft anywhere along with a fast-approaching Aviation Internet of Things (AIoT) and greater connectivity, the like of which has never been seen before. Aviation advancement will be served by carefully crafted standards, ensuring an exponential but safe growth in Business Aviation. T

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Aircraft Index see Page 153

General Aviation December.qxp_Layout 1 21/11/2016 12:38 Page 1

Int Operations Dec.qxp_Finance 22/11/2016 14:15 Page 1

FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 8)

If Variety is the Spice of Life, Oceania offers Life Abounding… Oceania evokes visions of exotic locales; a region dotted with islands spread across the quadrant of the South Pacific. Dave Higdon concludes AvBuyer’s award-winning series with a snapshot of the requirements for operators planning to visit the largest nations of Oceania... ited east of the International Date Line and predominantly south of the Equator, the major destination nations of Oceania include Australia, Indonesia and New Zealand. Another 20 smaller island nations bearing names familiar from tales of the South Pacific and World War II campaigns dot the region—American Samoa; Fiji; French Polynesia; Papua New Guinea; Guam; the Marshal Islands; Northern Mariana Islands; Palau; Pitcairn Islands; Samoa; the Solomon Islands; and more. This is territory first explored by natives in

S 72

AVBUYER MAGAZINE – December 2016

outrigger canoes; “discovered” by Europeans sailing tall ships; and later visited by Boeing Clippers and other sea-friendly aircraft. Naturally, each nation whether large or small requires visiting aircraft, crew and passengers to adhere to the local requirements for access – permits, visas and local customs. And unlike most of the rest of the world, at most destinations no alternate airports exist outside the main entry points.

Australia

As the continent’s largest body of land, however, Australia offers a huge expanse of territory to visit and plenty of airports (more than 600). The top 10 serve the majority of the country's population: Sydney (YSYD), Melbourne (YMEL), Brisbane (YBNE), Perth (YPER), Adelaide (YADL), Gold Coast (YOOL), Cairns (YCNS), Canberra (YCBR), Hobart (YHBA) and Darwin (YDRW). First alert for first-time visitors to Australia: This

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Aircraft Index see Page 153

Int Operations Dec.qxp_Finance 22/11/2016 14:16 Page 2

nation began requiring ADS-B in December 2013 for aircraft flying above FL290. As of February 2, 2017 all IFR aircraft must be both ADS-B capable and use some form of Global Navigation Satellite System (GNSS) such as the US Global Positioning System (GPS). And like the rest of the world outside the US, only one form of ADS-B qualifies – 1090 Extended Squitter Mode-S transponder-based. As you'll read later, Indonesia is also an ADS-B participant – and shares traffic data with Australia. Just so you know… International travel experts recommend using a third-party service provider to work with you on permit requirements, routing instructions, customs and immigration rules, and operating curfew considerations. As we've seen before, they also recommend you start this interaction well before you plan to fly. Australia requires visas for all passengers and crew – and the documents must be in-hand before entering the country. Crew members may be able to apply for their visas (called Crew Travel Authority (CTA)) online, depending on their nationality. Crew may obtain their CTA through Australia's Advance Passenger Professing (APP) website (www.eta.immi.gov.au/UCP/login.form) or email appwebsite@immi.gov.au. This is a specific area in which a third-party service provider or groundhandling service may prove helpful. Australia also enforces security requirements on visiting operators, including a Transportation Security Program (TSP) – but, private non-revenue flights with principals/owners on board may not require a TSP providing they fly no more than four Australian flights within a 12-month period. The following types of flight, however, do require a government-approved TSP: • • •

All charter flights All private non-revenue flights (>4 per year) Cargo flights

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•

Aircraft visiting Australia for demonstration and/or sales purposes.

Note that obtaining a TSP can take up to 60 days from the application, so plan accordingly. The penalties for failure to obtain a TSP include fines of up to AUD$22,000. Further important information can be found at the Australian Government Department of Infrastructure & Regional Development website: infrastructure.gov.au/security/. Operators should also be aware that Australia enforces noise regulations prohibiting Stage-2, and restricting Stage-3 conversions and factory-built Stage-3 aircraft. Slot requirements exist at some airports (including YSYD and YADL), but the curfews aren't blanket prohibitions. Propjets, for example, are allowed to operate during curfew hours. It is best to check with a ground-handling agent or third-party service provider to be sure your aircraft will not be impacted. All international arrivals face a requirement to disinfect the cabin while still in-flight; failure to comply (proof of compliance is required) will incur a post-touchdown disinfection, requiring the aircraft cabin to remain closed for 10 minutes. The recommended procedure is to spray disinfectant before starting the descent – and being prepared to show authorities the empty can upon landing. Additionally, the captain will be required to sign a document attesting to the disinfection process. Overflight permits are not required – but flight plans are; the flight plan must be submitted no later than one hour prior to departure but can be filed as much as 24 hours in advance. Following is a useful link offering ten top trip-planning tips for Australia travel: http://www.universalweather.com/blog/2014/02/ top-10-business-aviation-planning-tips-foraustralia-1-more/ 

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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

December 2016 – AVBUYER MAGAZINE

Int Operations Dec.qxp_Finance 22/11/2016 16:40 Page 3

FLIGHT DEPARTMENT T OPERATING

Indonesia

“Short-notice permits are all but impossible except in instances requiring a flight to divert because of inclement weather...”

Indonesia, Australia's neighbor to the northwest, boasts thousands of islands and a population exceeding 255 million citizens. And aviation provides much of the transportation connecting those diverse islands. Access is tightly controlled, and the government requires permits for all General Aviation landings and overflights. Permits are also required for flights on airways M758 and N884 near Singapore. While the Singapore CAA controls the airspace, the airways transit Indonesian territory – so Indonesian overflight permits are needed. Figure on the standard lead-time requirements for landing and overflight permits. Experts consider Indonesia's permit process to be generally straight-forward unless you fail to adhere to all requirements mandated by the Indonesian Civil Aviation Authority (CAA). In that case the CAA likely will deny your application. Permit applications require the operator to provide both arrival and departure dates, and times - and application must be submitted a minimum of three working days in advance. Expect no action on permit applications on weekends and any of the nation’s 15 holidays. Obtaining overflight and landing permits for Indonesia officially take five business days to process – but often they get finished within three business days. Regardless, the best time to apply for permits is during CAA weekday hours – Monday-Friday 0700-1700 local. Short-notice permits are all but impossible except in instances requiring a flight to divert because of inclement weather – or an air ambulance landing. Conversely, air ambulance overflights are rarely granted short-notice permits, sometimes forcing air-ambulance flights to route around Indonesia.

AVBUYER MAGAZINE – December 2016

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Be prepared to submit all your documents with the application for landing permits. Documents required include aircraft airworthiness and registration certificates, worldwide liability insurance, and an Air Operator Certificate (AOC) for charter flights. The originals of these documents must be on board the aircraft, but provide plenty of copies since three different departments within CAA review requests – as well as the military. And for those who contract with a third-party service provider, operators must present authorization proving the provider is empowered to act on their behalf. Once issued, overflight and landing permits remain valid for seven days, and confirmation numbers are provided with permit approvals. All permit confirmations must be noted in ‘Remarks’, Section 18 of your ICAO flight plan. Indonesia allows private and charter flights to operate domestic legs, but requires a special permit to do so. This nation is a prime example of how the benefits of using a ground handler can be felt (most requests will flow through the ground handler here). The CAA normally acknowledges a permit request on the day of receipt (providing the application arrived during normal business hours). The CAA will notify the applicant if something is remiss on the permit request so an operator can correct the problem. Beyond needing permits to enter the country, Indonesia has no Prior Permission Required (PPR) or airport slots for operations to any airport in Indonesia. Indonesia's Document Requirements Spelled Out: The following documents MUST be included with permit applications for all private and charter flights: With Landing Requests... a) Certificate of Airworthiness b) Certificate of Registration c) Pilot Licenses d) Air Operators Certificate (for charter flights) e) Aircraft Insurance Certificate f) Indonesian Letter of Authorization. Note: A landing permit is required, even for those Indonesian Territories located in other Flight Information Regions (FIRs). A business contact is also required, but when no business contact is available your trip handler's information can be used.

Fees in Indonesia

Indonesia's navigation fees are based on a flat rate for landing and overflight (not actual distance). Thus flying multiple stops within the country will incur higher fees than a single stop. Note, however, that multiple stops are limited to customs and immigration clearance, tech stop (fuel Aircraft Index see Page 153

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FLIGHT DEPARTMENT T OPERATING

“Take care with any items of food you may obtain en route because the fines for failure to declare fruits and foods can be severe.”

uplift only) or emergency landings. Navigation fees are assessed by three different CAA departments – but the invoice you will receive won't break down each separate cost. And invoices often are slower to arrive than permits. Failure to pay will likely result in the denial of a future permit application but the Indonesian authorities will let you know if you owe overdue charges – and may even deny overflight access. For such visitors to Indonesia's islands as tourists a visa exemption is available – but the nation wants two blank pages on your passport and for it to have at least six months remaining before it expires. For other visitors, a 30-day visa-on-arrival process is available at a cost of US$35. Visitors using this approach may extend their visa for an additional 30 days for an additional $35. And their passports must have at least six months remaining before expiration. The visa-on-arrival option is available only to tourists; business visitors must apply in advance. Limited US passport holders are not eligible for the visa exemption and should apply for an Indonesian visa, via the nation's embassy. Aircraft crew must have passports valid for at least six more months, but crew visa requirements depend on the airport. If required, the visa may be obtained upon arrival.

New Zealand

The other South Pacific nation with English as its language makes it easy for visitors to obtain visas for a variety of purposes, including business stays – as long as you plan to depart before the end of three months. The limits apply to tourists as well as business visitors, but with longer stays possible. Individuals may apply online; members of a group

should follow this approach or face a paperapplication process. The same paper process applies for families planning a visit. Regardless of the visa you seek, you will be required to document your departure arrangements – something along the lines of a flight plan date and departure time for private aircraft. For aircraft, permits are required for overflight and landing of non-scheduled flights, with application to New Zealand's CAA in advance of arrival. New Zealand goes to great lengths to protect the integrity of its agricultural economy, and penalties can be expensive. Importing even small quantities of food, as well as unprocessed animal or plant materials is tightly controlled. New Zealand authorities designed these restrictions to prevent the introduction of foreign animal and plant diseases and pests. The entry process involves hand inspection of all luggage – including x-ray examinations, and exposing the luggage and packages to specially trained dogs to sniff out any contraband. Take care with any items of food you may obtain en route because the fines for failure to declare fruits and foods can be severe. That includes any in-flight meal items saved for later consumption and food refuse from the flight. These items must be in a secure garbage bag and ready for destruction. Even golf clubs and shoes, fishing gear and waders must be clean and show no signs of dirt. The best advice is to declare any items you think may cause problems - bio-security control staff may confiscate and destroy the item, but you will not have to pay a fine or face criminal prosecution and a jail term. And cabin disinfection rules apply here as well as in Australia. New Zealand spells out its disinfection requirements here: www.biosecurity.govt.nz/enter/aircraft.

Entry limitations

New Zealand restricts aircraft that do not meet Stage-3 sound levels (Stage-2 aircraft are banned exemptions available in the past are no longer an option). Two general customs declarations are required, and one must be signed by customs at the previous airport. The authorities insist upon having names, birth dates and nationalities of crew and passengers, passport numbers and expiration dates and passenger visa numbers. Overflight permits are required only for experimental aircraft and aircraft from non-ICAO member states, while landing permits are needed only for commercial airlines and for-hire charter flights. Information required for the application includes an air-taxi certificate or foreign airoperation certificate; third-party liability insurance policy; and name, address and phone number of the company/individual chartering the aircraft. T 76

AVBUYER MAGAZINE – December 2016

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Aircraft Index see Page 153

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FDM Dec16.qxp_Finance 22/11/2016 16:44 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

Maintenance Delays & How To Avoid Them

Who’s Fault Are They Anyway? It’s puzzling that in the dynamic relationship between OEMs, Service Centers and business jet owners there’s hesitation to smooth out the complexities, notes Andre Fodor. What are the solutions to fulfilling customer expectations when it comes to business jet maintenance? t’s interesting how new aircraft deliveries typically occur at year-end. There are several contributing factors to this, including companies realizing their profits in Q4 and determining the tax ramifications of making a large capital expenditure towards the end of the fiscal year. Here in the US, I believe the government is at fault for being ambiguous regarding valuable fiscal tools designed to motivate large purchases such as corporate aircraft; they should be available yearround to foster earlier sales and allow for more earlyand mid-year deliveries. Yet the fault doesn’t rest solely with the government. The OEMs, hungry to eliminate the

AVBUYER MAGAZINE – December 2016

possibility of white tails on their ramps, are eager to discount pricing as the year progresses. If they were to correct their pricing from the early months of the year, there would perhaps be less hesitation from buyers to make a move earlier and sales would be spread more evenly throughout the year. The knock-on effect of the uneven spread of deliveries is less obvious, but significant. For example, aircraft tend to receive their airworthiness certificates in the same time period, which causes maintenance cycle clocks to begin ticking at the same time. So 12, 24 or 36 months later, you find many airplanes with maintenance coming due that flood the service centers with an uneven workload.

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Aircraft Index see Page 153

FDM Dec16.qxp_Finance 22/11/2016 14:20 Page 2

What’s the Solution?

Maintenance scheduling can be harmonized; it just takes a little coaching. By working with operators and owners, the OEM can begin to spread out the jet’s certification and balance maintenance-due cycles. This solution would reduce the strain that causes an increase in labor costs and decreases the returnto-service quality. With education, any seasoned operator will see that offsetting inspections against the rest of the fleet will generate a quicker return-to-service – and hence lower the overall costs. Another coaching opportunity comes in teaching customers how to manage their expectations. It is acceptable particularly with brand-new airplanes – for customers to show up at service centers unannounced and expect prompt attention when a critical maintenance issue causes a potential AOG situation. When that same operator decides, having arrived at the facility, to have a variety of additional squawks containing non-critical items addressed (squawks that should be kept for the scheduled maintenance events), the result will lead to unfulfilled expectations. It becomes essential for the OEM to educate the aircraft owner as to the goal of an ‘unscheduled maintenance stop’ (i.e., to return the aircraft back into ‘revenue mode’), setting a clear understanding and harmonizing expectations of the OEM and the customer. A laundry list of pocketed unscheduled squawks must therefore always be received with the caveat, “time and workload permitting”.

Missing Proactivity

Since a business jet’s maintenance clocks start ticking upon certification, it follows that the OEM has the

Advertising Enquiries see Page 4

information to predict upcoming scheduled maintenance events. Yet there is a lack of proactive process-monitoring and forecasting of due-dates in order to schedule upcoming work with customers. Through pre-planning, an OEM and its service center network can gain business and spread workload through its service centers to help clear bottlenecks. Incentives may be required to persuade customers With a focused approach to move their aircraft to a more distant (but less busy) on global excellence and shop, but again – through education – the benefits creativity, Andre Fodor has can be explained quite tangibly. managed flight operations On the flip side of the coin, however, customers for the U.N. and Flight must also be prepared to plan. Not scheduling shop- Options as well as being a senior demonstration pilot time in advance when it’s clear the maintenance due-date is approaching shows an amateur approach and instructor for Embraer to aircraft management. (In our Flight Department we Aircraft. He is currently the Vice President of schedule inspections six months in advance, fineAviation for Johnsonville tuning the exact date with the flight schedule.) Sausage.

So, Who’s At Fault?

It’s puzzling that in such a dynamic relationship between OEMs, Aircraft Maintenance Providers, Service Centers and Jet owners, there’s hesitation to reduce complexities. In a good marriage you have to invest, modify, tailor and settle many times as the relationship changes and matures. Aircraft ownership is no different – requiring long-term investment and commitment. Communication becomes essential. When nurtured coordination between all parties will fulfil your expectations and further your business through growth and positivity. That’s got to be worth working for! Next month, we’ll take a look at the issue of avoiding maintenance delays from the perspective of a used jet owner and their chosen service center. Stay tuned! T

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“Yet there is a lack of proactive processmonitoring and forecasting of due-dates in order to schedule upcoming work with customers.”

December 2016 – AVBUYER MAGAZINE

CAMO Dec16.qxp_Finance 22/11/2016 14:28 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

Understanding Continuing Airworthiness Management Organization When the topic of CAMO arises, it can be natural for operators of business aircraft outside of Europe to tune-out. By doing so, those operators could be missing a trick, warns AMAC Aerospace’s Waleed Muhiddin. Here’s why… or aircraft registered in an EASA-controlled European country, or even Equatorial Guinea, Bermuda, Cayman Islands and United Arab Emirates, enrollment with a CAMO (Continuing Airworthiness Management Organization) is mandatory. Yet even where enrollment on a CAMO program isn’t mandatory (for example the Isle of Man, most African countries, Aruba and the United States), CAMO can still be highly beneficial to some operators. The key benefit is that the aircraft will operate in a technicallycontrolled environment, meaning that all necessary maintenance tasks are controlled by the CAMO and performed in their due time by an approved MRO center. Due to regular checks and supervision of the various maintenance tasks by the contracted CAMO, the CAMO is able to issue or renew the Airworthiness Review Certificate (ARC) for all EASA-registered aircraft – or in the case of a third-countryregistered aircraft the authorities will renew the Certificate of Airworthiness. In the event of an aircraft being sold, the relevant authority will issue the Certificate of Airworthiness for Export (only needed if the aircraft will be transferred to the registry of a third-country). Indeed, benefits can be realized by a CAMO-enrolled operator at time of sale, since all technical records will have been kept to the highest standard, thus enabling a smooth, efficient technical transfer to occur with the aircraft’s new owner, while also ensuring that the value of the aircraft will be kept at the highest level.

AVBUYER MAGAZINE – December 2016

Documentation set-up and archiving is a big part of any CAMO program, enabling a seamless technical transfer between CAMO and Operator.

Enrolling on a CAMO

In order to transfer an airplane onto a CAMO program, an operator needs to first contact the approved CAMO organization, before signing a contract outlining the CAMO procedure. The CAMO organization then establishes a maintenance program that will need to be approved by the relevant aviation authority. With a detailed CAMO contract, the operator will be given an overview of all occurring costs. The costs of enrollment on a CAMO program depend on various factors, including, for example, the size of the aircraft. From experience, however, at AMAC we see the advantages and savings of a CAMO exceed any costs incurred from enrolment. At AMAC, we actually recommend any operator to enroll on a CAMO program, since regardless of the registry an operator flies under they will need to follow basic CAMO guidelines even if the CAMO program itself is not mandatory.

In Summary

The functionality of a CAMO should ensure all due maintenance tasks are done in a timely manner so that the aircraft is in a technically-controlled environment and is airworthy at any given time. Having a third-party oversee your aircraft maintenance needs can be very appealing to some aircraft operators, irrespective of the part of the world where they are based. More information from www.amacaerospace.com T

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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

Aircraft Index see Page 153

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Safety Dec16.qxp_Finance 22/11/2016 14:30 Page 1

FLIGHT DEPARTMENT T SAFETY

Keys to Improving Aviation Safety Management Flight Departments Need to be More Proactive in Establishing Safety Standards. For ten years the Business Aviation industry has had the opportunity to familiarize with safety management requirements. Despite this, there are several areas of SMS still needing better application within many flight departments, warns Mario Pierobon... ailure to isolate the safety manager and his/her initial and recurrent qualification from other duties is still being overlooked by too many flight departments in Business Aviation. It’s not uncommon to find the role of safety manager simply being attributed to someone who already holds another position within the flight department, and who is thusly unable to give the necessary energy and time to safety management. This lack of focus can be exacerbated by the limited actual safety management practice the elected safety manager may have. For example,

AVBUYER MAGAZINE – December 2016

ICAO Safety Management Manual (SMM) outlines several criteria that qualify a person as a safety manager, including: • Full-time experience in aviation safety in the capacity of an aviation safety investigator, safety or quality manager or safety risk manager; • An extensive knowledge of SMS and the completion of appropriate SMS training; • An understanding of risk management principles and techniques to support the SMS • Experience implementing and/or managing an SMS; • Experience and qualifications in aviation accident/incident investigation and human factors; • Experience and qualifications in conducting safety/quality audits and inspections; • Ability to be firm in conviction and to promote a just and fair culture whilst also advancing an open and non-punitive atmosphere for reporting.

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Aircraft Index see Page 153

Safety Dec16.qxp_Finance 22/11/2016 14:30 Page 2

The Ideal vs The Reality

The above criteria, although broad, are obviously very demanding. At the start of SMS implementation it was almost impossible to source professionals meeting all of these criteria, both within business aircraft organizations themselves, or within the wider industry. Today, however, many such skills should have been proficiently mastered by safety managers while their organizations ought to be benefitting from their solid expertise. Often the reality is different – many safety managers having unrealized expertise potential. This is in part due to the fact that aviation authorities aren’t being demanding in terms of safety management consistency like they are with operational and training matters. Thus flight departments are not compelled to exploit the full potential for safety improvements thorough SMS implementation. Another key hindrance preventing the ideal from being achieved centers on the fact that the training, experience and qualification of the safety manager and of the other safety professionals (where applicable) are not regulated in the same way that requirements for flight, cabin and technical staff are. Operational and maintenance professions – all key to safety within the flight department – are regulated by rigid training requirements, yet the safety manager, whose contribution to safety is essential, is regulated only in terms of qualification criteria. No requirements exist regarding Currency or Recency as they relate to specific safety management efforts. Ticking the boxes is always possible, but a requirement for safety managers to demonstrate that they have undertaken a certain amount of work over a certain period of time in order to remain ‘current’ in their role would make a more compelling case for organizations to implement SMS more consistently.

management practice. In parallel, an improved awareness of the whole organization as to its safety-related strengths and weaknesses will emerge. The relative isolation of the safety manager is something that can be addressed quite inexpensively. The focus is all about establishing priorities - namely developing the safety manager’s competence for the benefit of the whole organization. The return on safety performance will pay for itself! T

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

“The relative isolation of the safety manager is something that can be addressed quite inexpensively.”

Flight Departments: Be Proactive!

Nothing prevents an individual organization from defining its own safety management currency/recency targets, including those in its own training system. As a matter of fact this is simply ‘good practice’ and is in line with another SMS requirement for the definition of safety performance targets. Corporate flight departments need to take a proactive role in their safe operations, ensuring their safety managers become more competent so that the entire organization can benefit from the enhanced expertise generated from better safety Advertising Enquiries see Page 4

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December 2016 - AVBUYER MAGAZINE

Values Intro.qxp_Finance 22/11/2016 15:04 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

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

hile exceptions exist, turboprop airplanes offer a common set of attributes that make them an attractive proposition. The powerplants are responsible for most – turboprop engines benefit today from propeller designs that are far more sophisticated than just a decade ago, resulting in lower maintenance costs; longer overhaul cycles; improved climb and cruise performance; and - in turn - reduced noise levels in the cabin. In addition, specific fuel consumption numbers continue to improve – an attractive attribute given today’s depressed oil prices, with the practical effect of allowing the use of higher power-levels without suffering a proportionate increase in fuel consumption/costs. That, in turn, contributes to improvements in take-off, climb and cruise speed. Another advantage offered by many turboprops i s the single-pilot operational simplicity, engineered into even the multi-engine turboprops. The only exceptions to the sum total of these benefits exist among the unpressurized models that are available and form a small, important and dynamic segment of the turboprop market. Today’s turboprops offer a broad range of 84

AVBUYER MAGAZINE – December 2016

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

Turboprop Price Guide

The following Turboprop Retail Price Guide represents current average values published in The Aircraft Bluebook–Price Digest. The study spans model years from 1997 through Fall 2016 (20 year period). Values reported are in US$ millions, with each reporting point representing the current average retail value published in the Bluebook by its corresponding calendar year. For example, the Quest Kodiak reported in the Fall 2016 edition of the Bluebook shows US$1.0m for a 2010 model, US$0.9m for a 2009 model, and so forth. Aircraft are listed alphabetically. Note: For additional assistance and interest, Conklin & de Decker Performance and Specification data for these Turboprops can be referred to,  beginning on page 88 of this issue.

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Aircraft Index see Page 153

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Retail Values.qxp_RPG 22/11/2016 16:31 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Turboprops Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

7.4

5.7

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

FALL 2016 2009 US$M

2008 US$M

2007 US$M

3.1

3.0

2.9

2.7

2.6

1.8

1.7

MODEL BEECH KING AIRS KING AIR 350I

4.8

4.4

4.0

3.8

3.7

KING AIR 350 KING AIR 250

6.106

4.2

3.7

3.4

KING AIR B200

3.2

3.1

3.0

2.9

KING AIR B200GT KING AIR C90GTX

3.892

2.5

2.3

2.2

2.1

2.450

2.9

2.8

2.0

1.9

KING AIR C90GTI KING AIR C90GT

1.6

KING AIR C90SE KING AIR C90B CESSNA CARAVANS 208 GR. CARAVAN- EX

2.554

2.4

2.3

2.2

208 GR. CAR-675/G1000

2.181

2.075

2.025

1.975

2.480

2.3

2.2

2.0

1.875

1.775

1.675

1.575

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

1.475 1.425

208B SUP. C/MASTER/G1000

1.850

1.750

1.650

1.550

208B SUP. C/MASTER

1.450 1.4

208 CARAVAN-675/G1000

1.925

1.825

1.725

1.625

1.525

208 CARAVAN-675

1.375

1.350

1.425 1.325

1.275

2.8

208 CARAVAN PIAGGIO AVANTI - P180

7.395

6.9

5.3

4.5

4.1

3.4

3.1

3.0

2.9

PILATUS PC-12/47E NG

4.872

4.5

4.2

3.9

3.8

3.6

3.4

3.2

3.0

PILATUS PC-12/47

2.8

2.7

1.075

0.975

1.9

1.750

PILATUS PC-12/45 PIPER MERIDIAN M600

2.853

PIPER MERIDIAN-PA46-500TP

2.0

1.725

1.6

1.475

1.375

1.3

1.175

1.3

1.2

1.1

1.0

0.900

2.5

2.3

2.2

2.1

2.0

QUEST KODIAK-100

2.142

1.6

1.4

SOCATA TBM 900

3.889

3.1

2.7

SOCATA TBM 850 SOCATA TBM 700C2/EFIS SOCATA TBM 700B/EFIS SOCATA TBM 700/EFIS

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

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

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 22/11/2016 16:32 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

MODEL YEAR $ MODEL BEECH KING AIRS KING AIR 350I

2.8

2.7

2.6

2.4

2.3

2.2

2.1

2.0

1.9

1.8

2.050

1.950

1.850

1.750

1.650

1.550

1.450

KING AIR 350 KING AIR 250

2.350

2.250

2.150

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

1.550

KING AIR C90GT 1.5

1.450

1.4

1.350

1.3

0.775

0.750

0.725

0.700

KING AIR C90SE

1.250

1.2

1.150

1.1

KING AIR C90B CESSNA CARAVANS 208 GR. CARAVAN- EX 208 GR. CAR-675/G1000

1.3

1.175

1.125

1.1

1.050

1.0

0.950

0.925

0.900

0.875

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

1.3

1.250

1.2

1.150

1.1

1.050

1.225

1.125

1.1

1.050

1.0

0.950

1.0

0.950

0.925

0.900

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

2.6

2.125

2.050

1.975

1.9

1.825

208 CARAVAN-675 0.900

0.875

0.850

0.825

208 CARAVAN

1.750

-----

1.675

1.6

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

2.6

PILATUS PC-12/47 2.5

2.4

2.3

2.2

2.0

1.9

1.8

1.7

1.6

PILATUS PC-12/45 PIPER MERIDIAN M600

0.925

0.850

0.775

0.725

0.675

0.625

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

1.650 1.450

SOCATA TBM 850 1.4

1.350

1.3

SOCATA TBM 700C2/EFIS 1.250

1.2

1.150

1.125

SOCATA TBM 700B/EFIS 1.075

1.025

SOCATA TBM 700/EFIS

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

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

ACSpecs Intro.qxp_AC Specs Intronov06 24/11/2016 13:39 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Turboprops

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

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

AVBUYER MAGAZINE – December 2016

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

•

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

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

BEE CHC RAF T KI NG AIR C90 GTi BEE CHC RAF T KI NG AIR C90 GTx NEX TAN T AE ROS PAC E G9 0XT BEE CHC RAF T KI NG AIR 200 BEE CHC RAF T KI NG AIR B20 0 BEE CHC RAF T KI NG AIR B20 0GT

TURBOPROPS

BEE CHC RAF T KI NG AIR C90 B BEE CHC RAF T KI NG AIR C90 GT

AircraftPer&SpecDec16.qxp_PerfspecDecember06 22/11/2016 17:09 Page 1

$888.22

$1,009.60

$993.84

$985.99

$702.90

$1,409.53

$1,100.28

$1,169.37

CABIN HEIGHT FT.

4.8

CABIN WIDTH FT.

4.5

CABIN LENGTH FT.

12.4

16.7

CABIN VOLUME CU.FT.

218

303

DOOR HEIGHT FT.

4.3

DOOR WIDTH FT.

2.25

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

10100

10485

10500

12500

MLW LBS

9600

9700

12500

B.O.W. W/CREW LBS

7210

7200

7235

8550

8820

8760

USEABLE FUEL LBS

2573

3645

PAYLOAD WITH FULL FUEL LBS

377

387

737

752

395

125

185

MAX. PAYLOAD LBS

2950

2306

2143

1850

2180

2240

RANGE - SEATS FULL N.M.

640

903

1075

920

960

MAX. RANGE N.M.

940

981

1152

1490

1580

1650

BALANCED FIELD LENGTH FT.

4519

3888

5300

3640

LANDING DIST. (FACTORED) FT.

3692

4007

4002

4333

4417

4437

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

2010

1953

2450

2448

2450

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

495

474

740

745

MAX. CRUISE SPEED KTAS

250

270

274

289

290

305

NORMAL CRUISE SPEED KTAS

234

274

272

283

298

L/RANGE CRUISE SPEED KTAS

195

206

204

225

226

PT6A-21

PT6A-135A

H80

PT6A-41

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.

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AircraftPer&SpecDec16.qxp_PerfspecDecember06 22/11/2016 16:59 Page 2

CES SNA 208 CAR AVA N/C ARG O PO CES D SNA 208 B GR AND CAR AVA N

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

BEE CHC RAF T KI NG AIR 350 ER BEE CHC RAF T KI NG AIR 350 i

TURBOPROPS

BEE CHC RAF T KI NG AIR 250 BEE CHC RAF T KI NG AIR 350

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,180.48

$1,198.12

$1,212.00

$1,194.69

$1,206.29

$508.73

$512.80

$514.49

CABIN HEIGHT FT.

4.8

4.5

CABIN WIDTH FT.

4.5

5.3

CABIN LENGTH FT.

16.7

19.2

19.5

12.75

16.75

CABIN VOLUME CU.FT.

303

344

271

352

DOOR HEIGHT FT.

4.3

4.2

DOOR WIDTH FT.

2.23

2.25

2.23

4.08

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

12500

15000

16500

15000

16500

8000

8750

MLW LBS

12500

15000

15675

15000

15675

7800

8500

B.O.W. W/CREW LBS

8780

9885

10400

10000

10585

4940

5120

5270

USEABLE FUEL LBS

3645

3611

5192

3611

5192

2224

PAYLOAD WITH FULL FUEL LBS

165

1604

1008

1489

823

871

691

1291

MAX. PAYLOAD LBS

2220

2615

2600

2500

2415

2860

2680

3230

RANGE - SEATS FULL N.M.

636

1440

1878

1440

1635

325

100

529

MAX. RANGE N.M.

1575

1550

2311

1550

2365

835

768

789

BALANCED FIELD LENGTH FT.

3925

3300

5105

3300

5105

2055

2260

2420

LANDING DIST. (FACTORED) FT.

4625

4140

4760

4143

4770

2508

2625

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

2437

2700

2400

2700

2400

1234

1175

975

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

682

622

337

622

337

MAX. CRUISE SPEED KTAS

310

320

303

320

303

186

184

NORMAL CRUISE SPEED KTAS

301

310

303

310

265

175

182

L/RANGE CRUISE SPEED KTAS

232

234

238

234

238

147

156

PT6A-52

PT6A-60A

PT6A-114A

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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Aircraft Index see Page 153

DAH ERSOC ATA TBM 930 EXT RA A IRCR AFT EXT RA 5 00

DAH ERSOC ATA TBM 900

DAH ERSOC ATA TBM 850

TURBOPROPS

208 B GN D CA RAV AN/ CAR G PO D CES SNA 208 B GR AND CAR AVA N EX CES SNA 208 B GR AND CAR AVA N EX /CAR DAH G ERSOC ATA TBM 700 C2

AircraftPer&SpecDec16.qxp_PerfspecDecember06 22/11/2016 17:10 Page 3

$518.56

$545.31

$551.37

$633.18

$707.72

$680.84

$854.96

$367.00

CABIN HEIGHT FT.

4.5

4.1

4.08

CABIN WIDTH FT.

5.3

4.83

CABIN LENGTH FT.

16.75

13.5

CABIN VOLUME CU.FT.

352

143

DOOR HEIGHT FT.

4.2

3.9

DOOR WIDTH FT.

4.08

4.17

3.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

112

111.5

5.9

CREW #

SEATS - EXECUTIVE #

MTOW LBS

8750

8807

7394

4696

MLW LBS

8500

7024

4409

B.O.W. W/CREW LBS

5440

5305

5498

4889

4780

4829

3297

USEABLE FUEL LBS

2224

2247

1887

1956

1154

PAYLOAD WITH FULL FUEL LBS

1121

1290

1097

654

694

645

245

MAX. PAYLOAD LBS

3060

3195

3002

1143

1252

1203

1022

RANGE - SEATS FULL N.M.

465

494

365

1000

967

989

560

MAX. RANGE N.M.

731

739

685

1200

1364

1474

1444

BALANCED FIELD LENGTH FT.

2500

2742

3100

3110

2823

2115

LANDING DIST. (FACTORED) FT.

2625

2800

2625

3750

3667

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

925

1331

1275

1570

2005

1637

MAX. CRUISE SPEED KTAS

186

194

185

292

320

324

225

NORMAL CRUISE SPEED KTAS

182

187

178

290

316

318

205

L/RANGE CRUISE SPEED KTAS

156

162

155

255

252

188

PT6A-114A

PT6A-140

PT6A-64

PT6A-66D

250-B17F/2

VARIABLE COST PER HOUR $

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

ENGINES # ENGINE MODEL

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December 2016 – AVBUYER MAGAZINE



AircraftPer&SpecDec16.qxp_PerfspecDecember06 22/11/2016 17:01 Page 4

QUE ST A IRCR AFT KOD IAK

46T P PIPE RM ERID IAN PA

PIPE RM 600

PILA TUS PC-1 2 NG

PILA TUS PC-1 2

PIAG GIO AVA NTI P18 0 II

TURBOPROPS

PIAG GIO AVA NTI P18 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,315.30

$1,216.02

$773.47

$726.79

$535.84

$506.25

$501.08

CABIN HEIGHT FT.

5.8

4.75

4.83

3.92

3.9

4.5

CABIN WIDTH FT.

6.1

4.13

4.2

4.8

CABIN LENGTH FT.

14.9

17.5

16.9

16.92

12.33

12.3

15.5

CABIN VOLUME CU.FT.

393

356

165

106

248

DOOR HEIGHT FT.

4.4

4.5

4.42

3.83

3.8

4.1

DOOR WIDTH FT.

4.1

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

44.15

CREW #

SEATS - EXECUTIVE #

MTOW LBS

11550

12100

10450

6000

5092

7255

MLW LBS

10945

11500

9920

9921

5800

4850

6690

B.O.W. W/CREW LBS

8000

8500

6565

6782

3730

3663

3975

USEABLE FUEL LBS

2802

2704

1140

2110

PAYLOAD WITH FULL FUEL LBS

798

848

1226

1009

1180

331

1220

MAX. PAYLOAD LBS

1800

1300

2475

2257

1120

1187

2515

RANGE - SEATS FULL N.M.

980

752

1340

1309

633

489

524

MAX. RANGE N.M.

1440

1364

1660

1635

1278

1091

845

BALANCED FIELD LENGTH FT.

3100

3500

2450

2902

2000

1720

LANDING DIST. (FACTORED) FT.

4550

4417

2783

2623

1950

1933

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

2950

2600

1680

1920

1556

1338

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

756

680

MAX. CRUISE SPEED KTAS

390

363

261

280

274

267

180

NORMAL CRUISE SPEED KTAS

354

346

261

268

260

262

154

L/RANGE CRUISE SPEED KTAS

310

314

209

184

225

133

PT6A-66

PT6A-66B

PT6A-67B

PT6A-67P

PT6A-42A

PT6A-34

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

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Aircraft Index see Page 153

San Marino May.qxp_Layout 1 21/11/2016 12:58 Page 1

AirCompAnalysis December.qxp_ACAn 23/11/2016 13:38 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Bombardier Challenger 350 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two jets in the mid-cabin business jet category for the purpose of valuing the Bombardier Challenger 350. 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

ow does Bombardier’s Challenger 350 and Gulfstream’s G280 compare in the market today? Across the following paragraphs, we’ll consider various productivity parameters (payload, range, speed and cabin size) to get an overview. The Challenger 350’s lineage dates back to the Paris Air Show in 1999 in the form of the Bombardier Continental. The Continental was a "clean sheet" design, assembled in Bombardier's Learjet plant in Wichita. Following much debate about its category (Learjet, Challenger or Global) the Continental was renamed in September 2002, and in 2003 the Challenger 300 received FAA type certification. Entry

AVBUYER MAGAZINE – December 2016

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into service followed in January 2004. 457 Challenger 300s were delivered between 2004 to 2014. Launched at EBACE in May 2013 the upgraded Bombardier Challenger 350 offers different engines, new winglets, a different interior and new avionics compared to the Challenger 300 it replaced on the production line. For example, the aircraft’s entertainment and communications system includes two 22-inch monitors attached to the cabin bulkheads, and ports for syncing the system with laptops and phones. Bombardier says that it launched the Challenger 350 to allow it to compete with new models to the market, such as the G280, Dassault’s Falcon 2000, Aircraft Index see Page 153

AirCompAnalysis December.qxp_ACAn 23/11/2016 16:41 Page 2

HOW MANY

EXECUTIVE

SEATS?

BOMBARDIER Challenger 350

(Manufactured between 2014-Present)

$20.5 Million (2015 Model)

vs.

GULFSTREAM G280

(Manufactured between 2012-Present)

$20.0 Million (2015 Model)

WHICH OF THESE MID-CABIN JETS WILL COME OUT ON TOP HOW MUCH

4836

RUNWAY

DO I NEED?

5160

(Balanced field length, ft) 0

1000

HOW FAR

2000

6000

CAN WE TAKE?

CRUISING SPEED?

CAN WE GO?

(Nautical Miles. 4 Pax)

(Lbs)

LONG RANGE

(Knots) 459

3400 0

1000

2000

3000

HOW MANY

OPERATION?

EACH MONTH?

UNITS IN

5000

WHAT’S THE

PAYLOAD

3690 500 1000 1500 2000 2500 3000 3000 3500 4000

4000

HOW MUCH

3600 0

3000

4050 4000

100

200

459 400

300

500

WHAT’S THE

COST PER MILE?

NEW/USED SOLD

587 2 (5.2%)

97 145

5 (3.5%)

$4.00 $3.97 0.0

12-Month Average Figure

(% = Global Fleet For Sale)

0.5

1.0

1.5

2.0

2.5

3.0

3.5

4.0

(Direct operating costs based on 1000nm mission carrying 800lbs payload)



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

Advertising Enquiries see Page 4

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December 2016 – AVBUYER MAGAZINE

AirCompAnalysis December.qxp_ACAn 23/11/2016 15:33 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range Model

MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Challenger 350

40,600

14,150

261

3,400

1,800

3,600

2,719

Gulfstream G280

39,600

14,600

256

4,050

1,000

3,690

2,577

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

Chart A - Cabin Cross-Sections Challenger 350

Gulfstream G280

Embraer’s Legacy 500 and Cessna’s Citation Longitude. Today, there are 100 whollyowned Challenger 350s and an additional 45 in fractional ownership (total fleet - 145 in operation worldwide). Sixteen (11%) of the Challenger 350 fleet are leased. By continent, North America has the largest fleet percentage (61%) followed by Europe (32%), accounting for a combined 93% of the total Challenger 350 in-operation fleet. The percentage of Challenger 350 fleet currently ‘For Sale’ is 3.4% with all of these under an exclusive broker agreement. Average days on the market for a Challenger 350 ‘For Sale’ currently stands at 252 days, according to JETNET data.

Payload & Range

The data contained in Table A (top, left) are published in the B&CA, May 2016 issue, but also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The Challenger 350 ‘Available Payload with Maximum Fuel’ (1,800 lbs) is more than that offered by the Gulfstream G280 (1,000 lbs). Additionally, Table A shows the fuel usage by each aircraft (sourced from Aircraft Cost Calculator). There is a mere 2% difference in the fuel usage of the Challenger 350 at 261 and the Gulfstream G280 at 256 gallons per hour (GPH). Thus, the Gulfstream G280 is marginally more frugal.

Source: UPCAST JETBOOK

Cabin Cross-Sections

According to Conklin & de Decker, the Challenger 350 cabin volume measures 1,002 cu. ft., with 23.7 ft. length. The Gulfstream G280 offers less volume (888 cu. ft.), with a much longer cabin (32.2 ft.). Chart A (left), courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison and shows the Challenger 350 offers the same width (7.2 ft) but

AVBUYER MAGAZINE – December 2016

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Aircraft Index see Page 153

AirCompAnalysis December.qxp_ACAn 23/11/2016 15:34 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart B - Range Comparison

less height (6.1 ft vs 6.3 ft) than the Gulfstream G280. The key design difference giving the Challenger 350 its larger overall cabin volume is that its 6.1ft height is achieved with a flat floor design, whereas the G280 has a dropped aisle enabling its 6.3 ft height measurement.

Challenger 350 Gulfstream G280

$0.00

As depicted by Chart B (right) and using Wichita, Kansas, as the origin point the Challenger 350 shows less range coverage than the Gulfstream G280, per data from Aircraft Cost Calculator (ACC). Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at Long-Range Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

$2.00

$4.00

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

Chart C - Cost Per Mile*

Powerplant Details

The Challenger 350 is powered by two Honeywell HTF7350P engines each offering 7,323 lbst. The Gulfstream G280 is also powered by two Honeywell HTF7250G engines with 7,624 lbst.

Q$4.00 Q$3.97

Challenger 350

Cost Per Mile

Advertising Enquiries see Page 4

Q$4.00 Q $3.97

Challenger 350 Gulfstream G280

Range Comparison

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (middle, right) details ‘Cost per Mile’ and compares the Challenger 350 to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800 lbs (four pax) payload. The Gulfstrea m G280 shows the lower cost per nautical mile at $3.97 compared to $4.00 for the Challenger 350; an insignificant three cents in favor of the G280.

3120.00 Nm 3302.33 Nm

Gulfstream G280 $0.00

$2.00

$4.00

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

Chart D - Variable Cost

Q$1,804 Q $1,799

Challenger 350 Gulfstream G280 $500

$1,000

$1,500

$2,000

US $ per hour

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December 2016 – AVBUYER MAGAZINE

AirCompAnalysis December.qxp_ACAn 23/11/2016 13:41 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table B - Aircraft Comparison

Total Variable Cost

Long Long Range Range Speed Cruise (kts) Speed

Cabin Volume (cu ft.)

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

New Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Challenger 350

459

1,002

2,719

$26.673

144

3.5%

Gulfstream G280

459

888

2,577

$24.500

5.2%

Model

The ‘Total Variable Cost’ illustrated in Chart D (previous page) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Challenger 350 computes at $1,804 per hour, which is slightly greater than the Gulfstream G280 at $1,799 per hour.

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

Aircraft Comparison Table

Table B (left) contains the preowned prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft inoperation and percentage ‘For Sale’ are as reported by JETNET. As mentioned above, the Challenger 350 has 3.5% of its fleet currently ‘For Sale’. By comparison, the Gulfstream G280 fleet sees 5.2% currently ‘Fo r Sale’. The average number of new and pre-owned transactions (units sold) per month for the Challenger 350 stands at five units per month compared to the Gulfstream G280 at two units.

Table C - Part 91 & 135 MACRS Schedule

MACRS SCHEDULE FOR PART 91 Year Deduction

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

Depreciation Schedule

Table D - MACRS Depreciation Schedule 2016 Bombardier Challenger 350 - PRIVATE (PART 91) Full Retail Price - Million Year Rate (%)

$26.673 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 % $1.5

Depreciation ($M)

$5.3

$8.5

$5.1

$3.1

Depreciation Value ($M)

$21.3

$12.8

$7.7

$4.6

$1.5

Cum. Depreciation ($M)

$5.3

$13.9

$19.0

$22.1

$25.1

$26.7

Full Retail Price - Million

$26.673

2016 Bombardier Challenger 350 - CHARTER (PART 135) Year Rate (%)

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$3.81

$6.53

$4.67

$3.33

$2.38

$1.19

Depreciation Value ($M)

$22.86

$16.33

$11.66

$8.33

$5.95

$3.57

$1.19

$0.00

Cum. Depreciation ($M)

$3.8

$10.3

$15.0

$18.3

$20.7

$23.1

$25.5

$26.7

Source: Vref

AVBUYER MAGAZINE – December 2016

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Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, middle left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken du ring each year of the applicable recovery period. Aircraft Index see Page 153

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AirCompAnalysis December.qxp_ACAn 24/11/2016 13:37 Page 6

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Asking Prices & Quantity

The current used market for the Challenger 350 aircraft shows a total of five aircraft ‘For Sale’ with none displaying an asking price. However, factoring used Challenger 300s as well as Gulfstream G280s and G200s currently ‘For Sale’ into the market offerings should be informative. Table E (top) shows the various models in this market space that total nearly 950 business jets in operation, with 89 (9.4%) ‘For Sale’. Only 33 present an ask price, however, which range between $2.695m$15.950m. While each serial numbe r is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Of course, the final price remains

100

AVBUYER MAGAZINE – December 2016

Table E - Asking Price Aircraft

# In-Operation

# ‘For Sale’

# of Asking Prices

Challenger 300

454

Gulfstream G200

246

Challenger 350

145

Gulfstream G280

Dassault 2000DX

946

Total

Chart E - Productivity Comparisons $40.0

Price (Millions)

In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year r ecovery 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 sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (previous page) depicts an example of using the MACRS schedule for a 2016 model Challenger 350 business jet in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a new retail price of $26.673m, per Vref Pricing guide.

2016 Challenger 350

$30.0

2016 G280

$20.0 $10.0 $0.0

0.000

0.500

1.000

1.500

2.000

2.500

3.000

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

to be negotiated between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

The points in Chart E (above) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors:

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious business

aircraft buyers are usually impr essed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Challenger 350 displays a high level of productivity. The Challenger 350 shows a higher purchase price and greater productivity compared to the Gulfstream G280. The Gulfstream G280 has a very slight operating cost advantage but with a smaller cabin volume. The Challenger 350 is currently faring well on the used aircraft for sale market, showing monthly full retail sale transactions that currently average five jets per month, compared to Gulfstream’s G280 (average of two per month). Before choosing which aircraft is best for their own flight

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department, potential operators should weigh their mission requirements with facts presented in this comparison article.

Summary

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. The Challenger 350 continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Challenger 350 will continue to do well in the new and used jet markets for the foreseeable future. T Aircraft Index see Page 153

LEAS Single December.qxp_LEAS 22/11/2016 16:55 Page 1

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Price - $19,495,000

2005 Gulfstream G550 s/n 5063 16 pax

2013 Challenger 605 s/n 5945 12 Pax

On RR Corporate Care, APU on MSP, On HAPP & MPP, Enhanced Nav. FANS 1A CPDLC, WAAS w/LPV, TCAS 7.1, ADS-B Out, Wi-Fi, US Based, Excellent Pedigree, Aft Galley, Fwd Crew Rest

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2009 Hawker 400XP s/n RK-513 8 pax Collins ProLine 4 Avionics, 360 Hrs. TSHS, On CASP, 1 Owner, No Damage, RAAS, Maintained Part 135 Standards

2005 Citation Sovereign s/n 34 8 pax Engines on ESP, Avionics on HAPP, New Paint & Partial Interior Including New Woodwork, Aug. 2015, Oper. Part 135, Doc. 20,34,39,42 Aug. 2015

Price - $4,799,000

1996 Gulfstream GIVSP s/n 1268 13 pax Engines 100% JSSI, Avionics on HAPP, APU -150 Upgrade on MSP, 2012 Paint, TCAS 7.1, MCS-6000 SATCOM, Oper. Part 135

1996 Gulfstream GIVSP s/n 1296 14 pax Engine Insp. 6/2015, Engines 976 Hrs TSML, -150 APU Upgrade, Oper. Part 135, TCAS 7.1, ATG-4000 Wi-Fi, 12/24/36/48 Mo. c/w Sept. 2015

Price - $4,995,000

2007 Sikorsky S76C++ 760698 6 pax Engines 100 Hrs, TSOH, Gear Box on Powertrain Assurance, Emerg. Flotation Sys., EMS Sky Connect, UNS1 w/WAAS LPV, Major Maint. 2/2016

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

Ownership Dec16.qxp_Layout 1 22/11/2016 10:57 Page 1

BOARDROOM T OWNERSHIP

How to Choose the Best BizAv Consultant (Part 2)

Obtain the Best and Highest Value from Consultants. Having previously discussed working with an aviation consultant on well-defined tasks, this month David Wyndham considers questions of working with consultants on open-ended questions and tasks in Business Aviation... pen-ended questions and tasks in Business Aviation often involve increased complexity, which can lead to difficulty in establishing a firm price when engaging the services of an aviation consultant. Take the example of contracting a chosen consultant to assist you through the aircraft selection and negotiations process, or to monitor the aircraft through outfitting and delivery. In each case, the consultant can act in an advisory role, or as an agent of the buyer with limited responsibilities. Furthermore, these tasks, no matter how well defined, are dependent on outside variables beyond the consultant’s ability to control. It is in the management of these outside variables that the time required can be hard to limit.

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

102

AVBUYER MAGAZINE – December 2016

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Buyer Consultants

Let’s assume the buyer consultant will advise and recommend pricing and develop negotiation strategies with you, the buyer. If the aircraft selected is a popular model that’s in high demand there will be limits to what can be negotiated – less so if the aircraft model is less popular on today’s market. Regardless, a good buyer-broker should be up front with what can and cannot be expected. While there are few sole buyer-brokers in aviation, other options exist. Some pre-owned aircraft brokers, for example, will advertise buyer-brokering services or aircraft needs planning. They should know the market well as they broker aircraft for other owners; however they need to be clear as to how they handle potential conflicts of interest between representing you as the potential Aircraft Index see Page 153

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BOARDROOM T OWNERSHIP

Understandably, doing this monitoring and possible intervention for a $50m aircraft is not inexpensive (although the ultimate cost will depend on their length of stay at the factory). As they say, the squeaky wheel gets the grease – and your outfitting agent will make sure that your aircraft is always getting the attention and care it needs to be delivered on time, and as expected.

Legal & Tax Consultants

buyer, and their seller-clients. One industry leading buyer-broker I know sets firm prices for their services, dependent on how far into the process they go (from identifying the aircraft options right through to final delivery). Others may bill as you go. If the best value aircraft is found early, the cost will be less than if the search becomes lengthy and difficult.

Outfitting Consultants

There are also agents who will represent you though the outfitting of your aircraft. This is commonly done with new aircraft, mostly of the large cabin variety. In this arrangement, the agent will monitor your aircraft through the final stages of construction including painting and the outfitting of the aircraft. They do this by being present, on site. These people are paid to live with your aircraft, verifying that any equipment and options you specified are exactly what is being provided. The OEMs tend to do a very good job, but the time to discover that the color of the seating and carpet is not correct is during installation, not on the day of delivery! Your agent will manage and direct the acceptance flight, too, and will have a checklist to follow and verify that every single system, accessory, switch and light is working correctly. Any discrepancies will be noted and fixed as necessary.

“ These people are paid to live with your aircraft, verifying that any equipment and options you specified are exactly what is being provided.”

Legal and tax consulting tend to be focused on a set of desirable outcomes that require varying amounts of time to accomplish. In this area, I recommend aviation-skilled experts to work with your in-house counsel or CPA. What may make sense from a business or IRS perspective may not work from a regulatory perspective. Just because an aircraft is based in one state or province does not mean it is no longer subject to taxes and fees in other locations. Different authorities, for example, have varying definitions for what constitutes commercial operations. Your Legal and Tax Consultants will manage risk while retaining ability for you to use your aircraft in a productive manner. These arrangements tend to favor open-ended discussions and billing.

Summary on Open-Ended Contracts

The biggest caveat in open-ended contracts is the management of expectations within the confines of a budget. When Conklin & de Decker does open-ended consultancy, we try to set up boundaries as to what will and will not be done, and establish a reasonable not-to-exceed amount for the expected work. You will need to work with your chosen consultant to define a successful outcome at the start of the project along with the expected deliverables and billing schedule. Be as specific as possible with areas of authority and responsibility. Open-ended arrangements are often necessary and appropriate in the arena of Business Aviation. By defining desired outcomes and setting ground rules, you reduce the likelihood of surprises or bills that far-exceed what was expected at the outset. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership

The BEST AIRCRAFT FOR SALE SEARCH anywhere, everywhere ONLINE

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BROADCAST

EVENTS

Aircraft Index see Page 153

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BOARDROOM T TAX

Importing Used Business Aircraft (Part 2 of 3)

How to Deal with Commonly Encountered Issues. Attorneys Keith Swirsky and Chris Younger continue their examination of importing into the USA a business aircraft that does not have an N-registration. hen importing a non-US registered aircraft from another country, the purchasing company must consider the timing of aircraft deregistration from the foreign registry. The deregistration process sometimes takes several days or longer, depending upon the country where it is registered. The FAA will not register the aircraft in the United States until it receives confirmation directly from the foreign registry that the aircraft has been deregistered. Consequently, a buyer usually wants the aircraft to be deregistered from the foreign registry and the notice of deregistration to be delivered to the FAA prior to the closing, so that the aircraft can be registered in the US at the time of closing and delivery. The seller may also be required to obtain governmental/regulatory approvals to sell and export the aircraft. Obtaining these approvals can be time-consuming and add additional unanticipated

Keith Swirsky is president of GKG Law, P.C., and Chairman of the firm’s corporate aircraft and tax groups. A founding member of NBAA’s Tax Committee, he is a regular speaker at tax conferences. Email: kswirsky@gkglaw.com

106

AVBUYER MAGAZINE – December 2016

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expense for both the buyer and the seller. Foreign sellers may refuse to deregister their aircraft until the buyer has paid the purchase price in full at closing. This is most likely to occur if the seller is concerned that the buyer may default or back out of the deal after the aircraft has been deregistered or if the aircraft is currently subject to commercial financing. In the event of a buyer default after deregistration, the seller could be unable to move the aircraft until it is re-registered in its foreign home country, which can take several days or longer, depending on the country. In such cases, an acceptable compromise could be to have the entire purchase price placed in escrow prior to deregistration, together with an irrevocable escrow instruction letter, jointly executed by buyer and seller, requiring the escrow agent to deliver the purchase price to the seller as soon as the foreign registry delivers a notice of deregistration to the FAA. Aircraft Index see Page 153

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â&#x20AC;&#x153;...the ability to receive financial disclosure to ensure that the buyer may rely on such a guaranty and enforce it is difficult.â&#x20AC;?

Determining Ownership/Title

Also of significance, determining the ownership and status of clear title to a foreign-registered aircraft can be tricky. In one transaction, a client was purchasing an aircraft that was: i) ii) iii)

Owned by a company formed in one country, which was owned by other companies that were formed in several different countries; Registered in a third country; and Based in yet another country.

Needless to say, the process of verifying the identity of the aircraft owner, confirming that the aircraft owner (and its owners) were all bona fide individuals or companies in good standing (and were not on any United States governmental blocked persons lists) and that the aircraft was completely free of liens at closing, was challenging, time consuming and expensive. The process required the assistance of attorneys based in several countries. Moreover, if the buyer is financing the purchase of the aircraft, the lender may impose requirements regarding title and authority to sell that are expensive or possibly impossible to meet.

Business Aviation leaves nothing to chance. U U U U U U U 108

Analysis Planning Procedures Backup Debrief Feedback Benchmarking

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

Still More Challenges

A related problem, which may be remote but costly if it occurs, emanates from the inability to recover damages from a foreign seller after an aircraft is purchased if a title or transfer issue arises. As in most aircraft transactions, the seller is typically a special purpose entity that has no assets other than the aircraft it is selling. Obtaining a guaranty from a financially solvent affiliated party is usually difficult, and obtaining a personal guaranty from a wealthy individual principal is nearly impossible. Furthermore, the ability to receive financial disclosure to ensure that the buyer may rely on such a guaranty and enforce it is difficult. Although title insurance is available to mitigate some of this exposure, there is no title insurance policy currently available that covers all of the risks associated with these issues. Furthermore, the seller and its affiliates may be in a location where there is no recourse to normal legal remedies. Therefore, a company needs to have advisors with close connections to competent foreign advisors who are able to conduct all the necessary due diligence regarding these issues and render advice or an opinion regarding them. T Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/

Aviation Solutions, Inc.

Tel: +1 603 355 2380 Email: fhaap@aol.com

Fred Haap and his team at Aviation Solutions, Inc. can help. With over 40 years of aviation experience, including management of a major corporate Aviation Department, Chairmanship of the National Business Aviation Association and accreditation as an ISBAO auditor, Fred brings specific knowledge that relates to aircraft acquisition and operations. His expertise is a valuable resource that assures nothing will be left to chance.

These are the staples of Aviation Department management. www.AVBUYER.com

Aircraft Index see Page 153

Aircraft Guaranty November.qxp_Layout 1 18/10/2016 10:41 Page 1

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BOARDROOM T INSURANCE

Recap of Insurance Topics in 2016 Looking in the Rear-View Mirror. Year-end is always a good time to look back on lessons learned from the prior 12 months, notes Stuart Hope…

he following paragraphs offer a brief recap of “take-aways” from the insurance topics we covered within AvBuyer’s Boardroom section during 2016.

under the dealer’s insurance policy. If you are going to take this route, be certain both parties understand the insurance ramifications clearly to avoid an unpleasant conversation after a loss.

Insuring Helicopters

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

110

War Risk and TRIA

Purchase of the insurance coverage known as War Risk Perils is a no-brainer. For a small premium, you have protection for roughly 25 excluded war perils. If the premium to include TRIA coverage is not expensive (and it usually isn’t), I would certainly recommend buying coverage for the advantages it offers (e.g., occurrence basis, coverage trigger and cancellation provisions).

Rotary-wing aircraft are much more complex and have many more moving parts than the typical business jet. An engine or part failure in a helicopter usually is a much more critical event. Helicopters can be, and are operated safely and efficiently, but their operating regime presents a much larger exposure for insurance underwriters—a fact that is reflected in considerably higher premiums and deductibles.

Insurance Issues for Dealers & Their Clients

Lay-Up Insurance

As a general rule, best practice dictates that each party to a transaction be responsible for their own insurance. Occasionally there are circumstances when it makes sense to insure a seller’s aircraft

AVBUYER MAGAZINE – December 2016

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The lay-up credit is a fairly standard coverage on policies for business aircraft. Keep this coverage in mind and be sure to notify your broker if your aircraft will be down for an extended period due to Aircraft Index see Page 153

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a maintenance event. Once the aircraft is returned to service you will be eligible to receive a premium credit based on the number of days it was out of service and not flying.

Cuba

The real deterrent to flying your aircraft to Cuba is not your insurance policy but the governmental rules that have to be followed in order for your insurance company to respond and pay for a claim that occurs while in Cuba. Call your aviation insurance broker and have them confirm to you in writing what coverage would apply under your policy for a trip there.

Insurance Time Bomb

Unfortunately, the only available test to discover if your policy was constructed properly is to actually have a loss. That’s when the counter on the time bomb may hit zero. What is your defense? • •

First, since all aviation insurance brokers are paid exactly the same commission, hire the best. Second, when it’s renewal time, don’t give short shrift to the process. Take the time to think deeply about your exposures, whether you have adequate liability limits, if the hull insured value is appropriate, are your pilots approved and properly trained, have contracts related to your aviation operation been reviewed, and is the named insured clause adequate?

and should not blindly relinquish control of your asset to even the best management firm; you must consider the multiple exposures that you have. You would be smart to involve your own aviation insurance broker to help you navigate the complex wording of a management contract and help verify that all the insurance bases have been covered.

Lending Your Aircraft to Friends

Letting someone use your aircraft is a whole lot different than tossing a friend the keys to your car. The stakes are exponentially higher. Unfortunately, part of being successful is protecting what you have been able to build or acquire over time. I don’t mean to imply you should never do it, only that you at least consider the potential consequences of your generosity before saying ‘yes’. T

“ That’s when the counter on the time bomb may hit zero. What is your defense? ”

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

These are just a few of the many critical areas that need to be considered.

FAR Violations & Insurance

There is a common misconception among aircraft owners that in the event of an accident, insurance companies can deny a claim if there was a violation of the Federal Air Regulations [FARs]. Most corporate aircraft policies if negotiated properly are very broad. That doesn’t mean you won’t have to pay attention to FAR compliance. If you are one of the rare aircraft owners who has an accident, the legal eagles will use any violation of the FARs as “evidence” to a jury of your peers that you run an unsafe flight department.

Per Occurrence War Coverage

For a reasonable additional premium, by purchasing the per occurrence War coverage, your liability limit no longer contains any sub-limit for bodily injury claims to persons outside of the aircraft or any property damage claims. Because the added premium for this additional coverage is normally reasonable, I recommend purchasing it.

Insurance & Aircraft Management

Most management companies run a professional shop and produce benefits for their clients. Nevertheless, you have a large investment exposed Advertising Enquiries see Page 4

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BOARDROOM T OEM PROFILE

The Dassault Story (Part 2)

Pioneers of Innovative Technology Dassault had been a world technology leader ever since its post-war revival, but a new era was dawning in the early 1990s. Rod Simpson concludes his Dassault company profile… he CATIA computer-aided design and manufacturing (CAD/CAM) system, developed in the 1980s, suddenly made it much easier for Dassault to design new aircraft. This three-dimension modelling tool, which allows engineers to create complicated structures, became a world-leading technology product in its own right, adopted by many other organizations. By 1990, Dassault was building Mirage 2000s for many customers and was developing the brand new Rafale fighter, involving exciting new systems and concepts. The company was also heading into space with engineering for the Hermes spaceplane, which would be launched using an Ariane rocket. All this required an increasingly sophisticated design organization - which had been established in 1981 as Dassault Systèmes. By the turn of the century, Dassault’s high-end

Rod Simpson is an experienced journalist and aircraft historian who specialises in Business Aviation. He is the author of more than a dozen aviation books and has worked as a consultant in the US General Aviation industry and contributed to many journals on both sides of the Atlantic. Contact him via rod@aeroplan.freeserve.co.uk

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computer systems would be grappling with modelling supersonic and hypersonic aircraft designs, calculating weapons system design and integration, and assessing new materials particularly related to stealth technology. Above all, Dassault had always insisted on designing and manufacturing the flight control systems for all its aircraft. Its development of fly-bywire (FBW) systems started in the 1960s at the time it was doing its VTOL fighter projects, and full-authority FBW controls were incorporated into the Mirage 2000 and 4000 and the Rafale. The teams developing these controls also worked on the Falcon series and, while the early Falcons did not have FBW, they benefited from the integration skills of the Dassault technical team. Then there was the civil aircraft family that had started with the Falcon 20 (nee’ Mystere XX). This activity was joined in 1971 by Dassault’s only venture Aircraft Index see Page 153



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DASSAULT FALCON 50

DASSAULT FALCON 900

into the commercial market with the twin-engined turboprop Hirondelle and the limited production Mercure airliner. These two aircraft were not commercially profitable, but they did expand the company’s technological skills.

ruling” for the fuselage and used a developed version of the Falcon 900s double-swept super critical wing. It had a glass cockpit, and the engines were managed by dual redundant Full Authority Digital Control (FADEC) systems. This 3,000nm twin-turbofan aircraft introduced CAT III(a) autoland capability coupled to a HUD (Head-Up-Display), allowing landings down to a ceiling height of 50ft and visibility of 700 feet. In the cabin, Dassault provided a spacious, bright and very quiet environment and controlled the quality of finish through its own completion center at Little Rock, Arkansas. This manufacturing decision also allowed the company to develop new materials and furnishing concepts for all its Falcon models. Since the first production Falcon 2000 entered service in 1995, the aircraft has been progressively improved. The current Falcon 2000LXS has winglets, its range has risen from the original 3,000nm to 4,000nm with a 22% gross weight increase to 42,800 lbs, and more powerful PW308C engines have given it a Mach 0.862 maximum cruising speed. Designers of the Falcon 2000 had a target of reducing operating costs by 30% compared with comparable models, largely achieved by the efficiency of the CFE738 engines. The use of CATIA software also allowed Dassault to partner with Alenia (manufacturer of the rear fuselage) by networking the computerized systems and enabling development and production costs to be minimized. Another key goal was to make the aircraft easily maintainable by giving mechanics easy access to components that are logically grouped, and by using digital inspection aids and a computeraided maintenance management system. This philosophy lives on at Dassault in 2016 at the St. Cloud Research and Development Center in Paris. Today, airframe designers don goggles to use virtual reality modelling that allows them to position internal components for maximum ease of maintenance. It allows the designer to test whether, for instance, an actuator can be removed from the aircraft without being obstructed by a piece of airframe structure.

The Birth of EASy

More successful was the business aircraft line and, by 1990, Dassault’s range of models had grown to include the threeengined Falcon 50 (based on the Falcon 20) and the Falcon 10 "Mini-Falcon". These were soon to be joined by a new and larger aircraft at the top of the line, namely the Falcon 900, which made its first flight on September 21, 1984 and was well into series production by the turn of the decade. The Falcon 900 is still in production and has brought widebody comfort to the Falcon line. It had a flat floor and a very large rear baggage room that could be accessed from the cabin or externally. It pioneered new materials with 18% of its structural parts made from composites, and it had an entirely new digital avionics package with an electronic EFIS and brand new symbology. This aircraft was a major advance in the business jet world. Dassault’s focus on how to make the aircraft more pilotfriendly would continue with successive Falcon 900 models. In 1995, the company launched a research program, aimed at giving the crew better situational awareness and facilitating better inter-pilot coordination so as to improve safety by reducing workload. The result was the Enhanced Avionics System (known as EASy), which used the Honeywell Primus Epic integrated avionics package. This addressed the problem of the crew handling an increasing volume of data - which could result in confusion in stress situations. The principle was that primary information should be limited to what the crew really needed to know - with abnormal situations being flagged up when necessary. Four large screens could be configured to present data in the form most comfortable for the pilots, and the main interface with the EASy flightdeck was through cursor control devices. EASy would become the standard for all Dassault business jets and would move on through continuous upgrades.

Introducing CAT III(a) with HUD…

At the 1989 Paris Air Show, Dassault unveiled its successor to the highly popular Falcon 20. The market had moved on and the wide cabin of the Falcon 900 had such customer appeal that Dassault used the same cross section and flat floor approach for its new Falcon 2000. It was the result of an intense design process to optimize the aircraft’s aerodynamics and to achieve the lowest possible fuel consumption and maximum range. Similar to the Falcon 900, the Model 2000 adopted “area 114

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Design-to-Build, FBW Tech…

With the Falcon 900 and Falcon 2000 well established, the next target for Dassault was a ultra-long range 5,700nm new generation business jet. As John Rosanvallon, President and CEO of Dassault Falcon Jet explained “we analyzed all major city pairs and, out of Paris, for instance, 5,700 nautical miles delivers the major US West Coast cities going west or Tokyo going east”. The Falcon 7X cabin had the same width and height as the Falcon 900 but was about 8ft longer and embodied an important Dassault concept known as “design-to-build”, which aimed at

www.AVBUYER.com

Aircraft Index see Page 153

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DASSAULT FALCON 7X

DASSAULT FALCON 8X

reducing airframe parts counts and reducing manufacturing labor hours. The three-engined Falcon 7X had an entirely new wing employing a high-transonic form with a substantial improvement in lift-to-drag ratio compared with the existing Falcon wing designs. This was not only to improve performance but also to simplify the internal structure, giving weight and cost savings and allowing capacity for a large fuel volume. It was also the first business jet to have advanced digital fly-bywire systems, and it featured sidestick controls and a trackball control to enable a point-and-click system for panel management together with EVS and SVS. It is no secret that the Falcon 7X has been a great success, with around 450,000 hours in service to date, and it created a new platform to allow Dassault to move even one step further forward. In December, 2014 the company rolled out the prototype Falcon 8X, which is now in service and gives a 6,450nm range and a longer cabin. The 8X, however, is not just a stretched 7X. The design team re-examined the internal wing structure and managed to strip out around 600 lbs of weight. There are improvements to the wing leading edge slats, and the winglets have been fine-tuned for further drag reduction. These changes are all part of Dassault’s attention to detail and evidence that they never take anything for granted. Speaking to the designers at St. Cloud, one realizes that they are not afraid to change what has gone before - and they have the most sophisticated tools to help them do so. In parallel with the Falcon 8X, Dassault was also working on a new jet in the 13-passenger, 5,000nm class: in June, 2015 the twin-jet Falcon 5X was unveiled at Bordeaux with an ambitious target for a 20-month test program and certification planned for the end of 2016. But not all programs go smoothly, and the problems were not of Dassault’s making. The brand new Snecma Silvercrest engines that are to power the Falcon 5X suffered a development delay, and the aircraft has yet to take to the air. The Falcon 5X has a new generation wing that includes a flaperon and three leading edge slats, and it has an advanced EASy III flight deck based on the Honeywell Primus EPIC system with dual HUDs and sidestick controls. Another innovative feature of the Falcon 5X is the advanced FalconScan system, which gives continual monitoring and diagnostics across 10,000 key parameters to identify technical issues as soon as they occur.

activities. Take, for instance, Drone technology. Dassault has teamed with Thales and the Spanish company Indra to supply the MALE unmanned aircraft. This design is based on the Israeli-built Heron UAV, and Dassault’s experience of integration of complex systems has been crucial to the program. Another UAV venture is the nEUROn combat drone, which follows a 2003 French Government initiative to create an Unmanned Combat Air Vehicle (UCAV). For this, Dassault designed a trio of scale flying wing proof of concept UAVs, starting with the “Petit Duc” and followed by the larger “Grand Duc”. Today, this program has grown into the cooperative nEUROn project that may be the basis for a new generation of unmanned fighters for use by European nations. Dassault’s technology demonstrator focusses on a stealthy radar cross section and infra-red concealment. The prototype, which is very similar in appearance to the American B-2 bomber, was flown in December, 2012; testing is continuing at Istres in the south of France with the demonstrator already having proved its low observability and electro-optical performance. Over the years, Dassault has proved that it can operate in a variety of markets. Certainly, its immediate post-war history was based on military combat aircraft, but many other products - from the Falcon to the Mercure - proved that technology developed in one area can be applied to another. The product design culture of the company is, perhaps, unique, and precise engineering means Dassault’s business jets can be as much as 30% lighter than their rivals.

Engineered with Passion

Dassault Falcon has always declared that its aircraft are "engineered with passion", but that passion also comes through in many other advanced areas of Dassault’s wide ranging Advertising Enquiries see Page 4

Many Irons in Many Fires

Dassault is involved in many other programs that stretch its capabilities. It is part of the Clean Sky research program, is working in the cooperative SESAR air traffic management and Alpha-BIRD fuel research efforts, and is coordinator of the HYPATHIE project, which is involved with measurement of high altitude humidity to understand connections between aviation and increased cloud cover. In 2015, the Dassault Group recorded turnover of 4,176 million Euros of which 60% came from sales of Falcons and 83% came from export sales. This was a turnover growth of 26% over the past five years. The company faces major competition in both the military and Business Aviation fields, but its forward-looking approach has clearly paid dividends and a focus on its own technology is certain to see it making great advances. Will the company build a supersonic business jet? On this they are reticent, but if they do, expect it to be another outstanding and cutting edge design. T More information from www.falconjet.com

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COMMUNITY NEWS T NBAA-BACE REVIEW

NBAA-BACE 2016 Round-Up Organizers of NBAA-BACE 2016 reported that the show was a success, by a host of measures…

t the convention center and the airport alike, exhibitors and attendees reported this year’s NBAA-BACE was a resounding success, reveals NBAA President and CEO Ed Bolen. “The activity level was high and the enthusiasm was strong,” he noted. “Equally important, the show provided a reminder of the industry’s size and significance in the US, and around the world.” The sold-out static display of aircraft featured 114 aircraft at Orlando Executive Airport (ORL) and the largest-ever indoor static display at the convention center showcased nine fixed-wing airplanes and six helicopters. Following is a selective look at some of the news at NBAA-BACE 2016… 

AvBuyer Writer Nets Gold Wing Journalism Award AvBuyer is delighted to announce that Dave Higdon, Contributing Editor, won National Business Aviation Association’s 2016 Gold Wing Journalism Award at the trade group’s recent convention in Orlando, Florida. The award was for an article series in AvBuyer Magazine on International Business Aviation Operations. The Gold Wing Journalism Award is presented annually to a journalist for insightful reporting on Business Aviation. AvBuyer’s award-winning series examines global airspace management strategies and provides valuable insight into the practical aspects of flying in such diverse regions as India, Russia, South America and others. “We congratulate Dave on his award at this year’s NBAABACE,” commented Jack Olcott, Editorial Director, AvBuyer Magazine. “His series has made a great contribution to our publication, and recognition through the Gold Wing Journalism Award for 2016 is richly deserved.”

"In pointing to various challenges in aviation operations outside the US, the series makes clear that America's system of airspace management is the world's finest," said NBAA Chairman Paul Anderson in presenting the Gold Wing award. "At a time when some people in Washington are promoting the notion that the United States should manage its aviation system the way other countries or regions do, it's important, but rare, to have coverage highlighting how safe, yet flexible and accessible America's aviation system truly is." Higdon, a member of the AvBuyer team for more than 15 years, has amassed more than 35 years’ reporting on all aspects of general aviation, having amassed over 5,000 flight hours in a wide variety of aircraft types. Read more of Dave’s articles here: http://www.avbuyer.com/articles/author/dave-higdon/ Photo Credit: Wichita Eagle/Jerry Siebenmark

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Aircraft Index see Page 153

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COMMUNITY NEWS T NBAA-BACE REVIEW

AIRBUS

BOMBARDIER

Airbus Corporate Jets won a new commitment for an ACJ320neo from an undisclosed customer. The deal includes turnkey cabin outfitting, a first for the new ACJneo Family. Airbus leads the top-end of the market in turnkeys, having successfully completed more than 70 with a variety of cabin-outfitters. www.airbus.com Bombardier Business Aircraft announced that its Global 7000 aircraft program completed a successful maiden flight, marking the start of a flight test program for the newest member of Bombardier’s flagship Global aircraft family, which is scheduled to enter into service in H2 2018. www.bombardier.com Cirrus has now achieved full FAA type certification for its $1.96m, single–engine SF50 Vision Jet, the world’s first single engine Personal Jet. First deliveries are scheduled for this month. www.cirrusaircraft.com

DASSAULT

Daher unveiled an agreement to bundle Jeppesen NavData and digital charts with the delivery of new Daher TBM turboprop aircraft, eliminating the need for pilots to purchase avionics data packages on their own. Selected navigation data will be onboard and ready to use at the point of delivery. www.tbm.aero Dassault Aviation has inaugurated its new Dassault Falcon Service (DFS) facility at Bordeaux-Mérignac Airport in southwest France. Located right next to Dassault’s final assembly line, the new complex adds 527,448 sq ft of space for maintenance, repair and overhaul support for the Falcon business jet family. It will be able to accommodate up to six of the largest Falcons simultaneously. www.dassaultfalcon.com

GULFSTREAM JET CONNEX

HONDA

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Embraer announced a new version of its Legacy 650 large business jet, the Legacy 650E. Featuring automation and technology updates, the aircraft now carries an unprecedented 10-year or 10,000-flight hour warranty. Entry into service is scheduled for 2017 at the list price of US$25.9 million. Meanwhile, Embraer’s Phenom 100 EV made its global debut at the NBAA Convention. With a special livery, representing technological advancements, the aircraft was on static along with Embraer’s full portfolio of executive jets. The 100 EV is scheduled to enter service in the first half of 2017. www.embraerexecutivejets.com Gulfstream will cease production of the G450 as it prepares for service entry of its new fly-by-wire G500 in early 2018, the same time it is scheduled to deliver the final G450. The G450 was built on the success of the GIV and GIV-SP. The G500 and G600 new large-cabin long-range jets are both moving ahead of schedule with the G500 expected to deliver end of 2017 and the G600 late 2018. Also announced, the worldwide, high-speed satellite communications network known as Jet ConneX will be available to G650ER, G650, G550 and G450 operators as a completions www.AVBUYER.com

Aircraft Index see Page 153

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option and retrofit beginning in 2017. Passengers will be able to stream videos, make and receive phone calls on their smartphones and watch live television almost anywhere. www.gulfstream.com

ONE AVIATION

Honda plans to ramp up production of the HA-420 HondaJet units. By the end of Honda’s 2018 financial year. “We’d like to be near full production of around 80 units,” said CEO Michimasa Fujino. www.hondajet.com ONE Aviation announced that the European Aviation Safety Agency (EASA) has awarded type certification for the Eclipse 550 twin-engine jet. The 550 can fly at altitudes up to 41,000 feet at a max cruise of 430 mph, consuming 59 gallons of fuel per hour. www.oneaviation.aero

PIAGGIO

Piaggio America, a Piaggio Aerospace subsidiary, secured a new contract for the sale of five Avanti EVO’s to US-based West Coast Aviation Services, which will use them for charter and fractional ownership activities. This represents the first Avanti EVO sale in the US market. www.piaggioaero.com Pilatus presented the first ever showing of the PC-24 prototype to a US audience at the Pilatus outdoor stand at NBAA. The PC24 development program is progressing to plan and Pilatus expects its new business jet to exceed previously published performance data. Certification is planned for Q3 2017. www.pilatus-aircraft.com Piper Aircraft’s M600 production aircraft (serial number 10) debuted at the static display at Orlando, while a full size mockup of Piper’s top-of-the-line, single-engine business aircraft graced the convention hall complete with its advanced Garmin 3000 avionics display. www.piper.com

PILATUS

PIPER

Quest Aircraft announced a fleet order for twenty Kodiak 100s, its largest commercial fleet order to date, from Sky Trek, a new private air charter operator in Japan. The first aircraft was delivered last month, and additional deliveries will continue through late 2017. Sky Trek chose the turboprop single for its ability to take off in less than 1,000 feet at full gross takeoff weight of 7,255 pounds and climb at more than 1,300 feet per minute. www.questaircraft.com Textron Aviation recently completed certification for ADS-B Out on the Citation Mustang, making a full range of costcompetitive ADS-B options available for all Citation, King Air and Hawker aircraft. Retrofit modifications are now available at company-owned service centers. Cessna, meanwhile, received an order for three Citation X+ midsize business jets from Schweitzer Engineering Laboratories (SEL). www.txtav.com T Advertising Enquiries see Page 4

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QUEST

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Sean advertorial - Products & Services November.qxp_Layout 1 24/11/2016 09:45 Page 1

PRODUCTS & SERVICES AMAC Announces New Maintenance Packages Several contracts with new and existing customers for maintenance packages on Airbus A318, A319, Boeing BBJ and Gulfstream G550 have been awarded to the AMAC facility in Basel, Switzerland.

Kadri Muhiddin

Additionally, the company is set to announce the return to service of three aircraft after a heavy maintenance input. A privately owned BBJ from a Middle Eastern customer will undergo an A-Check package in conjunction with minor cabin modifications.

by ensuring an on-time and within budget delivery of each maintenance project,” said Mr. Bernd Schramm, Group COO, AMAC Aerospace. AMAC offers narrow and wide-body VIP Completion and Maintenance for the corporate/private aviation market. Headquartered in Basel, Switzerland, AMAC was founded in 2007. Today it is the largest privately-owned facility in the world, led by Kadri Muhiddin, Executive Chairman/Group CEO; Bernd Schramm, Group COO; and Mauro Grossi, Group CFO. More information from www.amacaerospace.com

Another A-Check input will be performed on the privately owned Airbus A319 of a new customer of AMAC. Another new customer from Europe signed a maintenance contract for a Six-Year Check Package on their privately-owned Gulfstream G550 aircraft, which was welcomed by AMAC in November. An Airbus A318 from the Middle East has additionally been welcomed at the facility in Basel to undergo a heavy C-Check in conjunction with a landing gear overhaul. “Our goal is to secure the greatest convenience for our customers by providing excellent maintenance services, highest quality standards and

Freestream Celebrates 25th Anniversary Freestream Aircraft Limited, a world leading pre-owned business jet broker, marked its 25th anniversary in 2016 with one of the most successful years in its history, completing more than 70 transactions valued at more than $1.4 billion, despite worldwide economic uncertainties in 2016. The completed total transactions now stand at more than 700, valued in excess of $18 billion.

languages, enabling it to complete cross-border transactions in virtually every corner of the world. “It’s been an ever-changing world since we began in 1991, and not just in Business Aviation,” said Mr. Ittihadieh. “The rate of change has accelerated in the last decade. When we started, it was an MS-DOS computer world. Today smart phones and the Internet put raw market data at the fingertips of anyone with an Internet connection.

Alireza Ittihadieh founded Freestream Alireza Ittihadieh Aircraft in 1991 in London, correctly anticipating the shift in Business Aviation from a US- centric market to a global one. The market has moved from 70% exclusively US transactions in 1990, to today’s nearly even split between US and international transactions. His skills in cross-border sales and acquisition transactions brought almost immediate success to Freestream Aircraft’s international pre-owned aircraft sales efforts. After 15 years of continued growth primarily in the Eastern Hemisphere, Mr. Ittihadieh began building a strong presence in the US market, bringing experienced business jet sales executive Rebecca Posoli-Cilli on board. Based at Teterboro, NJ, Ms. Posoli-Cilli has completed more than 400 transactions during her twenty-five years in corporate aviation, more that 100 of them under the Freestream Aircraft banner. In fourteen years Ms. Posoli-Cilli built a highly efficient and effective US team to complement Mr. Ittihadieh’s seasoned London UK-based operation. The combined Freestream Aircraft Staff is fluent in nine

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“But new and pre-owned business jets are not mere commodities to be brokered by amateurs,” he continued. “Freestream Aircraft’s 25 years of experience and accumulated expertise is what sets us apart from mere ‘Internet buying services’. Our aviation professionals provide an unmatched level of personal service, to ensure each transaction correctly matches each buyer with the right make and model aircraft – in the right condition and at the right price.” Freestream Aircraft clients today, rely on its team of professionals not only to complete new and pre-owned aircraft transactions, but also to provide pre-purchase inspection oversight, and since 2010, aircraft interior design and completion management. “Our commitment to our clients is relentless and uncompromising,” said Mr. Ittihadieh. “Our Staff has more than eight decades of combined international experience at their disposal 24/7, from listing to Rebecca Posoli-Cilli closing, to first flight and beyond.” More information from www.freestream.com

www.AVBUYER.com

Aircraft Index see Page 153

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AIRCRAFT COST EVALUATOR (ACE) The Industry Standard for Aircraft Operating Cost Comparisons

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Wright Brothers November.qxp_Layout 1 18/10/2016 10:27 Page 1

member of

Jet Sense Aviation, LLC Excel December.qxp_Empyrean 24/11/2016 09:17 Page 1

S H O W C A S E

2001 Cessna Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5172 N562P 4962 4194

• Can Be Delivered As-Is or with Zero-Time Engines • Externally Serviceable Lav • Single Point Refueling • APU • TCAS II Change 7 • Enrolled in CESCOM Engines Pratt & Whitney 545A Left Right THSN: 4962 Hours 4627 Hours TCSN: 4194 Cycles 3915 Cycles THS HSI: 2557 Hours 2191 Hours APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours Avionics HONEYWELL PRIMUS P-1000 AVIONICS SUITE 3-Tube Honeywell Primus P-1000 2 Universal UNS-1Csp

1Allied Signal TCAS II w/ Change 7 1Allied Signal EGPWS w/ Windshear 2 Honeywell NAV NV-850 2 Honeywell DME DM-850 2 Honeywell ADF DF-850 2 Honeywell VHF TR-850 1 KTR-950 1 Collins ALT-55 1 Honeywell Primus 880 (Color) 2 Honeywell XS-833E w/ Mode S EHS Additional Equipment TCAS II Change 7  Externally Serviceable Lav  Data Unit Permanent Installation  76 Cu Ft Oxygen System Interior Number of Passengers: Nine (9) Refreshment Center Location: Fwd Refreshment Center Lavatory Location: Aft Lav Other Notable Features: Champagne Leather Seating with Aft Side Facing Belted Lav Seat with Flushing Potty, Forward Two Seat Divan, Right Hand Forward Storage Cabinet, Aft Left Hand Storage Cabinet and Toilet Exterior Base Paint Color: White Stripe Colors: Blue and Brown

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

124

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Asking Price $3,495,000 with ZeroTime Engines Enrolled on ESP Gold Lite or $1,995,000 As-Is

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

Aircraft Index see Page 153

Jet Sense Aviation, LLC Citation X December.qxp_Empyrean 24/11/2016 09:18 Page 1

S H O W C A S E

Call for Pricing 1998 Cessna Citation X Serial Number: Registration: Airframe TT: Landings:

750-0039 N736FL 10,837 6596

• Upgraded Winglets ($650K) • Fresh Doc 11, Doc 3 Inspections Engines Rolls Royce Model #AE3007-C Engine #1: 10517 hours 6308 cycles Engine #2: 10450 hours 6319 cycles Enrolled in Rolls Royce Corporate Care APU Allied Signal Model #GTCP36-150CX on MSP Avionics Honeywell Primus 2000 Non-Split Bus 5 Tube Honeywell EFIS Dual Honeywell TR 850 w/8.33 Spacing Comms Dual Honeywell XS 852 Mode S Transponder Dual Honeywell DM 850 DME Dual Honeywell NZ 2000 FMS w/ CD 810 Display Dual Honeywell 12 Channel GPS Dual King KHF 950 HF Comms Honeywell 5 Tube EFIS Coltech CSD 714 Selcal Honeywell Mark V EGPWS Fairchild A200S CVR Kannad 406 ELT

Other Equiment Oxygen 76 Cu. Ft. Pulse Lights Airshow Genesys Microwave Tail Flood Lights Cabin Briefing Interior Eight Passenger Fire Blocked Seating With a Four Place Club with Two Stowing Executive Tables. Aft Cabin Features a Four Place Club Two Stowing Executive Tables, Aft Storage Cabinet in Back Lav. Fwd Galley with Triple Mapco Heated Containers, Convention Oven, Two Large Ice Drawer Compartments with Drain, Wine Rack and Soft Drink Storage. Cockpit Monitor in Overhead that Folds, 10" Monitor Mounted in Bulkhead in LH Fwd Cabinet, Single CD/DVD, (2) Cabin Seats with Mounted Airshow Mouse Controllers (VIP) Seats, (4) Portable Video Monitors with 8 Location Monitor Receptacles. Aft Lav with Side Facing Toilet and Lighted Vanity Mirror. Exterior Painted July 2011. Overall Chevron White and Charcoal Gray, Antique Gold and Turquoise Green Metallic Striping with Gray Exits

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

December 2016 – AVBUYER MAGAZINE

125

Jet Sense Aviation, LLC Challenger 601-3AER December.qxp_Empyrean 24/11/2016 09:20 Page 1

S H O W C A S E

Asking Price $1,295,000 1992 Challenger 601-3AER Serial Number: Registration: Airframe TT: Landings:

5109 N721G 8985.6 4324

• Complete Logs • TCAS II Change 7 • Enrolled in CAMP • Part 135 Operated • Airshow 400 • APU on MSP Engines GE CF34-3A2 Left S/N: 350473 THSN: 8928.8 Hours TCSN: 4605 Cycles TSOH 2976.2 Hours

Right 350473 8928.8 Hours 4605 Cycles 2976.2 Hours

APU Description: Honeywell GTCP36-100E Serial Numbers: P414 Total Hours Since New: 6256 Hours Program Coverage: MSP Avionics Honeywell NZ-2000 w/ Dual 12-Channel GPS Collins VHF-22B w/ 8.33kHz Spacing

Collins HF-9000 Collins ADF-462 Collins DME-42C Collins VIR-32 w/ FM Immunity Honeywell LASEREF IRS Mark V EGPWS C406 ELT Collins TCAS II w/ Change 7 Interior Number of Passengers: Ten (10) Refreshment Center Location: Fwd Galley Lavatory Location: Aft Lav Other Notable Features: Forward 4-Place Club with Dual Pull-Out Pocket Tables. Aft 4-Place Divan and Dual Club Seating. Boardroom Style Woodwork with High Gloss Finish and Gold-Plated Metal Hardware. Microwave, Coffeemaker, Oven & Cooling Drawer. Entertainment Center Includes Airshow 400, VCR and DVD. Refurbished in 2007 Exterior Base Paint Color(s): Matterhorn White Stripe Color(s): Aristo & Capri Blue Last Painted: February 2007 Additional Equipment  Securaplane  DL 950 Data Loader

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

126

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

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

Aircraft Index see Page 153

Jet Sense Aviation, LLC Lear 40XR December copy.qxp_Empyrean 24/11/2016 09:21 Page 1

S H O W C A S E

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

2104 N550DN 4786.2 3888

• MSP Gold • New UNS-1EW (WAAS+LPV) • New ADS-B Out Installed • Fresh Gear Inspection (3/2016) • Fresh ABC Inspection (3/2016) • Fresh Pre Buy and Borescopes • Air Conditioning • 4800-Hr Inspection (5/2016) • Fresh Prebuy at Bombardier Hartford Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116913C THSN: 4793.3 Hours TCSN: 3893 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116912C THSN: 4799.5 Hours TCSN: 3900 Program Coverage MSP GOLD Avionics Universal UNS-1EW (WAAS+LPV) TCAS II Primus 1000 DU-870 EFIS/MFD Dual AZ-850 ADC

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

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

December 2016 – AVBUYER MAGAZINE

127

IAG 2002 Falcon 2000 December.qxp 24/11/2016 09:23 Page 1

S H O W C A S E

Asking Price $5,795,000 2002 Dassault Falcon 2000 Serial Number: Registration: Airframe TT: Landings:

183 N903GS 4651.6 2047

• Fortune 100 Owner • Two US Owners Since New • 10-Passenger Configuration • GoGo Biz • Interior Refurbishment 2014 • New Paint 2014 • 2C Inspection, Landing Gear Overhaul, Dry Bay Mod Complied With 2014 • 4A+ Inspection Airframe Certification Date 3/11/02 In-Service Date 9/19/02 Completion Facility Dassault Falcon Jet - Little Rock Engines Engine Plan JSSI Engine Model CFE738-1-1B Engine #1 Engine #2 Serial Number P105504 P105507 Time Since New (HRS) 4577.2 4577.2 Cycles Since New 2007 2008 MPI Due 6952 6952 CZI Due 9452 9452 APU Model GTCP36-150 (F2M) Serial Number P-302 Time Since New 2086 Avionics AFIS 1 Honeywell

Air Data Computers 2 Rockwell Collins ADC-850C Attitude and Heading Reference System (AHRS) 1 Rockwell Collins AHS-3000 Auto Pilot (AP) 1 Rockwell Collins APS-4000 Automatic Direction Finder (ADF) 2 Rockwell Collins ADF-462 Cockpit Voice Recorder (CVR) 1 Honeywell SSCVR Communications Transceivers (VHF) 2 Rockwell Collins VHF-422C Control Display Unit (CDU) 2 Rockwell Collins CDU-6100 Data Loader 1 Rockwell Collins DBU-5000 Distance Measuring Equipment (DME) 2 Rockwell Collins DME-442 Emergency Locator Transmitter 1 Socata ELT 97 Flight Data Recorder (FDR) 1 Honeywell SSFDR Flight Management System (FMS) 2 Rockwell Collins FMS 6100 Global Positioning System (GPS) 2 Rockwell Collins GPS-4000 Interior 10-Passenger Configuration with “Rounded Look” Styling Galley Area ERDA Third Flight Deck Seat Right Side 46” Main Galley with TIA Hi-Temp Oven; TIA Microwave Oven; TIA Coffee Maker; Sink with Faucet, Trash Container, Two Ice Drawers, Storage Left Side Aux Galley with Hanging Storage; Entertainment Console Exterior New Paint March 2014 at Duncan Airport, Lincoln Overall Matterhorn White with Orient Red and Cool Gray Stripes

Manhattan Seattle Silicon Valley 128

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

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

IAG Gulfstream IV-SP December.qxp 24/11/2016 09:24 Page 1

S H O W C A S E

Gulfstream GIV-SP Serial Number: Registration: Airframe TT: Landings:

1457 N305CF 4907.4 2030

PLEASE CALL • Elegant 16 Passenger Interior • Aft Galley • Rolls-Royce Corporate Care • Honeywell Avionics Protection Plan (HAPP) • Currently Operated FAR 135 • Interior Refurbishment / New Paint 2010 • No Known Damage History • Two Experienced Gulfstream Operators Since New • Pristine Pedigree, Maintenance and Records Airframe Airworthiness Date 8/7/01 In-Service Date 3/29/02 Total Time (HRS) 4907.4 Landings 2030 Engines POWERPLANT Engine 1 Engine 2 Model Rolls-Royce Tay 611-8 Rolls-Royce Tay 611-8 Serial Number 18045 18046 Time Since New (HRS) 4845.7 4845.7 Cycles Since New 2005 2005 Mid-Life Last 9/11/11 @ 3492.2 9/11/11 @ 3492.2 Mid-Life Next 6/30/21 or 7492.2 6/30/21 or 7492.2 Overhaul Last - Overhaul Next 6/1/21 or 7492.2 6/1/21 or 7492.2

APU Model Honeywell GTCP36-150 (G) Serial Number P-841-C Time Since New (HRS) 380 Cycles Since New 238 Avionics Avionics Baseline 1 Honeywell SPZ-8400 Flight Management System (FMS) 2 Honeywell NZ-2000 w/ 6.0 Control Display Unit (CDU) 2 Honeywell CDU-820 Intertial Reference System (IRS) 3 Honeywell LASEREF II Radio Tuning Unit (RTU) 2 Rockwell Collins RTU-4220 VHF Radio (VHF) 3 Rockwell Collins VHF-422C HF Radio (HF) 2 Rockwell Collins HF-9000 NAV Radio (NAV) 2 Rockwell Collins VIR-432 SATAFIS 1 Honeywell SATAFIS Distance Measuring Equipment (DME) 2 Rockwell Collins DME-442 Automatic Direction Finder (ADF) 2 Rockwell Collins ADF-462 Radio Altimeter 2 Honeywell RT-300 Transponder 2 Rockwell Collins TDR-94D Interior 16 Passenger Interior with Aft Galley Forward Crew Lavatory Aft Passenger Lavatory Interior Refurbished 2010 at Gulfstream Appleton, WI Exterior Repainted 2010 at Gulfstream Appleton, WI

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 4

www.AvBuyer.com

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

129

IAG FALCON New December.qxp 24/11/2016 09:26 Page 1

S H O W C A S E

Exclusive Lease Opportunity Dassault Falcon 2000EX EASy Serial Number: Registration: Airframe TT: Landings:

064 N4935 2581.4 908

• Low Time; One US Owner Since New • Airworthiness / In-Service 2005 • Engines - ESP Gold • Avionics - Honeywell HAPP • Fresh 2C Inspection / Landing Gear Overhaul. • Beautiful Interior and Paint. Airframe Airworthiness Date 6/16/05 In-Service Date 10/28/05 Total Time (HRS) 2581.4 Landings 908 APU Model Honeywell GTCP36-150 (F2M) Serial Number P-399 Time Since New (HRS) 1007 Cycles Since New 2004 Avionics Avionics Baseline 1 Honeywell EPIC / EASy I EFIS 4 Honeywell 4 Tube EASy Flight Management System(FMS) 2 Honeywell EASy Intertial Reference System(IRS) 2 Honeywell LASEREF V Global Positioning System(GPS) 2 Honeywell VHF Radio(VHF) 3 Honeywell TR-866B Audio Panels 2 Honeywell AV-900

HF Radio(HF) 2 Honeywell HF-9034A NAV Radio(NAV) 2 Honeywell NV-875A AFIS 1 Honeywell AFIS (not active) Distance Measuring Equipment(DME) 2 Honeywell DM-855 Radio Altimeter 1 Honeywell RT-300 Transponder 2 Honeywell XS-857A Ground Proximity 1 Honeywell EGPWS Traffic Collision Avoidance System 1 Honeywell TCAS-2000 (w/ 7.1) Weather Radar(WXR) 1 Honeywell Primus 880 Secondary Flight Display 1 Meggitt Mark II Cockpit Voice Recorder(CVR) 1 Honeywell SSCVR Interior 8 Passenger Executive Interior 3rd Flight Deck Seat Forward 15” Right Side Galley Annex Forward 46” Right Side Full Service Galley Forward 30” Left Side Closet Galley Sliding Pocket Door Aft Lavatory

Manhattan Seattle Silicon Valley 130

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

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

Wentworth December.qxp 23/11/2016 09:10 Page 1

S H O W C A S E

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

30031 VP-CPA 10115 3297

MULTI-MILLION DOLLAR PRICE REDUCTION!! TO BE DELIVERED WITH FRESH INSPECTIONS!! VVIP 26 passenger Associated Air Center completion featuring a crew rest area and galley; master bedroom suite and lavatory with toilet, bidet and full shower; main lounge; aft lounge; and aft main galley Airframe No Damage History Total Time: 10115 Total Landings: 3297

Engines CFM56-7B27/B3 Total Time LE/RE: 10115 / 10059 APU GTCP 131-9B Total Time: 10676 Maintenance CAMP Maintenance Tracking A, B1, B2 and C1 Checks in progress

Honeywell ADIRU 3 PATS Aux Fuel Tanks (with add’l tanks available) Forward Airstair System EVAS Airshow 4000 Exterior White with blue gold stripes and multi-color vertical tail section

Equipment Aviation Partners Winglets Tailwind Live TV Heads Up Guidance System Aerocon 3000 SATCOM

1996 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5320 HZ-MEJ1 10245 10245

New high performance air conditioning unit in 2013. Painted in November 2010. Matterhorn white with metallic ocean blue and metallic sapphire blue stripes Engines

BRAND NEW ENGINES INSTALLED IN 2010. GE CF34-3B Engines Total Time LE/RE: 2772 / 2772 GE ONPOINT ENGINE PROGRAM. APU RECENT INSPECTIONS AUGUST 2016 9 passenger executive fireblocked interior. Cabin features 6 VIP club single seats and a 3-place divan which can be converted into a bed. Forward curved galley with microwave oven. Forward crew lavatory. Aft VIP lavatory with storage closet and baggage compartment. Stereo sound system / CD player, Hi-Fi video system, fax system, Satellite communication systems, touch type TV monitors at all seats and large TV monitor in forward RS bulkhead.

Honeywell GTCP 36-150 (CL) (Upgraded) Total Time: 8818 Honeywell MSP 500 / 1000-Hour Inspections c/w August 2016

Maintenance CAMP Maintenance Tracking. 100 / 400 / 600 / 800-Hour Checks c/w August 2016 at 10209 Hours; 6 / 12 /24-Month Checks c/w August 2016

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Additional Features Dual ADC-850E Air Data Computers Dual LTN-101 IRS EICAS Honeywell MK-V EGPWS AIRINC Direct AFIS DBU-5000 Data Loading System Airshow 400 Collins 906 SATCOM Artex 406 Fixed Automatic ELT RVSM Certified MNPS/RNP-5/RNP-10 Hunting Aviation IFE system

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

131

Jetcraft December.qxp 22/11/2016 16:13 Page 1

S H O W C A S E

2012 GULFSTREAM G450 HIGHLIGHTS • Enrolled on Engine, Airframe and APU Programs • Synthetic Vision System; Lightning Sensor; Runway Awareness Advisory System • FANS 1/A, CPDLC and ADS-B Out • Enhanced Nav – WAAS/LPV Equipped • 14 Passenger Cabin with a Forward Galley FULL SPECS ON WWW.JETCRAFT.COM

S/N

4252

AIRFRAME TOTAL TIME SINCE NEW:

(as of Oct.-2016)

967 Hours

TOTAL LANDINGS SINCE NEW: 377 Cycles ENTRY TO SERVICE: October-2012 CURRENT LOCATION: Viewable at Jet Aviation

St. Louis

–

PROGRAM COVERAGE: Gulfstream PlaneParts MAINTENANCE TRACKING: CMP CERTIFICATION: FAA Part 91 Operated

2014 GULFSTREAM G550 S/N 5482 HIGHLIGHTS

AIRFRAME

• One US Owner Since New • Original Factory Warranties Remaining • Forward Galley w/Crew Hallmark 16 Passenger Floorplan • Swift Broadband HSD-710 & Aircell Gogo ATG-4000 High Speed Internet (QKDQFHG 6RXQGSURR¿QJ 3DFNDJH

TOTAL TIME SINCE NEW: 373.6 Hours (as of October 28, 2016) TOTAL LANDINGS SINCE NEW: 225 Landings AIRWORTHINESS DATE: June 23, 2014 HOME BASE: Saint Paul, MN (KSTP) MAINTENANCE TRACKING: CMP CERTIFICATION: Currently Operated – FAR Part 91

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

132

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

+1 919 941 8400

Aircraft Index see Page 153

Jetcraft December.qxp 22/11/2016 16:14 Page 2

S H O W C A S E

2014 BOMBARDIER GLOBAL 6000 HIGHLIGHTS â&#x20AC;¢ Bombardier Factory 2-Year Warranty Extension â&#x20AC;¢ Dual Channel Swift Broadband with CNX Data Accelerator â&#x20AC;¢ FANS 1/A, ADS-B, CPDLC, Link 2000+ Â&#x2021; 3UHVWL JH 6RXQG 3URRÂ¿QJ 3DFNDJH FULL SPECS ON WWW.JETCRAFT.COM

S/N

9583

AIRFRAME TOTAL TIME SINCE NEW:

(as of Sepember 2016)

311 Hours

TOTAL LANDINGS SINCE NEW: 165 Landings ENTRY INTO SERVICE DATE: August 2014 CURRENT LOCATION: Viewable at Bombardier

+DUW IRUG &7

PROGRAM COVERAGE:

Parts Plus

â&#x20AC;&#x201C;

Bombardier Smart

MAINTENANCE TRACKING: CAMP CERTIFICATION: Currently Operated

â&#x20AC;&#x201C; FAR 91

2011 BOMBARDIER CHALLENGER 605 S/N 5855 HIGHLIGHTS â&#x20AC;¢ Jet Aviation-St. Louis Completion (LX Package Plus Options) â&#x20AC;¢ Fresh PPI Inspection at Jet Aviation-Basel â&#x20AC;¢ Engines Enrolled on GE OnPoint Â&#x2021; 5960 &HUWL Â¿FDW L RQ 7& $6 â&#x20AC;¢ New Accent Striping, Carpet and Divan Fabric - October 2016

AIRFRAME TOTAL TIME SINCE NEW: +RXUV

(as of October 2016)

TOTAL LANDINGS SINCE NEW: &\FO HV ENTRY INTO SERVICE DATE: Q2 Delivery 2011 PROGRAM COVERAGE: ProParts CURRENT LOCATION: Viewable at West Star

Aviation - KALN

MAINTENANCE TRACKING:

CAMP

FULL SPECS ON WWW.JETCRAFT.COM

JETCRAFT.COM info@jetcraft.com

Advertising Enquiries see Page 4

www.AvBuyer.com

+1 919 941 8400

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

133

Aviatrade Falcon 2000 November.qxp 22/11/2016 16:16 Page 1

S H O W C A S E

Best Deal in the Falcon 2000 Market - To Be Delivered on US Registry

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

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

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

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

Best Offer Over $3.00 MM

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

134

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

www.AVBUYER.com

Aircraft Index see Page 153

Aviatrade Falcon 2000 November.qxp 22/11/2016 16:17 Page 2

S H O W C A S E

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

www.AvBuyer.com

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

135

Flight Force 7X December.qxp 22/11/2016 15:40 Page 1

S H O W C A S E

2009 Falcon 7X Serial Number: Airframe TT: Landings:

056 3608.22 1503

The large cabin 7X is both the flagship of Dassault's business jet range and the first fully fly-by-wire business aircraft. Packed with features and finished to a very high standard, this example's luxurious interior and equipment upgrades enhance the model's unsurpassed reputation for style, business efficiency and comfort Airframe FalconCare Engines ESP Gold APU MSP Gold Certification JAR OPS 1 Avionics VHF Communication Dual Honeywell TR-866b VHF Data Radio Third Honeywell TR – 866b High Frequency Communications Dual Honeywell KhF-1050 SELCAL Honeywell Flight Deck Audio Triple Honeywell AV - 900 Emergency Locator w/ Nav Interface Honeywell Rescu 406AF Communications management Function (CmF) w/ ARINC Honeywell EASY Flight Deck Printer miltope TP - 4840 Satcom Aero h+ / Swift 64 Thrane & Thrane

Aero HSD+ Additional handset(s) ICG Sigma7 High-Speed Data Unit (Up To 64 KbPS) Thrane & Thrane HSU VOR/ILS/MKR/ GPS Dual Honeywell NV - 875x Automatic Direction Finder Dual Honeywell DF - 855 Flight management Triple Honeywell EASY Electronic Weather Radar Honeywell Primus 880 Distance measuring Dual Honeywell DM - 855 Air Traffic Control Dual Honeywell XS - 857A Radar Altimeter Dual Honeywell KRA-405b Lightning Sensor System Honeywell LSS-860 Traffic Alert and Collision Avoidance ACSS TCAS 3000 Flight Control Honeywell EASY Modular Avionics Units Honeywell EASY Interior Number of Passengers: 14 Seating: Fourteen seats certified for takeoff & landing Forward double club; dining group; dual 3-place divans Cabinetry Woodwork: Credenza (multi-purpose storage cabinet) Entertainment Equipment: Collins Falcon cabin management system (FCMS) w/ additional 3.8-inch color LCD entertainment controls, plug-in LCD monitor receptacle Plug-in 8.4-inch color LCD monitor w/9G locking arm Honeywell EASy flignt deck video interface Business Equipment: Laser color printer High-speed data unit (up-to 64 KbPS) Accessories: ICG Sigma 7 additional handsets

FlightForce Giovanni Luciolli Sales Director

136

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 153

Flight Force CL605 December.qxp 22/11/2016 15:41 Page 1

S H O W C A S E

2009 Challenger 605 Serial Number: Airframe TT: Landings:

5764 3216:26 1462

The Challenger 605 is the next step in the evolution of the worldâ&#x20AC;&#x2122;s best-selling family of large business jets. Equipped with a new avionics suite, greater cabin space and larger windows, the 605 can fly transatlantic while elevating the four benchmarks of business aviation: comfort, reliability, value and versatility Airframe SmartParts Plus Engines GE On Point APU Honeywell GTCP36-150(CL) Certification EASA. No damage history Avionics Collins 4-tube 10x12-inch / Pro Line 21 Communication Radios : Dual Collins Pro Line 21 w/8.33 kHz spacing CVR : CVR (120-minute) DME : Dual Collins DME-4000 EFIS : Collins 4-tube 10x12-inch LCD FDR : FDR (25-hour) Flight Director : Collins 4-tube 10x12-inch Flight Phone : Iridium FMS : Triple Collins FMS-6000 w/dual GPS Hi Frequency : Dual digital w/single SELCAL IRS : Triple IRS

Additional Equipment VHF datalink w/Iridium interface 3D map & long-range cruise Dual multi-function displays w/enhanced maps Second APU hour meter Second refuel/defuel panel Dual air data computers Maintenance diagnostic system Directional TCAS antenna VHF datalink w/Iridium interface Artex 406 ELT, dual primary flight displays, dual EICAS, PA system Interior Executive Floorplan 3 Seating: Forward 4-place club Aft 4-place berthing RS divan opposite dual LS facing club seats Three manual recliner seat footrests & seats 3/4/8 Entry area acoustical curtain External compartment lights Removeable mid-cabin curtain & track Extended lav (doubles as a full-size changing room) w/granite countertops & cabin/lav call system 230-volt electrical service w/RS cabin oulets; RJ45 additional cabin jacks Refreshment Equipment: Cooled food storage & soda can storage Wine storage compartment Galley surface & floor LED effect lighting; sink w/strainer & cover

FlightForce Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

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Comlux Airbus A318 ELITE December.qxp 22/11/2016 15:45 Page 1

S H O W C A S E

2008 Airbus A318 ELITE Serial Number: Registration: Airframe TT: Landings:

3363 B-77777 2621 844

EXCLUSIVELY for Sale by Comlux the Aviation Group PRICE REDUCED - Please Call The ACJ318 features the widest cabin in its class with unmatched space for luggage. Enjoy its ultra spacious lounge area and its fully private office. With its specific cabin arrangement at the front, the ACJ318 offers plenty of space for your entourage staff and hand luggage. Engines Engine Model: CFM56-5B9/3 Engine 1 S/N: 697592 TSN/CSN: 2621 hrs. / 844 cycl. Engine 2 S/N: 697603 TSN/CSN: 2621 hrs. / 844 cycl APU APU Model: APIC APS3200 APU S/N: 2547 TSN/CSN: 2540hrs. / 1712 cycl. Exterior Overall fuselage color white with one grey and one blue stripe (front to tail) Inspection Maintenance tracking program: FAME (AerStream) Maintenance Program: MLMA320FAM-MP-REV-6 Certification:

TCDS A.064, JAR/EU OPS-1 Subpart K & L, MTOM 68’000 kgs., Max Operation Altitude 41’100ft., Max Runway Altitude 9’200ft., Min Runway Width 30m. Additional Features RVSM, B-RNAV, NAT-MNPS, RNP 1, RNP 5, RNP 10, LVTO 125m, ETOPS 180min, CAT II, CAT III A, CAT III B (DH 20ft), Frequency Separation 8.333 MHz., Mode S EHS, EGPWS, 406 MHz ELT. Equipment / Configuration /Modification Status Highlights: - Dual HF system - 3rd. VHF COM - Thales/Smith FMS System - Satcom Aero-I - 19 pax interior, 19 Seats certified for TT&L - 3 Cabin Zones (Entourage Area, Executive Lounge, Private Office) - 2 Flight observer seats (Cockpit) - 2 F/A Jump Seats (fwd) - Crew Rest Area/2 Seats at Entourage Area - 3 Place Convertible Divan at the Private Office - 4 Place L-shape Convertible Divan at the Executive Lounge - 3 Place Convertible Divan at the Entourage Area - 7 Place Conference Group at the Executive Lounge - Video Control Center - 2 Fwd Galleys Location: Taiwan

Comlux Aviation AG Stockerstrasse 57 CH-8002 Zurich Switzerland

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Tel: +41 (0) 44 205 50 70 Fax: +41 (0) 43 888 72 52 Email: severine.cosma@comlux.com www.comluxaviation.com Aircraft Index see Page 153

Comlux Boeing 767 2DXER December.qxp 22/11/2016 15:56 Page 1

S H O W C A S E

2001 Boeing 767 2DXER Serial Number: Registration: Airframe TT: Landings:

3363 P4-CLA 4147 1030

EXCLUSIVELY for Sale by Comlux the Aviation Group AVAILABLE NOW - PRICE REDUCED A long-range wide-body aircraft, allowing the transport of 63 passengers over 14 hours of flight non stop. Fitted with an Head of State VVIP cabin fully reburbished end of 2013, the aircraft has always been maintained at the highest standards of the industry. Engines Engine Status: Engine Model: CF6-80C2B6F (General Electric) APU APU Status: APU Model: GTCP331-200ER (PN: 3800298-1) Inspection Maintenance tracking program: FAME Complete maintenance records Additional Features Operation approval/equipment: Commercial AUA-RWL, RVSM, MNPS, RNP Authorization & Approach, RNAV-1/P-RNAV, RNAV-5/BRNAV, RNP-10, RVR 125m, EFB, ETOPS 180min., CAT IIIA, & GPS navigation. Certification: TCDS FAA A1NM, EASA.IM.A.035, EU-OPS-1 Subpart K & L, MTOM 172,365kg (380,000lbs.), 43’100ft Max Operation Altitude

Equipment / Configuration /Modification Status Highlights: - 2 FMS - Dual HF system - 3 VHF COM - 4 Cockpit seatings - 8 Flight Attendant seatings - 63 pax interior seatings - VIP cabin including - Presedential Office (3 seatings) - Dining/Meeting Room (7 seatings) - Master Bedroom - Master Bathroom with shower - Communication Room (1 seating) - Crew Rest Area (3 seating) - 20 seats in MID Business Class Cabin - 33+02 (Crew rest) seats AFT Entourage Cabin - FWD Galley - AFT Galley - FWD Crew Lavatory - 2 AFT lavatories - 2ea. EFB’s - 3ea. Multi Region Dual CD/DVD/BlueRay Players - Permanent installed PMAT - 4ea. Cabin Bulkhead Monitors in VIP area - Mechanical Hi-Low double pedestal table - Mechanical Cabin Pocket Doors - Airshow Systems - Galley Microwave and Hi-Temp Oven - Coffee maker - 115 VAC cabin outlet - FDR QAR installed - Internet, GSM, SATCOM - Humidifier system Location: Bahrain

Comlux Aviation AG Stockerstrasse 57 CH-8002 Zurich Switzerland

Advertising Enquiries see Page 4

www.AvBuyer.com

Tel: +41 (0) 44 205 50 70 Fax: +41 (0) 43 888 72 52 Email: severine.cosma@comlux.com www.comluxaviation.com December 2016 – AVBUYER MAGAZINE

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JetPro Texas 1998 Learjet 45 December.qxp_Heeren Cit Ultra sep 24/11/2016 09:15 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

5,020 3,599

Airframe On CAMP 5,020 Hours Since New 3,599 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 5,020 SNEW. 3,599 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,906 SNEW. 3,506 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics 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 New overall Matterhorn White with Black, Silver Metallic and Red stripe and a striking custom layout, 9/2015 Inspections Phase A c/w 10/2016 next due10/2017 Phase B c/w 10/2016 next due 9/2018 Phase C c/w 10/2016 next due 9/2020 Phase D c/w 6/2013 at 4,436 next due 6/2021 96 Month Landing Gear c/w 8/2012 next due 8/2020 4,800 Hour Inspection and cable changes c/w at 4,744 by BAS TUS Fresh Full Bombardier Prepurchase Inspection by BAS ICT 2/2016

Please contact: Don and Sam Starling

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

Central Aviation December.qxp 23/11/2016 09:01 Page 1

S H O W C A S E

TWO 2014 Cessna Citation XLS+ Serial Number: Registration: Airframe TT: Landings:

560-6176 560-6177 B-3266 B-3299 80 25

Asking Price: $7,650,000 USD Engines PWC - PW545C Total Time Since New: 81.32 hours (left) 75.09 hours(right) Total Cycles Since New: 25 / 25

APU Honeywell/AlliedSignal RE100[XL] Maintenance on Track based on maintenance program Avionics ADF: Collins NAV-4000 AHRS: Dual Collins AHC-3000 Autopilot: Collins Pro Line 21 IFCS Avionics Package: Collins Pro Line 21 IFCS / Pro Line 21 Communication Radios: Collins Pro Line 21 DME: Collins DME-4000 EFIS: Collins 4-tube FDR: Fairchild FA2100 FDR Flight Director: Collins Pro Line 21 IFCS FMS: Dual Collins FMS-3000 w/GPS GPS: Collins GPS-4000S

Hi Frequency: Collins HF-9031A w/SELCAL Navigation Radios: Collins NAV-4000 Radar Altimeter: Collins ALT-4000 SATCOM: AirCell Axxess II Iridium TCAS: Collins TCAS-4000 Weather Radar: Collins TWR-850 Doppler Exterior Matterhorn White with blue stripes. 2014

2013 Dassault Falcon 7X Serial Number: Registration: Airframe TT: Landings:

199 B-8216 292 131

Limited Edition – BMW Design works Asking price $34,350,000 USD • One owner since new • Low Time • Fresh 4A Inspection • No damage record/ charter history • EASA Compliance • Stunning BMW interior • Manufactured in 2013 • On CAMP, ESP Gold

APU Total time: 481 Total Cycles: 608 Avionics COMMUNICATIONS • VHF Communication Dual Honeywell TR-866B • VHF Data Radio Third Honeywell TR –866B • High Frequency Communications Dual Honeywell KHF-1050 • SELCAL Honeywell • Flight Deck Audio Triple Honeywell AV -900 • Emergency Locator w/ NavInterface Honeywell Rescu406AF

Central Aviation Limited Beijing, Shenzhen, Hong Kong

Advertising Enquiries see Page 4

• CommunicationsManagement Function (CMF) w/ ARINC Honeywell EASy • Flight Deck Printer MiltopeTP -4840 • SatcomInmarsat Aero H+ / Swift Broadband Honeywell MCS -7120 (Two Classic Channels + SBB) • Additional Wi-Fi Handset(s) Aircell

Engines Total Time: 292 hrs Total Cycles: 131

www.AvBuyer.com

Vincent Xu Mobile: +86 136 0262 1540 (WhatsApp) Cham Cheng Mobile: +86 188 8885 2668 (WhatsApp) Email: sales@central-aviation.com

December 2016 – AVBUYER MAGAZINE

141

Aviation Consultants of Aspen November.qxp 23/11/2016 09:03 Page 1

S H O W C A S E

Dan Savinelli Photography

1992 Gulfstream IV Serial Number: 1191 Registration: N403TB Airframe TT: 10,162.7 Landings: 5148 MAKE OFFER Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program. All inspections current. Specifications are subject to verification upon

Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, June 2009. RIGHT ENGINE: Rolls-Royce Tay 611-8, S/N 16486, 10,004.4 TSN, 5,057 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, July 2009 APU Honeywell GTCP36-100, S/N P-587, 6,808 Hours TSN, 1,299 TSO, on MSP Interior Sixteen passenger. Aft lavatory. Rear galley with oven, microwave, coffee maker, and espresso maker. Forward cabin has a four place club seating arrangement, center cabin with a four place conference/dining group, and aft cabin has two four place berthable divans. Entertainment

system with Airshow, dual DVD/CD players, three large monitors, new Honeywell Cabin Management System and cabin switching, and a custom Alto audio and speaker system. Fax machine. Chairs are done in Burgundy Leather,

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

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Divans in tan leather, and light wood. By Gulfstream Dallas, 12/06. Excellent condition Exterior Overall White with Blue Stripe. By Duncan Aviation, 10/14. Excellent Condition

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com Aircraft Index see Page 153

Orion November.qxp 22/11/2016 15:59 Page 1

S H O W C A S E

2005 Global Express Serial Number: Airframe TT: Landings:

9145 4380 1519

• EASA • CAMO • ROLLS ROYCE CORPORATE CARE • SMART PARTS + • APU JSSI • CAMP • INSPECTIONS 8C/120M0,4500 HR, 60/30/15 MO C/W12/2015 • 13 PASSENGERS PLUS 3 PLACE DIVAN, JUMP SEAT COCKPIT • AIMS SOUNDPROFFING • EMTEQ LED UPWASH DOWN WASH LIGHTING • 4500’ CABIN ALITITUDE REDUCTION SB700-21-034 R1 • NEW PAINT DECEMBER 2015 • NEW INTERIOR JET AVIATION 2011 • BATCH 3 CPDLC • FANS 1/A+ RNP4 30/30 • HUD EVS,RAAS SB700-34-050R1 • EVS ENHANCED VISION SB700-34-038 • 8.33 MHZ AND FM IMMUNITY • SATELLITE TV USA- EU, AIRSHOW • IRIDIUM CORDLESS PHONES • INTERNET LAN • SECURAPLANE QUAD CAMERA’S • ELECTRIC SHADES

Price: PLEASE CALL Tel: +1-772-285-9933 Email: ameldeau@orionaircraftsales.com www.orionaircraftsales.com

Advertising Enquiries see Page 4

www.AVBUYER.com

December 2016 – AVBUYER MAGAZINE

143

JPS Associates November.qxp 24/11/2016 13:28 Page 1

S H O W C A S E

2009 Falcon 7X Airframe TT: Landings:

3.020 935

JPS are delighted to offer a pristine FALCON 7X Highlights: • 1C check in progress with Dassault Falcon Service – delivery prior to year end • Satcom upgrade KU-BAND with the latest and greatest internet/broadband fitted • 2009 entry into service, single owner & operator since new • Always hangared • Elegant 12 passenger interior • EASA compliant & operated • EASY II, CPDLC-FANS 1/A, ADS-B-out Avionics Honeywell Primus Epic System (EASy II) Flight Display System Honeywell Easy Flight Management System triple Honeywell EASy Global Positioning System dual Honeywell VHF Communication Systems triple Honeywell TR-866B VOR/ILS/Marker Navigation System dual Honeywell NV-875X DME Systems dual Honeywell DM-855 ADF Systems dual Honeywell DF-855 Mode S Transponder System dual

Honeywell XS-857A TCAS II System ACSS TCAS-3000 Color Weather Radar System Honeywell Primus 880 Head-Up Guidance System HF Communication Systems dual Honeywell KHF-1050 Micro Inertial Reference System triple Honeywell Laseref V Enhanced Ground Proximity Warning System Honeywell EASy Radio Altimeter System dual Honeywell KRA_405B Satcom Aircell SRT-3100 Electronic Flight Bag Flight Recording System dual Honeywell AR Combi Quick access recorder + Flight data monitoring Central Maintenance Computer Honeywell EASy Interior 12 passengers Configuration executive (in a pristine condition) Interior seating certified for 12 place due to bulkhead restrictions Exterior The exterior is white w/red over dark blue accent stripes

JPS Associates Sarl David Saillard WTC II, Route de Pré-Bois 29 – C.P.448 – 1215 Genève 15 – Switzerland

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Tel: +41 79 846 0341 info@jps-gva.ch

Aircraft Index see Page 153

Mente December.qxp 22/11/2016 16:02 Page 1

S H O W C A S E

2008 Bombardier Challenger 300

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

Serial Number: Registration: Airframe TT: Landings:

RVSM: Compliant SATCOM: Dual Iridium (2 handsets, 1 wireless) + Data Link w SELCAL TAWS: Collins TAS-5000 TCAS: Collins TCAS II (TTR-4000), version 7.1 Interior Interior features a double club configuration (8 pax) with headrests and leg rests on several forward facing seats plus a belted potty, audio and light controls located at each club seat. Seating is done in neutral leather. Dark colored high gloss cabinetry. Neutral carpeting with patterned aisle. Forward deluxe full service galley includes a Microwave & Hot Liquid Dispensers. Aft Lavatory offers hot & cold water & removable tank. Additional amenities include a DVD/CD Player, IPOD and Two 20" bulkhead mounted monitors Exterior Overall White with Red Accent Striping

20204 N303R 3803 1839

Engines Honeywell HTF-7000. Engine Program: MSP Left Engine s/n P118541 Current Time: 3803 hrs, 1840 cycles MPI next due: On-Condition CZI next due: On-Condition Right Engine s/n P118540 Current Time: 3803 hours, 1840 cycles MPI, next due: On-Condition CZI, next due: On-Condition APU Honeywell GTCP36-150(BD) APU Program: MSP 2456 Hours

Avionics ADF: Collins NAV-4000 ADS-B Out: Collins TDR-94D Air Data Computer: Dual Collins ADC-3000 Avionics Package: Collins Pro Line 21 Broadband: Go-Go ATG5000 w Talk and Text Comm Radios: Dual Collins VHF-4000 w/ 8.33 spacing CVR (Digital): L-3 Solid State Database Loader: DBU-4000 Digital Voice Checklist: CMS400-1-R5 DME: Dual Collins DME-4000 FDR: L-3 Solid State FMS (w V-speed option): Dual Collins FMS-5000 GPS (w WAAS/LPV): Dual Collins GPS-4000A Hi-Frequency: Dual Collins HF-9031A w SELCAL IFIS: Dual Integrated Flight Information System Nav Radios: Dual Collins NAV-4000 Radar Altimeter: Collins ALT-4000

2011 Falcon 2000LX Serial Number: Registration: Airframe TT: Landings:

223 PR-DLX 1237 574

Engines PW 308 C L/H Engine: 1,237 HRS TSN (Last Reported) R/H Engine: 1,237 HRS TSN (Last Reported) APU Honeywell GTCP 36-150F2M 561 HRS TSN, 1042 CSN (Last Reported) Avionics • Honeywell Primus Epic System • Dual Honeywell Flight Control Systems • Honeywell Autothrottle System • Honeywell Third TR-866B VDR VHF Voice & Flightdeck Datalink Communications System with 118-136.975

Dan Dunn, Cell: +1 (203) 808-1687 Tel: +1 (848) 220-9370 E-mail: ddunn@mentegroup.com

MHz Tuning Range • Honeywell Third AV-900 Audio System • Honeywell “EASy” Communications Management Function (CMF) • Honeywell CG-710 Communications Gateway Unit (Swift 64 High Speed Data Dual Channel Bonding Capability) • Three Crew Alerting & Aural Warning Systems • Central Maintenance Computer • Honeywell Interactive Checklist • Honeywell Third Micro Inertial Reference System • Dual Honeywell Air Data Systems • Honeywell Enhanced Ground Proximity w/Windshear Warning System • Triple VHF Communication Systems • Dual VOR/ILS/Marker Navigation Systems • Meggitt Integrated Electronic Standby Indicator (Attitude,

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Altitude, Mach/Airspeed) • Smiths Standby Magnetic Compass Interior Custom Twelve (12) passenger floorplan (plus two flight crews). Forward Double Club, Two Single Seats, Hi-Lo Dining Group, telescoping console Table Storage Cabinet with “Rounded Look” styling and Club and a custom aft lavatory. Forward 36” galley features a High Temperature Oven, Iacobucci Coffee Machine w/Nespresso Kit, Dedicated Water Tank, Trash Drawer, Ice Drawer, Cold Storage Drawer, Pop-out Work Surface and Storage Drawers. Additional amenities include a custom 20” LH Entryway Closet, a Flight Deck Closet, a custom 15” RH Galley Annex Exterior Overall White w/Black & Gray Accent Striping. New Paint to Buyers Colors; Dassault Aircraft Services

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

December 2016 – AVBUYER MAGAZINE

145

JetNet November.qxp_Layout 1 23/11/2016 09:24 Page 1

OUR WORLD is a big place.

You need the fastest, NPTU FGmDJFOU XBZ UP mOE UIBU POF BJSDSBGU FBDI DMJFOU XBOUT 4P ZPV BMXBZT NFFU PS FYDFFE UIFJS FYQFDUBUJPOT 8F NBLF JU FBTJFS

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P147-151.qxp 23/11/2016 16:05 Page 1

Marketplace Bombardier Learjet 45XR

Skyservice Jet Sales Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3600

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3600 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 Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3600 TTSN: 3600 TCSN: 2250 TCSN: 2250 Time Since Hot Inspection (HRS) 323.3 323.3

Location: Canada

Dassault Falcon 2000

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Bombardier Challenger 605

Skyservice Jet Sales Price:

$11,950,000 USD

Year:

2009

S/N:

5786

Reg:

C-FLMK

TTAF:

1635.5

Location: Canada

Bombardier Challenger 300

Skyservice Jet Sales Price:

Make offer

Year:

2006

S/N:

20107

Reg:

C-FEDG

TTAF:

2638.7

Location: Canada

Bombardier Challenger 604

Brian Siems Price:

$8,600,000 USD

Year:

2006

S/N:

5643

Reg:

N793CT

TTAF:

4164.0

Location: USA - IL

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz). Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets. Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2009 Challenger 605. 1635.5 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, full service galley, VIP seating, executive tables, Airshow, and much more. Engine Make/Model: General Electric CF-34-3B (on JSSI) APU Make/Model: Honeywell GTCP-36-150 (on JSSI) S/N: P230; 1762 Hours Since New (as of September 2016) ADS-B Out. Reduced Vertical Separation Minima (RVSM) certified. Portable oxygen bottle Additional 40 cubic foot oxygen bottle

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Minimum Navigation Performance Specifications (MNPS). No damage history. Fire blocked. Reduced Vertical Separation Minima (RVSM) certified. Airshow. **Pro Line 21 Advance Upgrade**. Full Galley. VIP floor plan. Paint 2011. Engines/APU on MSP. Time Since New (HRS) 1608.25. Avionics: Pro Line 21 Advanced Upgrade. Flight Director (FD): FGC-3002. Auto-Pilot: FGC-3002. Int: 8 passenger seating. 4 club seats with executive tables. Ext: Painted in May 2011. Minimum Navigation Performance Specifications (MNPS). No damage history. Fire blocked

Tel: +1 (309) 675-8265 Email: Siems_Brian_J@cat.com Professionally operated and maintained by a U.S. Corporate owner with a large established flight department. TTSN: 4164.0, TLSN: 3030, TCSN engines 1 & 2: 3034, APU TTSN 3381.0. APU enrolled on MSP. Computer Maintenance Tracking Program. Collins Flight Dynamics HGS-2150 Head-up Guidance System. 48,200 lbs. Increased MTOW. EMS HSD400 with Swift64 and Wi-Fi. Dual Collins GPS-4000S WAAS GPS. TCAS Change 7.1. Triple Inertial Reference System. WSI AV-300 InFlight Satellite Weather System. Honeywell Runway Awareness Advisory System (RAAS). SATAFIS®.

December 2016 – AVBUYER MAGAZINE

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P147-151.qxp 23/11/2016 16:05 Page 2

Marketplace Cessna Citation Encore

International Jet Markets Price:

$2,600,000 USD

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

Airframe: 3300 Landings. Engines: 1390 Hours Since Hot Section. O/H due at 5000 hours. Avionics: EFIS System: Flight Director: Autopilot: Comms: Navs: ADF: DME: Transponders: Weather Radar: Long Range Nav.: Collision Avoidance: Ground Warning: RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone. Interior: Eight passenger interior with four place center club arrangement in Tan leather, single aft facing forward seat, two forward facing aft seats all track or swivel. Exterior: Overall Matterhorn White. Additional Features: Freon air conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher. Single-point fueling. CVR. NI Computer. Ski Tube Installation

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

Tel: 1-850-213-3218 Office 1-770-330-2691 Cell

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

Email: JETMARKETS@aol.com

Bombardier Learjet 40XR

Northern Jet Management Price:

Make Offer

Year:

2008

S/N:

45-2101

Reg: TTAF:

2856

Location: USA- MI

Cessna Citation Bravo

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,905

Location: USA- MI

Global 6000

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,198.9

Location: USA- CA

148

AVBUYER MAGAZINE – December 2016

Smart Parts • Evolved Maintenance Program • CAMP Maintenance Tracking • Currently Operated on Part 135 • Honeywell Primus 1000 Integrated Flight Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS-1E FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI. Fire-blocked six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. One left and two right executive tables. Seating is finished in Tan leather with Chocolate woven lower sidewalls, and finished rich wood gloss veneer.

Northern Jet Management Price:

www.AVBUYER.com

Tel: +1 (616) 336 4800 E-mail: ccox@northernjet.net

• Freon Air Conditioner (R134) • Ski Tube • AOA w/Indexer • Cockpit Voice Recorder • Lead Acid Battery • Iridium Satellite Flight Phone. 5,816 Landings. Left Engine: 1,404 Hours SOH. Right Engine: 2,901 Hours SOH. Next Overhaul: Left- 8,982 Hours / Right- 7,998 Hours. • Honeywell Primus 1000 IntegratedbFlight Director & Autopilot System • 3-tube 8x7” EFIS • Dual 196B Comm radios with 8.33 Capabilities • Dual Nav • Dual Mode S Transponders. Fire-blocked eight passenger executive interior in a center club configuration with an aft belted seat for a ninth passenger. 2015 Duncan Aviation Exterior Paint and Interior Refurbishment.

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Landings: 467. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program. Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 836 Hours. Total Cycles: 987. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s. Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

Aircraft Index see Page 153

P147-151.qxp 23/11/2016 16:05 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

We are offfering our 2002 Bell 206 L4. Pictures do not do justice to the helicopter, and the colors are very vibrant, it is ready for immediate work. It has had both a Bell/Edwards completion and maintenance with immaculate records, of course no damage of incidents. 1700 TTSN, Two corporate owners.

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

Cessna Citation Mustang

Jak Air Price:

$1,890,000 USD

Year:

2010

S/N:

510-347

Reg:

ZKJAK

TTAF:

915

Tel: +64 21 35 96 26 E-mail: mattathm@gmail.com Certified Single Pilot IFR. Maintenance up to date, on CAMP, Airframe and engines on Pro Advantage Programs.Garmin 1000 fully integrated avionics, Synthetic Vision, Auto Pilot, TAS Traffic, XM Radion and Weather, Wx Radar, ADS-B, HF, ADF, DME, Dual WAAS Gps's and Airport Chart View. 40cu in Oxygen, Sat Phone Antenna and wiring, Aux internal power supply behind cockpit and between the 2 rear seats for charging phones.Private Sale. +gst if sold in NZ

Location: New Zealand

Advertising Enquiries see Page 4

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December 2016 – AVBUYER MAGAZINE

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Marketplace Learjet 60

Capital Jet Group Price:

$1,450,0000 USD

Year:

1994

S/N:

031

Reg:

N841TT

TTAF:

8164

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new delivery. ESP Silver engine plan, 2011 paint and 8 pax interior. Dual UNS-1Ew FMS/ WAAS GPS. TCAS II 7, AFIS, HF, Aircell Axxess II, logo & pulsating recognition light package, 3 Rotor Brakes, Stormscope, R134a Freon A/C

Location: USA

Challenger 601-3A/ER

Capital Jet Group Price:

$2,495,000 USD

Year:

1992

S/N:

5106

Reg:

N523JM

TTAF:

5469

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new delivery. Extended Range fuel, GE OnPoint engine plan, -150 APU on MSP, SmartParts. 2012 paint and fireblocked 10 pax interior with custom seats, forward galley, forward full-size lav, for extra baggage space. ADS-B Out, CPDLC, TCAS II 7.1, Gross Weight Increase, Logo lights, FDR, dual HF, Jan. 2017 60 month inspection. No damage. Excellent condition

Location: USA

Cessna Citation X

Dragon Leasing Corp Price:

$4,200,000 USD

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6562

Location: USA- IL

Embraer Legacy 650

Classica Air Price:

Please call

Year:

2014

S/N:

14501191

Reg:

ER-KKL

TTAF:

1293

Location: Europe

Cessna Citation III

Jetflight Aviation Ltd Price:

$2,400,000 USD

Year:

1985

S/N:

650-0084

Reg:

N650CB

TTAF:

8305

Location: Switzerland

150

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Tel: +1 (630) 577-4070 E-mail: kdanielson@calamos.com FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config. Fwd r/h galley, Espresso Machine and Coffee, Microwave. Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016

Tel: +373 68 811 600 E-mail: ops@classica-air.com New LCD Displays, Electronic charts and maps capability, XM Weather capability, CCD - Control Cursor Device, Coupled VNAV, RNP 0.3 APCH, WAAS / LPV, FANS 1/A CPDLC, SmartRunway™/SmartLanding™ (RAAS), Dual Inertial Reference System (IRS), Integrated Stand-by Instruments System (ISIS), Electronic Flight Bag - CMC PilotView Class II, Central Maintenance Computer (CMC), Data loader 1000 with SD card and USB ports, Inflight entertainment, phone system and swift broadband high-speed data for connectivity

Tel: +90 533 930 2398 E-mail: mehmet.d@jf-aviation.com Please contact Mehmet Dulgeroglu at +90-533-9302398 or mehmet.d@jf-aviation.com. Aircraft located in Zurich Switzerland. The Asking Price Has Been Reduced to $2,400,000.00. Seat 09 / Nine pax interior features a two place divan, six main chairs and a belted toilet, TCAS II-7.1 updated in AUG 2016, Enrolled in MSP GOLD and HAPP Interior refurbished at 2014. Exterior refurbished at 2014, Pre-Buy inspections completed by TEXTRON-Cessna Zurich maintenance center at AUG 2016, Engines has been renewed in AUG 2016

Aircraft Index see Page 153

P147-151.qxp 23/11/2016 16:05 Page 5

Marketplace Hawker Beechcraft 4000

Cumhur Kaynak Price:

$5,900,000 USD

Year:

2010

S/N:

RC-44

Reg:

TC-NRN

TTAF:

1.505

Location: Turkey

Cessna Citation Jet

Tel: +90 555 979 0880 E-mail: CumhurKaynak@intercityrentacar.com ENGINES ENROLLED ON P&W ESP GOLD. APU ENROLLED ON HONEYWELL MSP GOLD. ON CAMP. JAR OPS 1 COMPLIANT. TRADES WITH LARGER AIRCRAFTS WILL BE CONSIDERED. Engine Model: PW308A. APU Model: Honeywell GTCP 36-150(HH) SN#: P-138 TSN: 1,486 hours. Honeywell Primus EPIC. COMM Dual Honeywell 7510763-855 w/8.33 spacing. NAV Honeywell Primus EPIC. FMS Honeywell Primus EPIC. JAR OPS 1 Compliant. Airshow 4000 w/Airshow Briefer System. Cabin Audio/Video Entertainment System

Tel: +44 (0)7785 326019 E-mail: dlubbock@solventis.net

Survey Helicharters Ltd Price:

Please Call

Year:

1998

S/N:

271

Reg:

G-LUBB

TTAF:

5,500

Beautiful Citation jet, operated by owner for last 5 years.New paint and interior 2011. Avionics upgrade 2 x Garmin GTN 750's with TCAS and TAWS. Many believe a better package than proline 21. Full Cessna Proparts inclusion and Williams TAP elite. Recently completed DOC10 (june 2016). EU VAT paid. Asking Usd 1.2m ono inc VAT

Location: United Kingdom

Cessna Citation XLS+

ABA Aviation Management GmbH Price:

Make Offer

Year:

2014

S/N:

C560-6173

Reg:

D-CGAA

TTAF:

2050

Tel: +49 (0)1722 360 007 E-mail: andreas.baehren@gmx.de

Two Pratt & Whitney PW545C, One Honeywell RE 100 (XL) APU, Hyde Park Scheme Interior, EASA Certification, NAV4000 ADF Collins, Second FMS-3000, Collins Data Link, FA21 FDR, RH Small Two-Place Couch & RH 16" Closet, Microwave Oven in RH Closet, Aircell Aviator 300 World Wide Internet System, 110V AC Universal Outlets, Engines and APU on JSSI Program

Location: Germany

Alberth Air Parts

+1 832 934 0055

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

The best aircraft for sale search anywhere, everywhere on pc, smartphone and tablet. Advertising Enquiries see Page 4

BUSINESS AVIATION INTELLIGENCE

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A Tribute to

Richard Ayling 1952 - 2016 Editor of GA Buyer Europe Former Olympic rower and Kingston resident Richard Ayling has died aged 64. The famous rower & coach, who perfected his trade with Kingston Rowing Club, died of heart failure on Tuesday, November 1 having led a glittering career in international rowing. As a top international rower, he was in the British team that won the Grand in 1975 and he also narrowly missed out on a medal in the coxed four at the World Championships. He also raced in the Montreal Olympics in 1976. Olympic gold medallist Martin Cross led the tributes to Mr Ayling, saying British rowing owes him a debt. He said: “If I had three words to describe Richard Ayling they would be passion, commitment and

fun. He was a giant of a man, who loved, just loved, the sport – every bit of it. He always wore his heart on his sleeve. And his laughter – Richard could take a joke as well as dish them out – was raucous. His life touched so many who helped make our sport great.” After retiring as an international rower Richard moved on to make racing boats as well as taking up coaching at Kingston Rowing Club. As a coach he took club members to the 1979 World Championships and continued to coach internationally until 1986. Mr Cross added: “He loved cars, with an impressive collection of models in his house and it was at home that Richard fulfilled his most important role: a devoted family man.” In his later years Richard became the editor of Rowing Magazine, an independent publication for the sport. Latterly, Richard edited, for sixteen years, one of the leading General Aviation Magazines serving the European market, GA Buyer Europe, “making many friends in the industry and contributing significantly to the

success of the publication, for which we shall be ever grateful” reflects John Brennan, Managing Director, AvBuyer Limited. During his time with AvBuyer, he also worked on the sales team for AvBuyer Magazine. He is survived by his wife Astrid and their children Roxana, Christina and Alex.

Advertiser’s Index 21st Century Jet Corporation .........................154 Aircraft Guaranty Corporation ........................109 AMAC Aerospace...................................................5 AMJET.....................................................................75 Aradian Aviation ....................................................77 ArcosJet.........................................................64 - 65 Aviation Consultants of Aspen .......................142 Aviatrade...................................................134 - 135 Avjet Global...................................................36 - 37 Avpro ..............................................................10 - 14 Bell Aviation ..................................................58 - 59 Bombardier.......................................................FC, 9 Boutsen Aviation ..................................................63 Central Aviation ..................................................141 Central Business Jets .......................................155 Charlie Bravo.........................................................45 Comlux......................................................138 - 139 Conklin & de Decker .........................................122 Corporate Concepts ...........................................51

Dassault Falcon Jet .................................2-3, 103 Donath Aircraft Services.....................................81 Duncan Aviation....................................................57 Eagle Aviation........................................................23 Elliott Jets ..............................................................15 FlightForce ...............................................136 - 137 Freestream Aircraft USA ....................................35 General Aviation Services ..................................71 Global Jet Capital.................................................49 Global Jet Monaco ...........................................6 - 7 Hagerty Jet Group................................................21 Hatt & Associates.................................................27 IAG.............................................................128 - 130 JetBed...................................................................107 Jet Sense Aviation ..................................124 - 127 Jet Support Services (JSSI) ............................113 JetBrokers .....................................................52 - 53 Jetcraft Corporation ......32 - 33, 132 - 133, BC Jeteffect .........................................................40 - 41

JETNET ................................................................146 JetPro Texas ........................................................140 JPS Associates ..................................................144 Leading Edge Aviation Solutions ...................101 Lektro....................................................................121 Mente Group ......................................................145 Mesinger Jet Sales...............................................69 OGARAJETS................................................24 - 25 Orion Aircraft ......................................................143 Par Avion..............................................................121 Rolls-Royce .........................................................105 San Marino Registry ............................................93 Southern Cross Aviation ..................................117 Sparfell & Partners ...............................28 - 29, 99 The Elite New York ...............................................85 The Jet Business..........................................18 - 19 VREF Aircraft Values.........................................121 Wentworth Aero.................................................131 Wright Brothers Aircraft Title ..........................123

Copy deadline for the January Issue - Wednesday 14th December AvBuyer (USPS 014-911), December 2016, Vol 20, 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 672033517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine - Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

152

AVBUYER MAGAZINE – December 2016

www.AVBUYER.com

Aircraft Index see Page 153

P153.qxp 24/11/2016 13:44 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRBUS

CESSNA

EMBRAER

ACJ318-ER . . . . 19 ACJ318 . . . . . . . 35 ACJ318-Elite . . . 138

Citation

Legacy 600 . . . . 12, 18, 29, 52, 63, Legacy 650 . . . . 12, 18, 150, Phenom 100 . . . 12 Phenom 300 . . . 15

BAE AVRO RJ70. . . . . 52

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 28, 36, 51, 69, 131, . . . . . . . . . . . . . . . 156, Super 727-200 VIP . . 51 737 . . . . . . . . . . . 37 757 . . . . . . . . . . . 36 767 . . . . . . . . . . . 139 DC-8-62 VIP . . . 51 DC-8-72 VIP . . . 51

BOMBARDIER Global 5000 . . . . 24, 32, 33, 51, 117, . . . . . . . . . . . . . . . 121, 156, Global 6000 . . . . 6, 9, 32, 33, 36, 51, . . . . . . . . . . . . . . . 69, 133, 148, 156, Global Express . 32, 33, 49, 143, 156, Global Express XRS. .6, 9, 32, 33, 35, . . . . . . . . . . . . . . . 36, 45, 64, 65, 156

Challenger 300 . . . . . . . . . . . 1, 7, 9, 12, 24, 28, 32, . . . . . . . . . . . . . . . 33, 37, 49, 145, 147, . . . . . . . . . . . . . . . 156, 350 . . . . . . . . . . . 28, 99, 600 . . . . . . . . . . . 71 601-1A . . . . . . . . 52 601-3AER. . . . . . 126, 150, 601-3R . . . . . . . . 32 604 . . . . . . . . . . . 33, 40, 57, 69, 131, . . . . . . . . . . . . . . . 147, 156, 605 . . . . . . . . . . . 6, 33, 40, 63, 81, . . . . . . . . . . . . . . . 101, 133, 137, 147, . . . . . . . . . . . . . . . 156, 850 . . . . . . . . . . . 33, 156,

Learjet 31A . . . . . . . . . . . 40, 52, 71, 35A . . . . . . . . . . . 52 36A . . . . . . . . . . . 149 40XR . . . . . . . . . . 15, 27, 148, 45 . . . . . . . . . . . . 121, 140, 45XR . . . . . . . . . . 127, 147, 55 . . . . . . . . . . . . 45, 52, 60 . . . . . . . . . . . . 12, 40, 150, 60SE . . . . . . . . . . 63 60XR . . . . . . . . . . 117 75. . . . . . . . . . . . . 63

Advertising Enquiries see Page 4

ISP . . . . . . . . . . . 45 II . . . . . . . . . . . . . 15, 45, III . . . . . . . . . . . . . 53, 57, 150, X . . . . . . . . . . . . . 15, 40, 69, 125, 150, XLS . . . . . . . . . . . 41, 45, 77, XLS+ . . . . . . . . . . 23, 33, 151, 156, CJI . . . . . . . . . . . . . 41, 58, 117, CJI+ . . . . . . . . . . . . 29 CJ2. . . . . . . . . . . . . 15, 29, 41, 53, 58, . . . . . . . . . . . . . . . 156, CJ2+ . . . . . . . . . . . 12 CJ3. . . . . . . . . . . . 23, 121, Bravo . . . . . . . . . 33, 148, Columba 400. . . 53 Conquest I . . . . . 23, 59, Conquest II . . . . 59 Excel . . . . . . . . . . 33, 58, 77, 124, Encore . . . . . . . . 41, 148, Encore+ . . . . . . . 141 Jet . . . . . . . . . . . . 23, 53, 151, Mustang . . . . . . . 77, 117, 149, Sovereign 24, 77, 101, 156, Sovereign+ 33, 41, SII . . . . . . . . . . . . 58 210M. . . . . . . . . . 52 310J . . . . . . . . . . 52 414A . . . . . . . . . . 59

PC12/45. . . . . . . 59

GULFSTREAM IV . . . . . . . . . . . . . 10, 37, 142, IVSP . . . . . . . . . . 10, 21, 35, 36, 49, . . . . . . . . . . . . . . . 57, 101, 129, 100 . . . . . . . . . . . 77 150 . . . . . . . . . . . 6, 21, 33, 37, 77, . . . . . . . . . . . . . . . 156, 200 . . . . . . . . . . . 6, 10, 11, 19, 24, 33, . . . . . . . . . . . . . . . 69, 77, 117, 156, 280 . . . . . . . . . . . 10 400 . . . . . . . . . . . 10 450 . . . . . . . . . . . 10, 19, 28, 33, 35, . . . . . . . . . . . . . . . 36, 49, 57, 77, 132, . . . . . . . . . . . . . . . 156, 550 . . . . . . . . . . . 6, 10, 24, 33, 35, 37, . . . . . . . . . . . . . . . 40, 49, 63, 69, 77, . . . . . . . . . . . . . . . 101, 117, 132, 156, 650 . . . . . . . . . . . 10, 19, 40, 51, 75, 650ER. . . . . . . . . 19 Astra SPX. . . . . . 53

PIPER Cheyenne III . . . 52 Meridian . . . . . . . 53

SABRELINER 65 . . . . . . . . . . . . 52

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 52 A109E Power . . 13, 117, AW139 . . . . . . . . 29 Koala. . . . . . . . . . 77

BELL 206L4 . . . . . . . . . 149 212 . . . . . . . . . . . 149 412 EMS . . . . . . 149 UH1H Super Huey. . 52

King Air

7X . . . . . . . . . . . . 3, 7, 11, 18, 58, 63, . . . . . . . . . . . . . . . 136, 141, 144, 154, . . . . . . . . . . . . . . . 155, 20C-5AR. . . . . . . 53 50 . . . . . . . . . . . . 12, 154, 50EX . . . . . . . . . . 12, 28, 57, 154, 155, 900 . . . . . . . . . . . 154 900B . . . . . . . . . . 11, 154, 155, 900C . . . . . . . . . . 58, 154, 155, 900EX . . . . . . . . . 11, 28, 154, 900EX EASy . . . 3, 11, 18, 33, 69, . . . . . . . . . . . . . . . 154, 155, 156, 900LX . . . . . . . . . 3, 11, 154, 2000 . . . . . . . . . . 7, 11, 21, 24, 49, 63, . . . . . . . . . . . . . . . 71, 128, 134, 135, . . . . . . . . . . . . . . . 147, 2000EX EASy . . 18, 130, 2000LX . . . . . . . . 3, 145, 155,

328 . . . . . . . . . . . 63

850XP. . . . . . . . . 77 900XP . . . . . . . . . 27, 77, 1000A . . . . . . . . . 148 4000 . . . . . . . . . . 27, 151,

Gnatt . . . . . . . . . . 53

HAWKER BEECHCRAFT

DASSAULT FALCON

DORNIER

PAGE

PILATUS FOLLAND

DAHER SOCATA TBM700B . . . . . . 41, 52, TBM900 . . . . . . . 15

AIRCRAFT

100 . . . . . . . . . . . 59 200 . . . . . . . . . . . 52 B200 . . . . . . . . . 12, 77, 300 . . . . . . . . . . . 15 350 . . . . . . . . . . . 13, 24, 53, 57, 77, . . . . . . . . . . . . . . . 117, 350i . . . . . . . . . . . 41 C90 . . . . . . . . . . . 52, 77, C90A . . . . . . . . . . 63 C90B. . . . . . . . . . 23 C90GT . . . . . . . . 77 C90GTi . . . . . . . . 63 E90 . . . . . . . . . . . 59

Beechcraft Duke A60 . . . . . . 52 Premier I . . . . . . 13, 41,

Hawker

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 29 AS355N . . . . . . . 13, 29, 63, EC 120 B . . . . . . 51 EC 130 B4 . . . . . 63 EC 135 P2+ . . . . 13, 77, EC 155 B1 . . . . . 13

MCDONNELL DOUGLAS MD900 . . . . . . . . 77

SIKORSKY S-76B . . . . . . . . . 57 S-76C+ . . . . . . . . 29, 33, S-76C++ . . . . . . 35, 101,

400A . . . . . . . . . . 45 400XP . . . . . . . . . 15, 77, 101, 750 . . . . . . . . . . . 77 800A . . . . . . . . . . 45 800XP . . . . . . . . . 12, 24, 27, 33, 45, . . . . . . . . . . . . . . . 69, 77, 156,

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December 2016 – AVBUYER MAGAZINE

153

21st Century November.qxp 22/11/2016 16:48 Page 1

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

' '/ ' % 22 ' & $2

/ 2!1"2*+02 1),. 0+.) 2- 02,* 021+2* ".,.-.1)21 2!1"+2 ",.)0,,2 0- 2 * ,-2&0)-"+!2 0-2&1+ 1+*-.1)2-1 *!2 1+2 0-*. ,2 0 1+02 * .) 2*2 0 .,.1)

/(#/$&#/ %2 (/$%((2 %#2(' %(2 2'& /(/#/ $( 22/$& '#% 2/$2 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ November.qxp_CBJ November06 22/11/2016 16:50 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

2011 FALCON 7X SN 120

US OWNED FALCON 7X SN 88 W/ EASY II+

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

No Damage History, CAMP Maintenance Tracking, Warranties Remaining thru year 2020, 15 PAX Configuration w/ Crew Rest, CPDLC and Synthetic Vision, Spectacular Cabin Entertainment & Communications Systems

New Paint

EASY II FALCON 2000LX SN 194

2002 FALCON 900C SN 194

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

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

Enhanced Vision. 1425 Hours Since New; 6 Year C Inspection Completed March 2016 at Falcon. Custom Designed Interior; Exquisite Fabric Window Panels; LED Cabin Lighting; Auto Throttles; Triple FMS/IRS/Audio; CPDLC/WAAS/LPV/TCAS 7.1 and WIFI.

PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

Proline 21 Upgrade, MSP Gold, Aircell ATG-4000 Gogo Biz w/ WIFI, WAAS/LPV, Fully Refurbished Interior & Paint completed by Jet Aviation September 2012, A, 2A/2A+, 4A/4A+, 1B/2B Inspections c/w 04/16

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

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

This being the aviation industry, you’d think more companies would share our

51,000

Making the complex simple for over 50 years.

2008 CESSNA

foot view. CITATION SOVEREIGN S/N

680-0250

Up here, the air and the competition are rare. Our birds-eye viewCycles of the • 1,710 Hours; 1,065 • Fully Programmed

aircraft brokerage market comes from our•unmatched combination of Dual Purpose Cabin 9 VIP ornetwork Medivacof partners and nearly 50 years’ experience and a large, global

customers. That means you have more buy, sell and trade options. put a tailwind on your transaction. Call us and see. You’ll love the view. 2005 CESSNA CITATION

www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400 CJ2 S/N 525A-0227

• 4,224 Hours; 4,113 Landings • Williams TAP Elite • Aircell ATG-5000 HSD Internet

2006 BOEING BUSINESS JET S/N 35990

File Photo

2010 GULFSTREAM G450 S/N 4181 • 1,913 Hours; 770 Cycles • Synthetic Vision -PFD • FANS 1/A Compliant

• 1,869 Hours; 496 Cycles • 15 Passenger Interior Completed by Gore • Owner Will Pay for New White Paint

2016 BOMBARDIER GLOBAL 6000 S/N 9726

2011 BOMBARDIER GLOBAL XRS S/N 9422 • 2,642 Hours; 815 Cycles • Batch 3; ADS-B; FANS; 99,500 lbs MTOW • 12 Passenger Interior with Ku Band HSD

ALSO AVAILABLE

I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I I

• 60 Hours; 50 Landings • Collins Pro Line Fusion Flight Deck • FAA and EASA Compliant

I N FO @ JETC RAF T. CO M

12-2016_AVBuyer_Back Cover_Simple Complex_LR.indd 1

ALSO AVAI L ABLE 2013 CHALLENGER 300 FEATURED 1999 CHALLENGER 604 2010 CHALLENGER 605 2007 CHALLENGER 850 2012 GLOBAL 5000 2003 GLOBAL EXPRESS 2011 GLOBAL XRS 2012 GLOBAL 6000 2010 CITATION XLS+ 2006 FALCON 900EX EASy 2012 GULFSTREAM G150 2008 GULFSTREAM G200 2014 GULFSTREAM G450 2014 GULFSTREAM G550 2003 HAWKER 800XP

+ 1 9 1 9 9 4 1 8 4 00

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