AvBuyer Magazine January 2015

Intellijet FC January 2015_FC December 06 17/12/2014 11:26 Page 1

AVBUYER WORLD

January 2015

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH Aircraft Comparative Analysis – Learjet 60/60XR Avionics Mandates Overview Dealer Broker Market Update

Reflections on Aircraft Marketing See pages 6 - 7 for further details

Complacency – The Silent Killer www.AVBUYER.com

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AC Index Jan15 18/12/2014 14:56 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS • PRODUCT & SERVICE PROVIDERS AIRCRAFT

PAGE

AIRBUS A320 VIP . . . . . . 140

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 19, 48, 51, 140 CRJ-200 ER . . . . 19, CRJ-200 LR . . . . 140 CRJ-900 . . . . . . . 105 S27-200 VIP . . . 105

BOMBARDIER Global 5000 . . . . 10, 48, 124, 140 Global 5000LE. . 10 Global 6000 . . . . 27, 48, 91, 140 Global Express . 10, 55, 75 Global Express XRS . 48, 140

Challenger 300 . . . . . . . . . . . 48, 83 350 . . . . . . . . . . . 27 600 . . . . . . . . . . . 31 601-3AER. . . . . . 12 601-3A . . . . . . . . 58, 91 604 . . . . . . . . . . . 12, 31, 40, 48, 58, . . . . . . . . . . . . . . . 75, 97 605 . . . . . . . . . . . 75, 83, 95, 140 850 . . . . . . . . . . . 48, 97, 140

Learjet 31A . . . . . . . . . . . 59 31ER . . . . . . . . . . 81 36A . . . . . . . . . . . 134 40XR . . . . . . . . . . 97, 117 45 . . . . . . . . . . . . 14, 21, 40, 59, 91, 99 45XR . . . . . . . . . . 91, 140 60 . . . . . . . . . . . . 21, 91 60SE . . . . . . . . . . 59 60XR . . . . . . . . . . 59, 91, 115

CESSNA Citation II. . . . . . . . . . . . . . 69 V. . . . . . . . . . . . . . 13, 58 X . . . . . . . . . . . . . 12, 13, 33, 40, 83, . . . . . . . . . . . . . . . 91, 139 XL . . . . . . . . . . . . 13, 69, 113 XLS . . . . . . . . . . . 33, 99 XLS+ . . . . . . . . . . 33, 69, 140 CJ. . . . . . . . . . . . . 81 CJ1+ . . . . . . . . . . 33 CJ2. . . . . . . . . . . . . 14, 55, 69, 75, 140 CJ3. . . . . . . . . . . . 13, 75, 81, 99, 118 Bravo . . . . . . . . . 35, 58, 97

AIRCRAFT

PAGE

Encore . . . . . . . . 13, 45 Encore +. . . . . . . 13 Jet . . . . . . . . . . . . 97 Mustang . . . . . . . 13, 135 M2 . . . . . . . . . . . . 69 Sovereign. . . . . . 12, 55, 139 SII . . . . . . . . . . . . 80 Ultra . . . . . . . . . . 13, 69, 80, 91, 127 414A . . . . . . . . . . 69

AIRCRAFT

PAGE

HELICOPTERS

HAWKER BEECHCRAFT

206 L4. . . . . . . . . 134 212 . . . . . . . . . . . 134 412 EMS . . . . . . 134 429 . . . . . . . . . . . 51

Beechcraft

EMB-145 EP ...55 Legacy 500 . . . . 140 Legacy 600 . . . . 49, 58, 83, 123, 140 Lineage 1000. . . 140

400A . . . . . . . . . . 14, 35, 58 Premier 1 . . . . . . 91 Premier 1A. . . . . 135

328 . . . . . . . . . . . 69 F300 . . . . . . . . . . 133

FALCON JET

King Air 100 . . . . . . . . . . . 14 200 . . . . . . . . . . . 33, 35, 81 350 . . . . . . . . . . . 91, 101 C90 . . . . . . . . . . . 75 C90B . . . . . . . . . . 14, 136 F90-1. . . . . . . . . . 81

AGUSTAWESTLAND A109A II Plus . . 14 A109E Power. . . 14 A119 KE . . . . . . . 75 Grand . . . . . . . . . 75

BELL

EUROCOPTER AS 350 B3 . . . . . 75, 135 BK 117C1. . . . . . 75 EC120B . . . . . . . 75 EC 130 B4 . . . . . 33, 105 EC 135 P2+ . . . . 75 EC 135 T1 CDS . 75

Hawker

7X . . . . . . . . . . . . 3, 11, 43, 47, 80, 138 7X EASy II . . . . . 75 20E . . . . . . . . . . . 75 20F . . . . . . . . . . . 139 20F 5BR . . . . . . . 91 20-5F. . . . . . . . . . 97 50 . . . . . . . . . . . . 12, 45, 75, 101, 138, . . . . . . . . . . . . . . . 139 50-40 . . . . . . . . . 139, 50EX . . . . . . . . . . 3, 12, 99, 138 900B . . . . . . . . . . 12, 27, 31, 91, 121, . . . . . . . . . . . . . . . 138, 139 900C . . . . . . . . . . 80, 138 900EX . . . . . . . . . 19, 48, 138 900EX EASy . . . 49, 138 900LX . . . . . . . . . 3, 11, 40, 138, 140 2000 . . . . . . . . . . 11, 45, 47, 91 2000EXEASy . . 48, 140 2000LX . . . . . . . . 3, 11, 33, 140 2000S . . . . . . . . . 3, 11

400XP . . . . . . . . . 35, 91, 97 800A . . . . . . . . . . 80 800SP. . . . . . . . . 133 800XP . . . . . . . . . 7, 12, 31, 47, 91, 101, . . . . . . . . . . . . . . . 114, 126 900XP . . . . . . . . . 40 1000A . . . . . . . . . 134

GULFSTREAM

NG . . . . . . . . . . . . 120

IV . . . . . . . . . . . . . 10, 11, 49, 51, 83, . . . . . . . . . . . . . . . 91, 133 IVSP . . . . . . . . . . 20, 49, 55, 63, 83, . . . . . . . . . . . . . . . 140 V. . . . . . . . . . . . . . 27, 33, 83, 95, 112, . . . . . . . . . . . . . . . 133 100 . . . . . . . . . . . 59 150 . . . . . . . . . . . 27, 91 200 . . . . . . . . . . . 10, 31, 45, 59, 97,

PAGE

. . . . . . . . . . . . . . . 116, 139 280 . . . . . . . . . . . 125 300 . . . . . . . . . . . 27 450 . . . . . . . . . . . 7, 10, 20, 51, 59, 83, . . . . . . . . . . . . . . . 121, 133, 140 550 . . . . . . . . . . . 7, 10, 20, 45, 49, 50, . . . . . . . . . . . . . . . 63, 75, 91, 122, 140 650 . . . . . . . . . . . 10, 27

EMBRAER

FAIRCHILD DORNIER

AIRCRAFT

IAI Astra . . . . . . . . . . 59, 101 Astra SPX. . . . . . 91

NORTHROP F-5 Tiger. . . . . . . 103

SIKORSKY S-92A . . . . . . . . . 21 S-76B . . . . . . . . . 135 S-76C+ . . . . . . . . 14 S-76C++ . . . . . . 21

CORPORATE AVIATION PRODUCTS & SERVICES PROVIDERS Aircraft Engine /Support . 65,105, Aircraft Perf & Specs . . . . . 99, . . . . . . . . . . . . . . . . . . . . . . . . 105,108 Aircraft Title/Registry . . . . 29, 90, Ground Handling . . . . . . . . 99,

PIAGGIO Avanti P180 II . . 75

PILATUS

PIPER Cheyenne II . . . . 135 Meridan . . . . . . . 81

SOCATA TBM 700C2 . . . . 59, 119 TBM 850. . . . . . . 35

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

AVBUYER MAGAZINE – January 2015

www.AvBuyer.com

Editor Welcome_JMesingerNov06 17/12/2014 10:46 Page 1

Editor’s

Welcome

New Look, Same Commitment

W

e at AvBuyer are pleased to serve the informational needs of our many readers through traditional as well as hightech means of communication. Within the pages of AvBuyer magazine, we offer Business Aviation intelligence via online resources, print products and broadcast emails.

You may see subtle (and we trust refreshing) newness to article layout and presentation format, but our objective remains as focused as ever—to connect Business Aviation professionals with those elements of the community that relate to efficient and safe transportation via business aircraft.

The Business Aviation community consists of many dimensions: Operators, Dealers, Brokers, Original Equipment Manufacturers, Providers of products and services, and Specialists in the art and science of using business aircraft to fulfil the travel needs of companies and entrepreneurs. AvBuyer, previously known as World Aircraft Sales magazine, is dedicated to advancing Business Aviation in all its forms by objectively and insightfully addressing the unique value of business aircraft. We express that commitment by providing need-to-know editorial content authored by experts in their chosen segment of Business Aviation.

Research has shown that the vast majority of all business aircraft transactions involve the pre-owned marketplace. Thus AvBuyer prides itself on its acceptance by those seeking pre-owned equipment and by the dealers and brokers participating in that segment of the Business Aviation community. We address the operators’ need to stay abreast of trends in aircraft sales, and we showcase what is being offered by the leading outlets for pre-owned aircraft, whether by dealers and brokers, OEMs or individual flight departments. We provide editorial coverage of operational, managerial, personnel and regulatory issues vital to flight departments and companies using business aircraft, and we do so in an environment that reflects the respect we hold for Business Aviation.

Research also indicates the importance that all participants in Business Aviation place in the information presented by AvBuyer. Among respondents to a recent survey conducted by AvBuyer, Ltd., nine out of 10 stated that they read AvBuyer regularly to track what is happening within the Business Aviation community or when their company is considering either a new or pre-owned business aircraft.

Responses from users of our online communication products were similar. Readers regard the intelligence

Advertising Enquiries see Page 8

contained within AvBuyer as an essential part of their overall coverage of the Business Aviation community, whether they seek a pre-owned or new aircraft or whether they simply want to stay abreast of community developments.

Outlook for 2015 Within four distinct editorial areas—BizAv Intelligence; Flight Department; Boardroom; and Community News—AvBuyer’s staff and writers are committed to providing Business Aviation professionals with relevant information. Each month, and with frequent updates online, AvBuyer focuses on serving your informational needs, thus assisting you to fulfill your corporate responsibilities.

The editorial content of our January issue reflects our commitment to addressing key issues facing the community. Ken Elliott, Technical Director-Avionics for Jetcraft, launches a year-long series on avionics mandates that are having, and will continue to have a profound impact on operators of business aircraft.

Brian Wilson, Key Accounts Manager at Go-Go Biz, complements Ken’s lead-off article with a brief history of avionics developments, while seasoned journalist Dave Higdon addresses the challenge of implementing upgrades needed for mandate compliance.

Elsewhere within this edition, you will find coverage on combatting Complacency within the Flight Department; the Learjet 60/60XR features in our monthly Aircraft Comparative Analysis; and coverage is given to the current and future trends in the preowned and new aircraft markets. What will the New Year have in store for us all?

Business Aviation appears poised to emerge from a long period of sluggishness that began in 2008.

Demand for travel is up, and the airline business model known as “Capacity Discipline” has reduced scheduled departures from primary and secondary airports. Travel experts predict that the hassle experienced during the recent Holidays, characterized by crowded airline terminals and long lines at security, foretells what travelers can expect routinely—week in and week out—in the months and years ahead.

With its ability to operate when needed from thousands of airports that have either no airline service or at best limited schedules, Business Aviation is the logical travel option for companies and entrepreneurs committed to capitalizing on the recovering economy.

Jack Olcott Editorial Director & Publisher, AvBuyer

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

5

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Owned Aircraft Sales TrendsMarket Indicators

Contents Layout Jan15 17/12/2014 16:46 Page 1

tification

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell +44 (0)20 8255 4409 Sean@avbuyer.com ADVERTISING Brittany Davies (USA Sales) VP Sales Cell: 01201 430 7350 Bd@avbuyer.com Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com

Editorial Focus 22

Dealer Broker Market Update: An enthusiastic market outlook for 2015 is supported by recent data on pre-owned aircraft sales activity, notes Dave Higdon.

Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 Helen@avbuyer.com Mark@avbuyer.com

42

Aviation Mandates (Part 1):

A year-long series navigating the complex world of avionic mandates and offering a 360 degree view of all-things NextGen.

CIRCULATION Barry Carter 1- 800 620 8801 Barry@avbuyer.com AVBUYER.COM Nick Barron Nick@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 John@avbuyer.com

82

Aircraft Comparative AnalysisLearjet 60/60XR: How does the Learjet 60/60XR stand up against the Hawker 750 & Gulfstream G150?

Find out in our Comparative Analysis.

USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, One Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770

The Virtues of Business Aviation:

PRINTED BY Fry Communications, Inc. 800 West Church Road,

Julian Telling, an investor, non-executive director and professional pilot highlights the time-saving virtues of Business Aviation.

Mechanicsburg, PA 17055 8 AVBUYER MAGAZINE – January 2015

92

www.AVBUYER.com

Aircraft Index see Page 4

Contents Layout Jan15 17/12/2014 16:48 Page 2

January 2015 Volume 19, Issue 1

Contents T BizAv Intelligence 15

Market Indicators: Analysis, reflections, trends and comment

28

Pre-Owned Aircraft Sales Trends: Market update from Vref

32

Future Residual Values: A new Challenge, Acronym & Metrics

T Flight Department

74

Specifications: Ultra-Long-Range & Large Cabin Jets

88

Modernizing your Aircraft (Part 3): Schedule

T Boardroom 94

Business Aviation: It’s a tailor-made solution

98

Buying a Business Jet: Ten common mistakes

36

The Advent of NextGen: How did we get here?

42

Aviation Mandates (Part 1): An in depth review

52

NextGen Upgrade Strategies: The Where, When, How and Why…

T Community

60

Your Aviation Services: Are you aiming too low?

109 BizAv Review: News, comment, appointments and events

62

Certified Aviation Manager: What is it and why’s it valuable?

66

Complacency: Combatting the Silent Killer

68

Complacency: A subtle and constant concern

70

Retail Price Guide: The Large Cabin Choice

Advertising Enquiries see Page 8

102 Business Aviation Market: ‘It seems like it’s catching on…’

106 Pilot Insurance: And the beat goes on…

Next Month Aircraft Comparative Analysis: Phenom 300 Plane Sense: Engines Safety: When ‘No’ is Necessary Aircraft Financing Update

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

9

Avpro January 15/12/2014 15:02 Page 1

GLOBAL 5000 VISION 2015 DELIVERY POSITION

GLOBAL 5000LE SERIAL NUMBER 9340

GLOBAL EXPRESS SERIAL NUMBER 9010

GULFSTREAM G650 SERIAL NUMBER 6094

GULFSTREAM G550 SERIAL NUMBER 5068

GULFSTREAM G450 SERIAL NUMBER 4024

GULFSTREAM G200 SERIAL NUMBER 224

GULFSTREAM G200 SERIAL NUMBER 203

GULFSTREAM G200 SERIAL NUMBER 019

GULFSTREAM IV SERIAL NUMBER 1176

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro January 15/12/2014 15:03 Page 2

WWW W W W . AVPROJETS AV P R O J E T S . C COM OM

VIEW W VIDE IDEO EO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

G ULFSTREAM IV GULFSTREAM SERIAL NUMBER 1042

G GULFSTREAM ULFSTREAM IV V SERIAL NUMBER 1029 10229

F ALCON 2000 S FALCON 2000S SERIAL NUMBER 711

LX F FALCON ALCON 2000 2000LX SERIAL NUMBER 2333

F ALCON 2000 FALCON SERIAL NUMBER 216

F ALCON 2000 FALCON SERIAL NUMBER 222

F ALCON 77X X FALCON SERIAL NUMBER 130

F ALCON 77X X FALCON SERIAL NUMBER 500

F FALCON ALCON 77X X SERIAL NUMBER 36

FALCON 900LX 900LX FALCON SERIAL NUMBER 1900

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro January 15/12/2014 15:03 Page 3

EMS

FALCON 900B SERIAL NUMBER 114

FALCON 900B SERIAL NUMBER 16

FALCON 50EX SERIAL NUMBER 329

FALCON 50EX SERIAL NUMBER 275

FALCON 50 SERIAL NUMBER 159

CHALLENGER 604 SERIAL NUMBER 5557

CHALLENGER 601-3A/ER SERIAL NUMBER 5041

HAWKER 800XP SERIAL NUMBER 258562

CITATION SOVEREIGN SERIAL NUMBER 198

CITATION X SERIAL NUMBER 254

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

Avpro January 15/12/2014 15:03 Page 4

V ISIT ISIT

W WWW W W . AVPROJETS AV P R O J E T S . C COM OM VIIEW W VIIDEO OF OU UR R EX XCLUSIVE CLUSIVE LISTINGS!

CITATION X SERIAL E NUMBER 110

CITATION C ITATION X SERIAL NUMBER 72

CITATION CITATION I EXCEL E XCEL SERIAL E NUMBER 5161

CITATION ULTRA C ITATION U LTRA SERIAL NUMBER 439

CITATION C ITATION V SERIAL NUMBER 234

C CITATION ITATION E ENCORE E NCORE SERIAL NUMBER 603

CIT CITATION TATION E ENCORE+ NCORE+ SERIAL E NUMBER 765

C CITATION ITATION M MUSTANG USTANG SERIAL NUMBER 171

CITATION C IT TATION MUSTANG MUSTANG SERIAL E NUMBER 204

CITATION CJ3 CJ3 J CITATION SERIAL NUMBER 86

INFO@AVPROJETS.COM

WWW.AVPROJETS.COM

Avpro January 15/12/2014 15:04 Page 5

CITATION CJ2 SERIAL NUMBER 179

BEECHJET 400A SERIAL NUMBER RK-67

KING AIR C90B SERIAL NUMBER LJ-1453

KING AIR B100 SERIAL NUMBER 120

LEARJET 45 SERIAL NUMBER 294

AGUSTA A109E POWER SERIAL NUMBER 11145

AGUSTA A109E POWER SERIAL NUMBER 11831

AGUSTA A109E POWER SERIAL NUMBER 11770

AGUSTA A109A II PLUS SERIAL NUMBER 7436

SIKORSKY S-76C+ SERIAL NUMBER 760464

900 BESTGATE ROAD z SUITE 412 z ANNAPOLIS, MARYLAND 21401 z TEL 410-573-1515

MarketIndicators _Layout 1 17/12/2014 11:07 Page 1

MARKET INDICATORS T BIZAV INTELLIGENCE

BizAv Activity - US & Canada

November flight activity followed the usual trend and posted a decrease from October to finish the period down -9.3% overall, month-over-month. All operational categories were down, with the Part 91 market posting the largest monthly decrease, down -12.3%. The Part 135 and Fractional markets posted decreases of -5.2% and -7.2% respectively.

Looking at the aircraft categories, all posted a monthly decrease with turboprop aircraft reporting the largest drop, down -10.6%. Small and mid-size cabin aircraft posted declines of -10.3% and -8.4% in that order. The large cabin market posted a decrease of -6.5% month-over-month. The largest monthover-month decrease, meanwhile, occurred in the Part 91 turboprop market which finished the month down -13.8%.

Year-Over-Year Reviewing year-over-year flight activity (November 2014 vs. November 2013); TRAQPak data indicates that November

2014 posted a flight activity increase for the twelfth consecutive month, up 3.7%.

The results by operational category were positive across the board with Part 135 reporting the largest growth, up 8.6%.

The Part 91 and Fractional markets were up 0.8% and 3.3% respectively.

Flight activity by aircraft category finished positive for all aircraft, with large cabin leading the way, up 6.7%.

Turboprops rose for the third month in a row with a 1.6% year-over-year gain.

Small and mid-size cabin aircraft posted year-over-year increases of 2.8% and 5.4% in that order.

The small cabin, Fractional market was finally topped by the large cabin Part 135 market for the largest individual segment growth (a 19.8% year-over-year increase) ending a run of 10 consecutive months for small cabin, Fractional aircraft.

Another individual market result worth noting: the turboprop, Fractional sector posted a significant year-over-year increase of 16.9%.  MI www.argus.aero

November 2014 vs October 2014 Turboprop Small Cabin Jet Mid-Size Jet Large Cabin Jet All Combined

Part 91 -13.8% -12.0% -12.6% -8.9% -12.3%

Part 135 -5.2% -7.8% -4.1% -1.9% -5.2%

November 2014 vs November 2013 Turboprop Small Cabin Jet Mid-Size Jet Large Cabin Jet All Combined Advertising Enquiries see Page 8

Part 91 -2.8% 1.2% 5.9% 1.6% 0.8%

Part 135 8.4% 2.0% 11.1% 19.8% 8.6%

Fractional -7.1% -10.3% -6.3% -5.8% -7.2%

All -10.6% -10.3% -8.4% -6.5% -9.3%

Fractional 16.9% 13.9% -1.9% 3.8% 3.3%

All 1.6% 2.8% 5.4% 6.7% 3.7%

www.AVBUYER.com

BizAv Activity - Europe WINGX’s latest monthly Business Aviation Monitor reports a total of 57,730 Business Aviation flights in November, a -0.9% decline year-on-year (YOY). This breaks a two month recovery and keeps 2014 activity year-to-date (YTD) -0.6% below 2013; equivalent to 4,442 fewer flights so far this year compared to last.

Geographically, the decline can be blamed on Eastern Europe - with flights down 18% (Russia down 14%).

However, leading EU countries France and Germany were up, together with a cluster of Western and Central European markets, including Netherlands, Switzerland, Portugal and Czech Republic. On the downside, YTD growth trends in the UK stalled this month, with a -1% drop (-4% for private flights). Italy and Spain also subsided. Flights also fell -5% in Turkey (-11% for the year, the equivalent of 250 fewer flights per month).

Jet flights took the brunt of November's decline, in particular AOC activity, which fell -5.4% YOY. For example, charter flights fell -10% in Netherlands and Belgium, -30% in Poland and -60% in Ukraine.

Turboprop & Piston gains In contrast, turboprop and piston activity gained in November, with 2014 YTD trends indicating that demand for these aircraft has recovered to prerecession levels. Private demand for business pistons was up 9%. Scandinavia had the most turboprop and piston activity. 31% of Business Aviation flights in France were piston. Turboprop activity in Spain was +11% YOY. “In Western Europe, Business Aviation activity is still edging back up this year, though this month’s data indicates this owes more to turboprop and piston activity, with business jet activity still languishing,” Richard Koe, Managing Director of WINGX Advance, summarized. “Where there is still YOY increase in jet activity, it’s in the familiar VLJ and ULR jet segments.”

MI www.wingx-advance.com

January 2015 – AVBUYER MAGAZINE

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MarketIndicators _Layout 1 17/12/2014 15:14 Page 2

BIZAV INTELLIGENCE T MARKET INDICATORS

J.P. Morgan: Business Jet Monthly Encouraging signs: Light jets are gaining momentum, according to the November 2014 edition of Business Jet Monthly.

The US accounts for ~60% of the global business jet fleet, and after 5+ difficult years, demand is improving. Light jets should benefit in particular since North America accounts for two-thirds of deliveries. Steady growth of ~4% in US flight ops underlies the recovery, and Light jet used pricing is approaching ‘flattish’ year-over-year - better than other categories.

Manufacturers, suppliers, and brokers have also offered positive comment on US demand recently. However, as JP Morgan noted previously, demand for larger aircraft is facing cross-currents even as demand at the low end improves. Large cabin jet demand looks ‘flattish’ overall since about two-thirds of demand is from outside North America (largely from Europe and Asia - especially China) in which demand is softer. Large cabin jet production already exceeds the 2008 peak due to strong EM demand in recent years that is now waning. Textron should benefit most from strong US light jet demand.

Deliveries are up 7% through first 3Q. 3Q 2014 business jet deliveries increased 1% year-over-year for the five major OEMs, bringing the YTD increase to 7%.

JP Morgan expects 682 deliveries in

2014, which would be 3% above 2013 and the first increase since 2008. Moreover, JP Morgan forecasts a 13% increase in 2015, driven by new aircraft including the Legacy 500/450, Citation Latitude and HondaJet. Used jet inventory declined 20 bps in October. Aircraft for sale represented 7.8% of the fleet for in-production models, below the 8.0-8.4% range in prior months this year. Heavy and Light jets drove the decline, falling 20 bps each, with notable contributions from the Learjet 40/45, G500/550, and Falcon 900. Medium jets were flat.

JP Morgan estimates that inventory in the “toddler and pre-K fleet” (0-5 year old aircraft) edged down 10 bps to 5.5% in October, 110 bps below the long-term average and back to the late 2013/early 2014 level.

Average asking price was up 0.5% m/m in October. Average asking price is now $10.89m, down 7.5% year-over-year.

Sequentially, Heavy jets improved 1.2% (although the G550 was down) and Light by 0.9%, partially offset by a 2.9% decline for Medium jets. Average asking price has been flat-to-up for three months and is 1% above the July level.

after a slow August, and 3-month moving average growth remains ~4% year-overyear where it has been each of the past seven months.

The US is the healthiest major business jet market, and the current pace of flight ops growth seems sustainable with activity still 7% below the September 2007 level.

European flight ops, meanwhile grew 1.6% year-over-year in October and are down 0.5% YTD.

US flight ops increased 6.5% y/y in September. Flight ops growth accelerated

MI www.jpmorgan.com

Modest Gains In 3Q BizAv Activity

JSSI INDEX: REGION REGION

Global Business Aviation activity saw modest gains in Q3 2014, according to JSSI’s most recent Business Aviation Index, with a two percent growth quarter-over-quarter (Q/Q) and 2.2 percent growth year-over-year (Y/Y)…

“The results we’re seeing are consistent with macro trends in the greater U.S. economy in that there continues to be steady growth, but at a lower rate than during the second quarter when the economy was bouncing back from a particularly harsh winter,” elaborated Neil Book, President & CEO, JSSI. “Fortunately for business jet operators, the cost of fuel has come down this year. With that said, the cost of maintenance continues to be quite volatile.”

On a regional basis, the results were mixed with positive activity in the developed markets, but an overall decline in less mature Business Aviation markets. “What stands out is the large decline in African Business Aviation activity,” noted Book. “As the Ebola crisis persists in Western Africa, many business travelers have been reluctant to travel to the region, and that reluctance is coming across in our data.”

MI www.jetsupport.com 16

AVBUYER MAGAZINE – January 2015

Africa Asia-Pacific Central America Europe Middle East North America South America

Quarter over Quarter -8.5% -5.4% -11.9% 11.2% 13.5% 0.0% 8.8%

Year over Year -28.2% -6.9% -9.7% 10.1% 15.5% 2.5% 14.4%

JSSI INDEX: QUARTERLY QUARTER Q2 Q3 Q4 Q1 Q2 Q3

www.AVBUYER.com

2013 2013 2013 2014 2014 2014

Quarter over Quarter 3% 1% 7% -5% 8% 2%

Year over Year 1% 2% 6% -2% 3% 2.2%

Aircraft Index see Page 4

MarketIndicators _Layout 1 17/12/2014 15:20 Page 3

MARKET INDICATORS T BIZAV INTELLIGENCE

In-Service Aircraft Technical Condition & Price An Asset Insight Index analysis conducted on October 30, 2014 covering 76 fixedwing models and 1,514 aircraft listed “For Sale” revealed the following Overall Market asset quality Ratings...

Maintenance Rating (ATC Score): Average Asset Technical Condition Score (an aircraft’s rating relative to its Optimal Maintenance Condition – achieved the day it came off the production line) worsened by 3.8 AI2 basis points, registering 5.387 compared to September’s 5.425. That’s a Rating still comfortably above the Mid-Time/Mid-Life 5.000 level – on the ATC Score scale of -5 to 10.

Financial Rating (ATFC Score): Average Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) decreased by 6.3 AI2 basis points, but remained above the Mid-Time/MidLife 5.000 level – on the zero to 10 ATFC Score scale – by registering 5.012, versus September’s 5.075 (the best figure of the past twelve months).

Asset Exposure (ATFE Value): The average Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) improved by an additional $49k this month, further lowering the average aircraft’s accrued maintenance expense to $1.328m – slightly worse than the 12-month average figure of $1.319m.

Large Jets gave up more ground to Medium Jets this month (whose Ratings were excellent), but still captured first place relative to asset quality. Small Jet figures kept the group in third place, while trades of higher asset quality Turboprops led to an understandable drop in the group’s latest Ratings.

Exposure to ETP Ratio: Spread in the ratio of Asset Exposure to aircraft Ask Price (ETP Ratio) for the aircraft tracked widened by 15 percentage points this month, but the average continued to improve, falling from 46.8% to 44.7%.

Anything over 40% is considered to represent excessive Asset Exposure in relation to Ask Price, so the average ETP Ratio remains high. A slight improvement in the average Asset Exposure figure, coupled with a 7.2% average Ask Price increase, led to this month’s ETP Ratio improvement.

Market Outlook Average Ask Prices increased by approximately $425k this month, to $5.94m – the highest value since May. • Large Jets increased 5.5%, reaching $16.55m and rising above the group’s 12-month average of $16.29m; • Medium Jets increased 2.4% to $3.75m (just $20k shy of the group’s 12-month high); • Small Jets fell slightly (-0.2%)

Business Jet Market The ‘Business Jet Market by Aircraft Type (Light Jet, Mid-size Jet, Large Jet), by Geography (North America, Asia-Pacific, Europe, the Middle East, Latin America, and Africa) - Global Forecasts, Trends & Analysis to 2014 – 2020’ report defines and segments the global business jet market....

Within the report the business jet market is estimated to register a CAGR of 6.86% to reach $33.8 billion by 2020.

Latin America, APAC, and Africa: These areas are expected to be the key growth regions in the business jet market. Latin America accounts for 11% of the global business jet market, but has the oldest aircraft fleet in the world. Hence, expected replacements will account for a significant number of deliveries in this region.

Advertising Enquiries see Page 8

registering $1.78m (just above the group’s 12-month low of $1.77m); • Turboprops fell -4.2% resulting in the third consecutive monthly drop and 12-month low figure at just under $1.57m compared to last month’s $1.63m.

Asset quality ratings for October revealed that quality assets are trading, as the number of aircraft listed for sale decreased by 28 compared to last month.

While Medium Jet ratings were excellent, the relatively high Asset Exposure value is likely to be reflected in offer prices tendered by experienced buyers. Small Jet ratings are good, but offer prices from prospective buyers are less than likely to generate seller appeal.

In view of recent Turboprop rating improvement and record low Ask Price, Asset Insight has repeatedly advised prospective buyers of the opportunity to optimize their value by focusing on asset quality. It would appear that some buyers listened.

MI www.assetinsightinc.com



APAC constitutes about 12% of the global business jet market, with China and India being the key players. Underdeveloped infrastructure, high import taxes, and high user fees stunt the business jet fleet in these countries. Continued globalization and a burgeoning economy should increase the penetration level of business jets there.

North America (US and Canada): This region accounted for the largest share (52%) of the global business jet market in 2013. The already established infrastructural capacity and the highest number of older aircraft in the world are expected to be the cause of increased demand for new aircraft, thereby driving growth in the North American region.

To obtain the full report visit Markets & Markets.

MI www.marketsandmarkets.com

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

The Template for Success Embraer proves a rule, notes aviation analyst Richard Aboulafia. The aerospace industry’s entrance barriers are among the highest in the world. But how did Embraer not only manage to break into the top five Business Aviation OEMs, but do it with such excellence?

“For decades I’ve had my own ideas about Embraer,” Aboulafia outlines.

“But until very recently, I’d never visited São José dos Campos. Having just done so, I was highly impressed by everything I saw and by the many people I met.

Embraer is an exceptional company”.

It’s also the only company in the world that successfully entered the civil aircraft industry since 1960. All the other ‘emerging’ country producers who tried and failed sang the same chorus: ‘Embraer did it, so can we!’ They couldn’t. Here’s what Embraer did right, according to Aboulafia.

1. Product Launch Discipline. Embraer’s history clearly shows that it doesn’t launch something until it has rigorously assessed the market for the new product; pricing in that product’s segment; and competitive dynamics in that segment. In short, Embraer has never launched a “Ready, Fire, Aim” program like the CSeries, or A380.

2. Privatization. Emerging producers face a difficult paradox: to be successful, you need to privatize; to privatize, you need to be successful.

Emerging producers can get stuck in a holding pattern with this. How did

Embraer escape? Simple…

3. Incredible luck. It’s better to be lucky than good. The EMB-110, -120, and -145 airliners were all in the right place at the right time.

Embraer launched a line of small and mid-sized cabin business jets just before Hawker died and Cessna axed most of its talent. Nobody could forecast this; Embraer got very lucky.

4. Be willing to lose money for a long time. It’s easy to forget that for its first 25 years Brazil was an inefficient, money-losing government hobby shop. If it weren’t for its amazing luck (followed by some very smart management), Embraer might have been yet another epic emerging OEM failure.

5. Global sourcing. Embraer’s designers can shop anywhere for the best content at the best price. The company is one of Brazil’s biggest exporters, AND it’s one of its biggest importers, too. Compare Embraer’s open sourcing with China’s insistence on technology transfer for the entire supply chain, with no intellectual property protection.

6. Focus on management, people and education. Building a factory and launching new planes is hard enough, but cultivating a steady supply of qualified people is harder still. Embraer has been doing that since its birth.

7. Open markets. While Embraer is Brazil’s biggest national defense prime, it has no special status in the country’s civil aviation market. There are very few Embraer civil jets in Brazil. From the start, Embraer focused on competing in export markets.

There are undoubtedly others, but above are the key factors that Aboulafia believes turned Embraer into a great, global aerospace company. But no aerospace company can rest on its laurels for long, and next month Aboulafia will consider the different challenges facing a mature OEM than those faced by an emerging OEM. MI www.tealgroup.com T

3Q 2014 Avionics Market Report According to the Aircraft Electronics Association (AEA), in the three-month period of July-September 2014 the total worldwide Business and General Aviation avionics sales amounted to more than $614 million.

The figure represented a 5 percent decrease in sales compared to the 3Q 2013 amount of over $646 million. This 3Q amount brings total worldwide sales for the first nine months of 2014 to over $1.9 billion. Despite the third quarter indicating a slowdown in sales compared to the first and second quarters of 2014, this year's sales are up 2.7 percent compared to the first nine months of 2013 of over $1.8billion.

According to Paula Derks, AEA president, "The report is only in its second year of quarterly reporting, so it's difficult to draw any conclusions on seasonality of sales just yet; however, this will be worth watching in future years."

Of the $614 million in total sales in the third quarter, more than $323 million, came from forward-fit (avionics equipment installed by airframe manufacturers during 18

AVBUYER MAGAZINE – January 2015

AVIONICS SALES – JAN-SEPT 2014 Quarter Retrofit Forward-Fit 1Q 2014 $321.33m $330.42m 2Q 2014 $318.47m $333.66m 3Q 2014 $290.72m $323.69m YTD 2014 $930.52m $987.76m

Total Sales $651.75m $652.13m $614.41m $1.918bn

original production) sales and comprised 52.7 percent of total sales. Retrofit (avionics equipment installed after original production) sales amounted to over $290 million (47.3 percent) of total sales. 63.4 percent of the sales volume occurred in North America (US and Canada), while 36.6 percent took place in other international markets.

MI www.aea.net

www.AVBUYER.com

Aircraft Index see Page 4

Freestream January 17/12/2014 10:07 Page 1

Boeing BBJ S/N: 36714. Reg: VP-BFT • $58,950,000 • Into Service 2009 • Total Time Airframe: 2849 Hours • Landings: 741 • Basic Operating Weight: 101,611 Lbs • Pat’s 6 Tanks, 5 aft, 1 fwd • Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium • 5 external cameras - EFB • 18 Passenger Interior/ Andrew Winch Design

Boeing BBJ S/N: 29273. Reg: VP-BBJ • $28,950,000 • Total Time Airframe: 3743:34 Hours • Landings: 917 • Delivered with Fresh C1 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network

CRJ-200ER S/N: 7508. Reg: VP-BER • TTAF: 4036; Landings: 2671 • No Damage History • EASA compliant • RVSM capable • Winglets • CVR/FDR • TCAS II Chg7.0 • 2012 32 pax Interior

Falcon 900EX S/N: 87 • $11,950,000 • TTAF: 4638 hours / Landings 2371 • Engines & APU on JSSI • Avionic: Honeywell Advanced Protection Plan • Honeywell SSFDR & SSCVR • Satcom Collins SRT-2000 • Airshow 400/Genesis • 14 passenger w/forward crew and aft lavatories

Freestream January 17/12/2014 10:07 Page 2

2014 Gulfstream G550 S/N: 5449 • Price $49.950,000 • Total Time: 122 hrs • Landings: 71 • Engines Enrolled on RRCC • Planeview Avionics Enhancement • Enhanced Navigation • SecuraPlane Three Camera System • Enhanced Sound Proofing • Aft Galley • 16 Passenger Interior

Gulfstream G550 S/N: 5231 • 1059 AFTT • Engines on RRCC • APU on MSP • Enhanced Nav w/Synthetic Vision • Honeywell Planeview Cert ‘F’ • Head-Up Guidance System • Fwd Galley • 19 passenger configuration

Gulfstream GIVSP S/N: 1283

• Price $5,950,000 • Total Time: 9842 hrs • Landings: 4220 • APU on MSP • Honeywell Avionics covered through Honeywell HAPP • MSG-3 Maintenance Program with CMP • No Damage History • Collins SAT-906 SATCOM • Secure-A-Plane • 13 Passenger Interior

Gulfstream 550 S/N: 5319 • Price $41,950,000 • Total Time: 814 hrs • Landings: 381 • Engines Enrolled on RRCC • Part 135 Compliance • Synthetic Vision • Crew Area • Fwd/Aft Lavs • Forward Galley • 14 Passenger Interior

Gulfstream 450 S/N: 4190 • Price $25,950,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

Freestream January 17/12/2014 10:09 Page 3

Learjet 45 S/N: 167 • Make Offer • AFFT: 6156.28 hours. Landings: 4988 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

Learjet 60 S/N: 128 • New Price US$2.495M • Beautifully maintained • 8 seat interior • Airframe time - 6987 Hrs Cycles - 4587 • APU - 806 Hrs • Engines - Both 6860 • Engines P&W ESP 100% covered

2012 Sikorsky S-92A S/N: 920193 • TTAF: 82 hours • 210 Landings • Most Recent Pre-Owned S-92A on the market • Airline Configuration 19 Forward Facing Passenger Seats • General Electric Engine CT7-8A • APU: Honeywell RE220. P-339 88 Hours 380 Cycles • Rockwell Collins Avionic Management System • Automatic Flight Control Systems (AFCS)

Sikorsky S-76C++ S/N: 760757 • $8,500,000 • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System

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BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Dealer Broker Market Update & 2015 Projection

The enthusiastic outlook of the Dealers and Brokers that Dave Higdon spoke with at Year-End 2014 is supported by recent data on pre-owned aircraft sales activity and fleet numbers…

T

ransactions seem to be picking up speed.

Maybe not yet with the momentum of a truck gaining speed on the downhill side of a mountain, but certainly with more pace than in recent years. Overall, expectations point to 2015 as being the year that sales growth begins to exceed ‘tepid’ by rising above the mean of the post-Great Recession years.

During the week after Thanksgiving, the Dow Jones Industrial Index closed within double digits of 18,000 (at 17,912.62), adding on December 3 yet another ‘record close’ to a long list of record closes in 2014. Weeks earlier, during the National

22

AVBUYER MAGAZINE – January 2015

Business Aviation Association Convention in Orlando voices from both the new and pre-owned aircraft sales segments held remarkably consistent views of the year ahead. These based their outlooks more on current activities in both segments – “It's already improving,” said one. “It's happening now” observed a Southeast broker who was escorting a prospect for an up-close look at a jet, adding “we've had years of improving conditions that did no appreciable good.”

Indeed, economic growth hasn't necessarily worked in the favor of most of the Business Aviation market. Late last year Congress finally renewed

www.AVBUYER.com

Aircraft Index see Page 4

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AIRCRAFT SALES TRENDS T BIZAV INTELLIGENCE

and not just the turbine variety. It's even getting better for the light jet end, while the big business jets are running to keep up with demand.”

An Upward Trend with Many Drivers

bonus depreciation – as Business Aviation manufacturers quietly expected would happen before the close of 2014. But again, Congress approved only a short-term extension. As of January 1, 2015, those tax terms once more went on hiatus, with expectations this year of something longer-term becoming law.

“We keep depending on temporary breaks getting repeatedly renewed and in the meantime, the market moved on without a guarantee of the accelerated depreciation benefit,” noted the Southeast broker.

One observer who caught the drift early is Brian Foley of Brian Foley Associates. Absorbing the mood and the data during the NBAA Convention he noted that business-turbine aircraft sales are less about economic numbers and more about human numbers. “It's about fulfilling the needs of the operator, and those have been increasing with business' improvements. There are signs that the entire spectrum of private aviation is on the brink of growth – Advertising Enquiries see Page 8

“Until the cost of money goes up appreciably, look for pre-owned and new jet sales to keep increasing...”

-East Coast Dealer

Some numbers emerge from the Business Aviation arena that help explain the optimism. Consider the new jet market in the context of today's pre-owned market: • Inventories of pre-owned business-turbine aircraft stand at their lowest percentage since 2008, according to an aggregate look at several sources; • AMSTAT reports that the first nine months of 2014 saw the largest percentage of the active business jet fleet change hands than in any first three quarters during the prior decade; • Utilization increases during 2014 make this the busiest year since 2008; • OEMs are upbeat with most noting growing order backlogs; • New-model development continues unabated.

A Midwest broker we spoke with and who was working at the NBAA Convention in Orlando noted, “Many of the people who buy new will be coming out of a pre-owned aircraft, while others will be sending a late-model jet into the pre-owned market. All the same, with low finance cost and high cash holdings, many pre-owned jets are an attractive alternative to waiting for a new one.”

Another broker who deals on both coasts noted the increasing number of pre-owned jets being imported back into the US from Europe as demand has increased. “Part of shrinkage of pre-owned inventories is because of aircraft exports to the Asian markets,” the broker added. Some observers go so far as to predict the pre-owned inventory shrinking to the point that prices might finally start to appreciate more in line with the residual value of the aircraft.

Regardless, aircraft go where the demand exists, and these days the majority of the demand is from outside of North America. But it's trending back slightly.

Seat Belts Fastened...

“Until the cost of money goes up appreciably, look for pre-owned and new jet sales to keep increasing,” advised an East Coast dealer with an international presence. “More people want to fly more often, and as long as that continues we'll keep moving hardware.”

2014's nine-month flight activity numbers varied with the sources, but growth numbers in the 4-5 percent range according to consensus. Meanwhile, prices of actively ‘For Sale’ pre-owned aircraft remain remarkably stable (flat from 2013 through 2014, was the popular opinion).  www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

23

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BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

“When you look at what's available in the light and medium jet markets - aircraft built in the last 15 years that included the recordlevel boom years – the ‘For Sale’ fleet holds a lot of jets with lots of life left,” the East Coast dealer stressed.

Five-Year PreOwned Preview There’s no question every dealer, broker and new aircraft marketing and sales staffer will tell you something approximately the same: The delivery of a factory new jet usually triggers a ripple that may touch several other aircraft – and lead to multiple transactions down the line.

The OEMs will provide plenty of catalysts and fodder for preowned transactions over the next five years, according to Foley. He and another Business Aviation analysts tried to tally the in-development programs currently in-play with a first-delivery date identified.

According to Foley's count, 18 new and derivative business jet models are due to enter the market between 2014-2019.

“New products act as a sales catalyst, stimulating the market by giving customers a reason to buy,” he noted. “This will keep the pump primed for deliveries to continually increase until the 2019 timeframe,” (at which point Foley expects the next cyclical downturn). Downstream from most of those new deliveries a pre-owned aircraft will enter the ‘For Sale’ fleet (assuming a savvy buyer, broker or dealer doesn’t sew up the aircraft before it hits the public market).

How well that pre-owned market fares during those five years should also track well with new aircraft sales, several brokers note. “Baring something that classifies as a world-changing event we should see the pre-owned market return to a balanced level that keeps pace with new airplane sales,” the Southeast broker outlined.

Predicting when that turn may come is near impossible, he, and several other insiders confess.

“Larger backlogs don't automatically trend to higher deliveries. But if backlogs grow too long, 24

AVBUYER MAGAZINE – January 2015

“The delivery of a factory new jet usually triggers a ripple that may touch several other aircraft – and lead to multiple

sales can suffer.” Of course, when backlogs grow large enough, OEMs increase production rates.

That's where Foley expects this trend to go.

“The industry's improved outlook will manifest itself [in 2015] as markedly higher manufacturer backlogs, increasing book-to-bill ratios and a jump in unit deliveries in double-digit percentages show.”

The Consensus Those same drivers of new airplane sales should continue to ripple through the pre-owned markets with similar benefit - as long as the world avoids an economic cataclysm.

The business aircraft sales market appears ready to merge back into the cruising lane and get back up to speed across the board… “Even in the piston aircraft markets,” Foley said. That means more options for attracting new people to Business Aviation through the Light Business Aircraft that Foley expects to also see better times in the coming years.

“Life is good,” he concluded. Happy New Year! T

transactions down the line.”

www.AVBUYER.com

View the latest prices for jets for sale at

AVBUYER.COM Aircraft Index see Page 4

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2014 Global 6000

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Serial Number: 9583 Asking Price: $52,750,000 Hours: 43 TTAF Landings: 28

Serial Number: 6076 Asking Price: $75,000,000 Hours: 45 TTAF Landings: 19

Serial Number: 20515 Asking Price: $22,750,000 Hours: 20 TTAF Landings: 19

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1995 Falcon 900B

2001 Gulfstream V

Serial Number: 20549 Asking Price: Call For Pricing

Serial Number: 149 Asking Price: $6,995,000 Hours: 5,158 TTAF Landings: 2,615

Serial Number: 642 Asking Price: $12,900,000 Hours: 11,126 TTAF Landings: 4,193

• Professionally Maintained & Operated • Excellent Maintenance Records • Beautiful and Spacious Fifteen (15) Passenger Cabin • TrueNorth Simphone Flight Phone SATCOM Systemy

• Two Owners Since New • FAR Part 91 Professionally Operated and Maintained • Engines enrolled on Rolls Royce Corporate Care, APU enrolled on Honeywell MSP Honeywell Avionics Protection Plan (HAPP)

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2003 Gulfstream G300

2006 Gulfstream G150

Serial Number: 1503 Asking Price: $6,750,000 Hours: 9,643 TTAF Landings: 3,423

Serial Number: 204 Asking Price: $5,700,000 Hours: 2,518 TTAF Landings: 1,267

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• Fresh 8C/96 month inspection complied with at Gulfstream, Dallas, September 2014 • One Operational Owner Since New - Based in Houston, Texas • Gulfstream PlaneParts • Engines + APU on MSP Gold

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Used AC Trends_Layout 1 16/12/2014 11:44 Page 1

BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

Pre-Owned Aircraft Sales Trends Another year has passed and many dealers and lenders spoken with say a recovery has not yet found its way to General Aviation.

Vref’s Fletcher Aldredge begs to differ…

F

irst, we should define what the word ‘recovery’ means. In markets of old, it meant prices were rising so rapidly that one could buy a Bonanza or a Learjet in October, fly it to Grandma’s house for a Holiday feast, then sell it expeditiously — all the while being assured of a decent profit. The very few dealers who are still gutsy enough to inventory airplanes will tell you that owning an airplane and assuming you’ll make a profit can be a scary proposition.

While we may not be in a traditional recovery, it is clear there are bright spots as well as actual upward pressure on some airplanes.

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AVBUYER MAGAZINE – January 2015

Piston Aircraft This segment has shown consistent stability since 2010. We understand that one person’s stability is another’s stagnation. However, while we’ve all been craving for a return to a 2007-like marketplace, a few piston singles have crept up in value. Did you know, for example, in the past couple of years mid1990s vintage A36 Bonanzas have gained more than 5% in value? During the same time period, the average mid-1980s Cessna 182 is up 6%, and the Turbo 210 moved up 8%.

One thing more apparent with each passing quarter is the vast difference between the clean,

www.AVBUYER.com

Aircraft Index see Page 4

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BIZAV INTELLIGENCE T AIRCRAFT SALES TRENDS

updated airplane and its neglected sister-ship. One will have a beautiful Garmin G600 panel and a remanufactured engine while the other seems overdue for an appearance on the Antiques Roadshow.

Aircraft Type

Vref Fast Facts

Later model Premier I

Prices up a lot

Challenger 300

Off again

Challenger 604

Finally stable after a sell-off. Slight upward pressure

Turboprop Aircraft

Global XRS

Good deals – steals – continue to happen

Turboprop prices may have hit bottom years ago.

We still see pockets of ups and downs, but these seem to be based on aircraft condition or shortterm demand, such as government contracts. In a ‘long-range jet world’ some are surprised that decades-old Cessna Conquests, Piper Cheyennes and Twin Commanders continue to enjoy a viable market.

We see a healthy market for corporate turboprops well into the future. Not everyone needs to go 6,000 miles at Mach 0.9. In fact, General Electric Aviation’s Dowty Propellers are paving the way for a new generation of turboprops by exploring the effects among the propeller, nacelle and wing.

As we all know, the propeller never really left General Aviation.

Most CitationJets

Flat or relatively stable

Citation Excel

Tight, with a slight uptick in later models

Citation Encore

Prices up for early models

Citation Sovereign

Improved market. Some upward potential in early models

Falcon 50/50EX

Down again

Falcon 900B/900EX

Off moderately

Gulfstream GIV-SP

More downward pressure from a soft G300/G400 market

Gulfstream GV

Down significantly as activity returns

Gulfstream G450/G550

Continue a slow downtrend

Gulfstream G650

The only aircraft trading at a premium

Hawker 850XP

Prices up again

Learjet 45

Relatively stable

Learjet 60/60XR

Long downtrend continues

Business Jets The jet market continues in contrary ways. We are always careful to point out that overall inventory is down and activity is up. Then why are so many jet prices continuing to fall? The answer most often given is, “Demand is still not strong enough to support a price floor…for some airplanes.”

Obviously, it’s not fair to paint the entire segment with one broad brush. Aircraft with a highly modified avionics suite can bring top dollar. A Gulfstream G550 (and other jets) updated with CPDLC and ADS-B Out, that is U.S. registered and based, yet is ready to fly anywhere, can be worth much more than an adjacent serial number with no engine program and no upgrades.

The jet market was quite a mix this quarter. We are not only flabbergasted by the drubbing large jets continue to take, but delighted that a few, smaller jets actually moved up in value – a little.

And, a few more are reported to have some upward pressure.

SOURCE: Vref

next one should be worth $12m. Buyers rarely seem to have that delusion these days. Now, most brokers are very quick to ascertain a current, realworld value. If the airplane hasn’t sold for that $12m asking price after six months, it might not.

This realization, more than anything, has pulled our industry back from the brink and into its modernday recovery mode.

Furthermore, it tells us our global industry can and will - thrive, no matter what the geopolitical minefield that we call the Global Economy throws our way. Visit www.vrefonline.com T HAWKER 850XP : PRICES UP

2015: A Smarter Marketplace Another plus for aviation, the number of qualified buyers has increased significantly. In the past six years, according to OxFam, and reported in CNN’s Money, the number of billionaires worldwide has doubled. And, it’s no secret that corporate profits have surged.

It should come as no surprise to anyone that we at Vref are bullish on the future of General Aviation, both near-term and long-term. From our vantage point, we have witnessed a successful evolution in aircraft sales. Activity is good and continues to improve, primarily because sellers and brokers continue to get smarter.

Not that long ago, many sellers assumed because the last jet sold a year ago for $12m, the 30

AVBUYER MAGAZINE – January 2015

Find the latest jets for sale at

AVBUYER.COM www.AVBUYER.com

Aircraft Index see Page 4

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BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

Future Residual Values A New Challenge, Acronym & Metric How do you project future residual values when you have more aircraft iterations and brand-new clean-sheet aircraft being built, creating a more frequent new aircraft buying cycle, asks Jay Mesinger.

I

f it were easy, everyone would be doing it! Of course, I refer to the role of the aircraft broker in advising, buying and selling. Well, here we go again: a new challenge, working to predict future residual values at a time in our industry with more impacting factors than ever before… Faster-paced aircraft innovation will drive a more frequent new aircraft buying cycle.

That will mean that more used, but capable aircraft will be flowing into the pre-owned market at a faster pace. Owner’s concerns about how new aircraft in a market affect the value of older versions are not new, they are just going to be a reality we face more frequently than ever before.

I met with an Asset Management Specialist from one of the largest aircraft lending institutions in October. He said the exact same thing a few other Asset Specialists have said to me lately: they are finding it increasingly difficult to establish residual values.

In fact many have simply thrown up their arms and do not even try to set this critical future benchmark. They articulate the same reason: too many new aircraft models and iterations confusing the metrics and evaluation.

The Challenge: With the spread so great between pre-owned prices and new, many buyers have been reluctant to buy new aircraft because without much new innovation over the last ten years, older versions of the same aircraft that are still delivering new provide the same benefit for a lot less money. Many manufacturers have struggled to sell new aircraft against pre-owned options. Many owners have also decided to just invest in their aircraft - upgrading avionics and modernizing with new paint and interior rather than buying new.

The OEMs have, however, worked to solve this problem of longer ownership cycles by creating new aircraft models that offer large enough differences to make buyers realize that their new needs cannot be met by simply modernizing what they have.

These include greater fuel efficiency, improved engine performance, wing development, flight deck performance, and increased cabin environments and management systems. Bombardier’s Global 7000 and 8000; Dassault’s Falcon 5X and 8X; Embraer’s Legacy 450 and 500s; the Gulfstream G500, G600 and G650ER; and others are all raising the bar significantly.

So why the challenge? Because, as new aircraft are designed and delivered, and the pace of innovation of new aircraft increases, we have a universe of potential aircraft options that are very competitive with few mission fulfillment differences, but significantly different price points...

This competitive landscape of aircraft is interconnected. As more new aircraft are released and the older versions enter the pre-owned market with prices that continue to be pushed down, it is challenging to predict where any single aircraft’s future is headed without considering many new and evolving factors.

32

AVBUYER MAGAZINE – January 2015

The Acronym ALM (Aircraft Lifecycle Management): Everyone gets excited when visiting the Manufacturer’s displays at trade show events, but the post-show conversations we have with clients tends to center on “what is my current airplane’s value going to do when this new model comes out?”

It’s a fair question, but one that is hard to determine and should not be answered quickly and without complete industry input.

We must begin a dialog with the key participants of our industry to build what can be a set of guidelines and metrics for this assessment.

• How will manufacturers discuss this with customers?

• How will lenders accept this incredible number of product iterations and begin to build residual value components with renewed confidence?

• How will customers feel about the discussions?

Aircraft may depreciate at a faster rate than they have ever done before. There are only so many buyers in the world and the OEMs are, as they should be, fighting to increase the sale of new aircraft and shorten buying cycles. After all, it is through new aircraft cycles that they will survive and we need the new innovation in the industry. This does, however, increase the flow of pre-owned aircraft in the market and pricing pressure falls from the top of the market down through the smallest and oldest aircraft.

We’ll see newer, bigger, more capable aircraft piling up at various price points throughout the pre-owned market going forward.

Of course, buyers should never buy more than what they need to complete their mission, but the increasing flow of newer, good pre-owned aircraft will continue to confuse the already muddled aircraft markets.

The Metrics: We are having these important discussions with the key industry participants. We’re working to build our internal metrics. And, while the discussion about future projected residual values has always been a part of our discussion, it has started to take a different tone and be based on a different set of metrics.

I do believe that it is not just the new airplanes or the near-new aircraft that will be impacted by the influx of product iterations and developments, it will trickle down to every airplane that is being bought and sold. We as an industry cannot, and will not abandon what is critical to any asset management. Residual Value. But we will need to evaluate a greater set of factors within a new metric. T

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact him at jay@jetsales.com

www.AVBUYER.com

Aircraft Index see Page 4

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Avionics 1_Finance 16/12/2014 15:39 Page 1

FLIGHT DEPARTMENT T AVIONICS

Advent of NextGen: How Did We Get Here?

NextGen will enable more aircraft to fly safely and with more frequency across the world. But from where have the proposed avionics requirements and technologies been developed, asks Brian Wilson.

I

always enjoyed watching World War II movies on TV. Observing an officer barking orders to the radioman during a battle, you’d hear the “whirling” sound as the radioman tuned in the selected frequency (this was due to the beat frequency that is internal to the radio being out of tune with the desired frequency). The louder the sound the more off-frequency it was.

When the two frequencies matched they nulled one another out and signaled to the radioman he could communicate.

Crew members flying during this time period

36

AVBUYER MAGAZINE – January 2015

and many years thereafter undertook the same arduous task when tuning either the High Frequency (HF) radio or the Automatic Direction Finder (ADF). Now with a push of a button or a click of a mouse the pre-programmed frequency is loaded and ready for communication.

Military pilots on low altitude bombing runs once relied on the darkness of the night to be their “stealth” component when bombing bridges.

Lights attached to the outer edges of the wings were angled in-board and downward so that when the two beams of lights converged on the water

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Aircraft Index see Page 4

Avionics 1_Finance 16/12/2014 15:43 Page 2

AVIONICS T FLIGHT DEPARTMENT

closer both laterally and longitudinally; again affected by the alarming increase in demand for transportation by air.

The Advent of FANS

“Now... we are addressing the need to fly closer both laterally and longitudinally; again affected by the alarming increase in demand for into one spot the aircraft was at the proper height and the crew could launch their ordnance. Today the pilot releases a GPS-guided weapon from a safe altitude and never even sees the designated target.

It’s hard to imagine that those well-positioned wingtip lights on WWII bombers were the precedent to the Radio Altimeter (RA) used today on most fixed- and rotary-winged aircraft. Avionics technology has come a long way since then, but our skies have also become increasingly congested.

At one point ground-based radar surveillance could keep ample separation between aircraft, and verbal position reports over oceanic regions sufficed.

Growth among the airlines and business aircraft has increased substantially in the two decades leading up to the second millennial. The prevailing need to fly aircraft closer together resulted in the development and enforcement of Reduced Vertical Separation Minimums (RVSM). Now, almost fifteen (15) years later we are addressing the need to fly Advertising Enquiries see Page 8

transportation by air.”

www.AVBUYER.com

Growth in aviation in the Middle East and Asia – for example - has added many additional dialects creating the potential of voice communication misinterpretations to increase and overload our already-burdened Air Traffic Controllers.

Let us not forget the 1977 runway collision of two Boeing 747s in Tenerife that claimed 583 lives.

While there were many circumstances surrounding this horrific event; the two Boeing crew members and the controller spoke three different native languages. Sweeping changes to how international airlines, their crews and controllers communicated were implemented to avoid ambiguous understandings of colloquial phrases in the future.

To improve aircraft safety and reduce human error the International Civil Aviation Organization (ICAO) formed a committee in the 1980s to study new technical advancements, setting the groundwork for the Future Air Navigation Systems (FANS).

In the early 1990s, Boeing announced a firstgeneration FANS product, known as FANS-1 - and Airbus then launched its own FANS-A, which is why you see the common acronym FANS 1/A used today. This transition from voice communication to digital communication was a milestone that allowed the crew and the controller to “text” pre-set messages back and forth between the aircraft and the ground.

From DR to ADS-B Paris has hosted many early Navigational achievements – among them, on May 21, 1927, Charles Lindbergh landed his Spirit of St. Louis at Le Bourget, completing the first solo trans-Atlantic flight. Mr. Lindbergh relied on Dead Reckoning (DR) as his navigational source on this historical feat.

The formula for DR is Distance = Speed (x) Time, which looks rudimentary until you factor in wind velocity and direction. Aircraft engaged in longrange flying from the 1920s and into the 1970s usually had a navigator on board who tracked the aircraft position and provided data to the crew.

Inertial Navigation Systems (INS) came along, which aided the navigator and in some cases eliminated that crew position where triple redundancy systems were on board.

Even so, inherent drift errors common to the design of this INS technology allowed for deviations of up to two nautical miles (nm) per hour of flight, meaning the system was in tolerance even though the aircraft was 20nm off track on a ten hour flight! This is one of the reasons that aircraft were required to have 60nm of lateral separation when radar was not available.

The introduction of GPS-guided Flight  January 2015 – AVBUYER MAGAZINE

37

Avionics 1_Finance 16/12/2014 15:43 Page 3

FLIGHT DEPARTMENT T AVIONICS

Management Systems (FMS) completely eliminated the need for a navigator onboard the aircraft.

Satellite-Based Augmentation Systems (SBAS) allow GPS receivers to be certified to within 0.01nm with 99.999% reliability. This technology has allowed the Air Traffic System (ATS) to proceed with the reduction of the current 60nm of lateral separation to 30nm.

Mr. Lindberg had plenty of challenges during his momentous flight to Paris, but having to give aircraft position updates or worrying about other aircraft traffic were not among them. Pilots continue to use their HF radios to give positional updates roughly every 30 minutes. Aided by the GPSguided FMS, the waypoint calculations previously defined by the navigator have become a mundane task (although the noisy and intrusive HF communications are archaic at best).

Advancements in Surveillance technology combined with spot-on navigational systems reduce pilot workload. Position reports can now be sent automatically by the FMS at intervals outlined by a “contract” set forth between the controller and the aircraft, thus eliminating the HF communication.

Collision avoidance systems also became a requirement due to the increase in aircraft traffic and the alarming rate of near and actual mid-air collisions. In the middle of the 20th century air traffic controllers utilized the ground-based radar system to track aircraft and provide maneuvering commands when needed. Then, commercial aircraft did not have the benefit of Traffic Collision Avoidance Systems (TCAS) and light business and leisure aircraft where not required to have altitude reporting systems. Public outcry led Congress to act, and with the assistance of the FAA, both TCAS and Mode “C” altitude reporting systems became 38

AVBUYER MAGAZINE – January 2015

“Technology and Aviation will continue to evolve in the future as they have done in the past.”

mandatory requirements. The reduction of mid-air collision occurrences were then superseded by an increase in Control Flight into Terrain (CFIT) accidents. Ground Proximity Warning Systems (GPWS) helped reduce the number, but it wasn’t until GPS terrain mapping was developed and employed that a major impact on the lessening of CFIT mishaps was made.

Today, Enhanced Ground Proximity Warning System (EGPWS) surveillance computers combine accurate GPS position data with terrain mapping to virtually know where the aircraft is in three dimensions geographically, but the implementation of ADS-B will provide the next chapter of safety and surveillance for all levels of aircraft.

Onward to NextGen The continued proliferation of the airlines worldwide and the faster and longer duration of transcontinental business aircraft will continue to fill our skies and overload the Air Traffic System (ATS).

These long-range aircraft will fly over remote regions of the world. We must continue to find safer ways to fly more aircraft closer together, and more efficiently, to reduce fuel burn and lessen carbon emissions into our vulnerable environment.

Technology and Aviation will continue to evolve in the future as they have done in the past, and I am convinced that NextGen will put us on the right track! T

Brian Wilson is the Key Accounts Manager at GoGo Business Aviation.

He also sits on the Board of Directors at AEA. Contact Brian via Bwilson@gogoair.com www.AVBUYER.com

Aircraft Index see Page 4

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Avionics 2_Finance 17/12/2014 11:02 Page 1

FLIGHT DEPARTMENT T AVIONICS

Aviation Mandates: An In Depth Review

OPERATIONAL RADIO STATIONS (AS OF SEPT 2014).

ARE YOU READY FOR ADS-B?

For the next 12 months Ken Elliott will be navigating the complex world of avionic mandates, offering a comprehensive, clear, 360 degree view of NextGen and all that comes with it...

W

hile we will be using the term ‘mandate’ within the following series, the context first needs to be explained. In this series the terms ‘mandates’, ‘requirements’, ‘recommendations’, ‘rules’ or ‘operational guidance’ may be used interchangeably because in reality, they are interpreted much the same by transport authorities.

Mandates from an operator’s perspective are requirements to be complied with in order to complete mission profiles. For a light jet operator domestically-based and flying regionally there will be less compliance needs than for an intercontinental large cabin operator flying across different controlled airspaces.

Even when not mandated to equip, though, an operator desiring additional capability, such as a 42

AVBUYER MAGAZINE – January 2015

Wide Area Augmentation System capable of localizer performance with vertical guidance (WAASLPV) or other forms of enhanced navigation or approach guidance, may consider requirements for planning and budget purposes. Such an upgrade reflects an individual business case for cost efficient operations into terminal areas and airports important to the user of a business aircraft.

Throughout this series, the terms NextGen (US), Single European Skies and its iterations such as SES2+ (EU), and ICAO Global Concept Block will be used interchangeably or as appropriate. Surprisingly, there is a high level of interaction between these three concepts for managing and controlling airspace. In addition, however, special cooperation is required for oceanic airspace, the largest region of all.

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Avionics 2_Finance 17/12/2014 11:03 Page 2

FLIGHT DEPARTMENT T AVIONICS

Table A: Positives vs Pushbacks

Background Aviation mandates are usually provided to improve SAFETY and EFFICIENCY, thereby reducing the chance of miscommunication and confusion while increasing the number of aircraft that can be accommodated at the same time. Core avionic elements of Communication, Navigation and Surveillance are developed and continuously improved to meet increasing demands on airspace and infrastructure. These core elements will be featured throughout the series.

Some mandates impact a limited set of users while others, such as Automatic Dependent Surveillance-Broadcast mode (ADS-B), are universal. Whether universal or not, it should be borne in mind that no mandate is created in a vacuum.

Back in 1935 the Radio Technical Commission for Aeronautics (renamed in the 1990s as simply RTCA) was formed to develop technical standards for avionics equipment. For eight decades the Commission has provided a forum for industry and transport authority collaboration on most new technologies. Standards were painstakingly developed over years of networking between industry competitors and government specialists, creating rewrite after rewrite of technical documents. All this effort flushes out the technical aspects of NextGen airborne technology so that equipment manufacturers and aircraft builders can design requirements into their product. Most of the world today follows RTCA general guideline for technology implementation into aircraft.

Other organizations such as the Society of Automotive Engineers (SAE), Mitre and NASA are also utilized with US NextGen, where tasking by FAA leads to research and development of standards. European agencies also contribute to RTCA activities to augment alignment between US and European standards.

Graphic A: Simplified Mandate Grouping Surveillance

Communication

ATM

Major Positives of Requirements Most users equipped = efficient operations

Major Reasons for Operator Delay or Pushback Reluctance to be first or an early adaptor

Less time and less delay

Equipage costs will reduce over time

Reduction in fuel, energy and cost

We have all the equipment we need!

Less confusion and miscommunication

What is the benefit v cost to us?

Successful completion of trips as planned

The requirement will be delayed or go away

Enhanced safety and tracking

We will qualify for a grandfather clause

Overall continental + oceanic airspace efficiency

We may trade the aircraft before the due date

Worldwide, transport authorities and governmental agencies responsible for airspace management and control are budget-driven, strategizing their operations to limit expenditure on infrastructure and overhead. The more that infrastructure is eliminated from ground installations and moved into the cockpit of operators’ aircraft, the better for governments.

Cockpit-centric technologies are the future direction, so equipage upgrades are here to stay.

To be fair - and as one example - the FAA has most of its 660 planned ADS-B ground stations and 100 of the 230 Air Traffic Control centers ready or operating ADS service (see map on previous page). Furthermore, the FAA has in place 3,498 WAAS-LPV approaches. In some respects (as in this case) the onus is now on operators to equip, train and approve their aircraft and crews for utilizing advanced technology.

Perceived Benefits & Operator Reluctance One of the business cases for NextGen and SES is the need for universal equipage. The more that users are appropriately equipped, the easier it is for national or oceanic airspaces to function in a coordinated and efficient manner. As shown by Table A (above), universal adoption by operators is slow for multiple reasons, including negative experiences with previous mandates.

Furthermore, there is a gap in perspective between commercial, business and light GA users, and differences may widen with military applications and the onset of more unmanned vehicles. Each segment of airspace user has a unique business case for its operations while possibly seeing bigger benefits for other user groups.

There is no ‘one size fits all’, so requirements are clearly written around airspace efficiency, both domestic and international, having equal relevance to any user operating in a designated airspace.

“In some respects (as in this case) the onus is now on operators to equip, train and approve their aircraft and crews for utilizing advanced technology.”

Four Business Aviation User Groups Navigation

44

AVBUYER MAGAZINE – January 2015

Approaches + Low Visibilty Ops

With respect to business aircraft owners and their avionics requirements, there are four categories of user groups, none of which are completely insulated from the need to upgrade in some form or another. When purchasing your next aircraft, www.AVBUYER.com

 Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS

considering its technology status will be an important consideration for you.

• New Aircraft: Either current or future delivery equipped with the latest technology and mostly compliant with NextGen. • Recent Aircraft: Acquired ‘new’ within the last 5-7 years and mostly provisioned for NextGen. • Legacy Aircraft 1: Acquired aftermarket and upgraded along the way. Could be somewhat compliant with NextGen. • Legacy Aircraft 2: Acquired aftermarket, not upgraded, and in need of major modification to comply with NextGen.

A Global View of Mandates Some of the drivers behind current avionic mandates are: • Worldwide increase in airspace users.

• Need for closer 4D separation to efficiently accommodate increased traffic flow.

• Need to save energy and cost, to lower dependency on infrastructure and to improve surveillance.

• Interoperability across multiple time zones within airspace controlled by national agencies.

Table B: Mandate Calendar ADS-B Out Pre-2014 Gulf of Mexico

Hudson Bay FL350400 Australia (part) FL290+ Singapore FL290+

Indonesia FL 209+

Month

2014

2015

2016

2017

2025

FANS 1/A Ph 2C NAT ICAO FL290+

Data Recording (CVR) EU

January

2020

ADS-B Out N. Am Airspace

January

February

VDL Mode 2 – EU FL285

February

FANS 1/A Ph 2a NAT OTS FL350390

February

MNPS Change to RNP RNP 10+4 N Atlantic

February (some EU countries unready)

PM-CPDLC (Link 200+)

March

VHF 8.33 std All EU ECAC

ADS-B Out Perth, Aus IFR

ADS-B Out Australia All IFR

All A/C RNP RNP 10+4 N. Atlantic

These drivers create a need for change in airspace ADS-B Out ADS-B Out user performance, requiring equipment changes Europe Europe June (New (Retrofit technically defined by RTCA and others. Equipment Aircraft) Aircraft) and aircraft builders worldwide adopt these new PM-CPDLC standards, allowing operators to function and air (Link 200+) December Legacy traffic controllers to automatically monitor and guide Aircraft traffic flow globally.

TCAS II v HUDs 10% FANS 1/A HUDs 50% HUDs 100% ADS-B Out 7.1 of Fleet Ph 2b NAT of Fleet of Fleet Europeans have led the way on certain operational December Hong Kong EU CofA pre China ICAO China China FL290 mandates, especially where high density airspace March 2012 Commercial FL350-390 Commercial Commercial demands it. However, they tend to give way on Expect ATN Expect Expect HUDSubject to B2 US SMGCS EVS implementation dates as member nations align to Change mandate mandate Business implementation readiness. Meanwhile, ICAO timeline timeline A/C China cautiously follows the lead of US and European Note: Mandate Calendar current as of December 2014 –future requirements of US guidance. Occasionally individual nations, like FANS, Advanced Surface Movement Guidance & Control Systems (A-SMGCS), Australia, take a lead on mandates as demonstrated Heads Up Displays (HUDs) and possibly greater recording and tracking of aircraft. recently by their local ADS-B Out implementation.

At risk of oversimplification, current known mandates can be the more aged aircraft are likely to require significant regrouped as shown in Graphic A (previous page), with Air Traffic equipage if they are to be eligible for operation in airspace Management (ATM) facilities being the terrestrial component. redesigned around advanced technology.

Approaches and Low Visibility Ops are user-elective yet are NextGen is focused on the integration of airspace and its moving into mainstream requirements as their role in providing users, via the automation and streamlining of navigation, benefits becomes clearer. communication and surveillance with an ability for both the Within each technology group noted in the Graphic (yet pilot and controller to detect and avoid other aircraft at all applicable across more than one group), are the familiar terms times. We hope you will enjoy and benefit from the series of ADS-B, Performance Based Navigation (PBN) and elements running throughout 2015. T of Future Air Navigation Systems (FANS—FANS 1 developed

by Boeing, FANS A developed by Airbus and the amalgam of both, known as FANS 1/A). These technical terms apply to capabilities added to existing equipment-based technologies Ken Elliott is Technical Director, such as Transponders, Flight Management Systems (FMS), VHF Avionics at Jetcraft. He also works radios and Satcom. For low visbility operations the less wellwithin the NextGen Advisory known technology of Enhanced Flight Vision is introduced, Council sub-committee. Contact along with ATM and FMS via high integrity GPS used for Ken via kenelliott@jetcraft.com or approaches, completing PBN to touchdown. www.jetcraft.com While newer aircraft may escape with minor service bulletins, 46

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS

NextGen Upgrade Strategies: The Where, When, How & Why Today operators face equipment mandates throughout the globe, notes Dave Higdon. As varying airworthiness and air traffic authorities improve their systems, how and when do you plan to comply‌?

D

espite some popular political chatter about unilateral action, ICAO, an arm of the United Nations, makes decisions responding to the consensus of its nearly 200 member states in their effort to ensure safe, orderly air travel within an international system with some common bases. But single

52

AVBUYER MAGAZINE – January 2015

member states ultimately set their own rules, so deadlines for deploying various technological advances vary from country-to-country.

Nevertheless, while individual nations set the rules for their domestic airspace, operators are typically bound by the rules of the nations they visit. So the lack of a mandate in a home nation

www.AVBUYER.com

Aircraft Index see Page 4

Avionics 3_Finance 17/12/2014 16:11 Page 2

AVIONICS T FLIGHT DEPARTMENT

operator from crossing the North Atlantic altogether. It does, however, leave unequipped aircraft unable to access the most efficient tracks with the reduced separation (similar to the altitude restrictions imposed on US operators who fail to meet RVSM standards). EASA’s FANS mandates will not impact operators who won't be crossing the Atlantic in the course of their operations (at least in the foreseeable future).

The same cannot be said for Automatic Dependent Surveillance-Broadcast (ADS-B).

The majority of the world's business aircraft face a future in which air traffic authorities require ADS-B to access most airspace. ADS-B is the future of airtraffic surveillance and is already required in much of the world, even though the FAA gives aircraft owners until 2020 to comply.

Automatic Dependent Surveillance—Contract mode (ADS-C) meanwhile provides precision position reports using an approved reference technology – WAAS GPS is the most common – that reports to ATC via an Inmarsat or Iridium satellite link. Like ADS-B, it requires virtually no human interaction once powered-up.

“...operators should

Position Reference and More

won’t relieve an operator from fulfilling a mandate if it applies in a destination country.

The Line-up Two years ago the European Aviation Safety Authority (EASA) began requiring use of a Future Air Navigation System (FANS 1/A) of some form for air traffic using the North Atlantic Track System (NATS). The airspace impacted expanded last year, and extends to most of the North Atlantic this year.

For the commercial traffic among the approximately 1,500 aircraft using that airspace each day, FANS 1/A is old hat (the advent of Extended range Twin Operations—ETOPS— helped encourage its adoption long before the EASA requirement kicked in). It’s somewhat newer to business aircraft operators, however.

Unlike EASA, the FAA has no mandate in place for FANS; but US operators who regularly cross the Atlantic will ultimately face the issue of equipping.

Failure to equip with FANS 1/A doesn't lock out an Advertising Enquiries see Page 8

determine

The Technical Service Order (TSO) that makes a position source legible for use in most of these cases is the FAA's TSO-C 166b and its international counterparts. US operators that never fly above FL180 have a second option under TSO-C 154c.

The system used most commonly in Europe and North America is a TSO-C 166b-compatible WAAS GPS, which provides position data accurate enough to support precision instrument approaches. For operators with the need for precision position data under multiple mandates, installing WAAS GPS is a first priority.

While many modern business turbine aircraft sport Flight Management Systems with GPS (even WAAS GPS), given advances in the TSO operators should determine whether their current FMS fulfills the requirements for the systems planned. If not, an upgrade is needed; how and what will vary with the equipment already installed – and future plans.

For aircraft lacking such modern navigation equipment, it may be a good time to examine the aircraft, its panel and your future plans.

whether their current FMS fulfils the requirement for the systems planned...”

Next Priorities Avionics shops counsel owners and operators to weigh their plans for the company airplane: whether it will remain as is, get upgraded, or be traded - and at what point. Most will advise against sinking funds into an airplane that won't be kept long enough to be impacted by a mandate, or one nearing the end of its useful life.

For some owners, complying with mandates may require more than the installation of equipment. For example, there are issues of crew training to be considered. Furthermore, if the www.AVBUYER.com

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airplane regularly ventures beyond US borders, assuring its legality in those foreign destinations should be paramount (as mentioned above, FANS 1/A has little importance to an operator that never flies the Atlantic, although the Controller/Pilot DataLink Communications (CPDLC) hardware required for FANS 1/A may be desirable due to expected mandates in Europe).

When and How? Where, exactly, an aircraft receives upgrades to help it meet various mandates is one of those choices best made after consulting with various shops about needs, costs and schedules. Timing the work to coincide with other major maintenance needs offers an opportunity to save both time and money, according to various shops and the Aircraft Electronics Association.

A business turbine aircraft due for expended downtime should be examined in light of the pending mandates the operator must meet. Even if the mandate itself is years out – such as the 2020 deadline for ADS-B Out in US airspace – installing the needed systems during other maintenance obviates the need for more aircraft downtime.

Are you thinking of converting that analog panel to glass? What better time to make the needed updates for looming mandates? Is the airplane going in for new interior or engine work? You would be wise to also consider what work could be undertaken to meet mandates that will ultimately impact your flight operations.

The Do-Nothing Option Of course, operators may choose to procrastinate – and face the prospect of frustrations, worry and a lengthy delay as they wait for overbooked shops to find a vacant slot to take the aircraft in and undertake the necessary work. Some operators may opt to ignore most of these mandates altogether. But there will be consequences!

As noted before, NATS users face the loss of the most-efficient, most-favorable crossing tracks if they fail to comply with the FANS 1/A requirement of EASA. The costs come in the form of longer legs that consume more fuel and flight time.

Ignoring the ADS-B Out mandate in the US, meanwhile, essentially locks operators out of airspace in which Mode C transponders are now required. Even the business pilots of highperformance piston aircraft want access to airspace higher than that available in most of the country without ADS-B Out. And if those aircraft need access to airports in today's Bravo and Charlie airspace, ADS-B Out is the answer.

The Clock is Ticking...

Consult with aviation professionals on need and timing; finance resources on costs; tax expert on 54

AVBUYER MAGAZINE – January 2015

making the most of the upgrade work; then, pick the shop you’re most comfortable using (preferably one that knows your aircraft and its panel, see our MRO guide overleaf). Start planning now!

And remember, it’s better to take advantage of benefits beyond meeting some regulatory deadline. In the US alone, using a navigation WAAS GPS to comply with ADS-B Out opens up about 3,500 runway ends to precision approaches unavailable via an ILS. And eventually operators will want to access the approaches available only to aircraft that can meet Required Navigational Performance (RNP) standards.

Better tracking, improved pilot/controller communications and a safer, more-efficient ATC environment holds benefits for both those making the mandates and those who meet the requirements. T

MRO Aircraft & Avionics Capabilities Tables Embraer Phenom To view our non-exclusive MRO 100/300 Aircraft and Avionics reference guide as prepared Ken Elliott, see overleaf.

Embraer Legacy by Jetcraft’s 450/500/600/650 Embraer Lineage Cessna A I R C R AJet F T Light OEM GROUPS Cessna Jet Medium Embraer Phenom Gulfstream Medium Embraer Legacy Gulfstream Large Embraer Lineage Dassault Medium Cessna Jet Light Dassault Large Cessna Jet Medium BombardierMedium Medium Gulfstream BombardierLarge Large Gulfstream Bombardier Learjet Dassault Medium Hawker Series Dassault Large Beechjet Bombardier Medium Astra, Galaxy, Westwind Bombardier Large Airbus ACJ Learjet Bombardier Boeing BBJ Hawker Series Beechjet Astra, Galaxy, Westwind Airbus ACJ Boeing BBJ AVIONICS OEM Rockwell Collins Honeywell Garmin Universal GoGo (Aircell) Rockwell Collins ICG Honeywell FreeFlight Garmin L3 including ACSS Universal Satcom Direct GoGo (Aircell) ICG FreeFlight L3 including ACSS www.AVBUYER.com Satcom Direct

All T Y PCJs ES Citation X/Sovereign 100/300 G100/150/200/280 450/500/600/650 GII through G650 Falcon All CJs 10/20/50/200 Series Falcon 900/2000 Series & 7X Citation X/Sovereign Challengers G100/150/200/280 Globals GII through G650 All Learjet Models Falcon 10/20/50/200 Series All Hawker Models Series & 7X Falcon 900/2000 All Variations Challengers All Variations Globals All Learjet Variations All Models All Hawker Variations All Models All Variations All Variations All Variations All Variations

TYPE OF AVIONICS (Mandates) All All All Datacom, ADS-B, PBN Datacom All Datacom All ADS-B All All Datacom, ADS-B, PBN Service Provider Datacom Datacom ADS-B All Service Provider

Aircraft Index see Page 4

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Avionics 3_Finance 17/12/2014 16:12 Page 4

FLIGHT DEPARTMENT T AVIONICS

MRO Aircraft & Avionics Capabilities Tables

ABC Comple ons Abelag Technics Abelag Technics ABS Jets Aero Dienst AES Air Service AMAC Aerospace Astronic Industria Australia Avionics Avionicare Avionics Services Avjet Banyan Air Service Bizjet Bombardier (YUL) BAS Service Centers Capital Avia on Capital Avia on Inst. Av. Carpenter-Momentum CE Avionics Constant Avia on Chicago Jet Group Cessna Cita on Cessna Cit. Serv. Centers Dassault Aircra Serv.

Dassault Service Drabpol Duncan Avia!on Duncan Avia!on Ellio" Avia!on Embraer Epps Avia!on Execujet Maintenance Field Avia!on FieldTech Flightstar Flying Colours Gate V GDC Technics Greenpoint Gulfstream Gulfstream Gulfstream Serv. Centers Gulfstream Serv. Center Haggan Avia!on Harrods Avia!on Hawker Beech Hawker Pacific

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Mobile CA EBAW EBBR EBKT LKPR EDDN WSSS LFSB LFSB SBGL YBCS EGMC SBSP KBUR KFXE KTUL KYUL Worldwide KPWA KMNZ KMQY KSFB KCLE KBHM KARR KICT Worldwide KLIT Worldwide EPMO KLNK KBTL 16 US Loc's KMLI Worldwide KPDK Worldwide KYYZ KFTW KCMI CYPQ KSUS LOWW KSAN KDTO KSAV KBQK Worldwide KWPB KAPA EGGW KICT KIND Worldwide

AVBUYER MAGAZINE – January 2015

X X

X

X

X X X X X X X X X Avionics & Instruments X X X X X X X X Avionics & Instruments Avionics & Instruments Avionics & Instruments Avionics & Instruments X X X X X X X X X X X X X X X Avionics & Instruments Avionics & Instruments Avionics & Instruments

X

X X X X X X

X X X X Avionics & Instruments X X X X X X X X Avionics & Instruments X X X X X X X X X X X X X X X Speciality work Avionics & Instruments X X X X X X C X X X X X X X X X X X X

X X X

X X X

X X X X X X X X X X X

X X X X X X X X

X X

X X X X X X X X X X X X

X

X X X X X X X X X X X X X X X X X X X X X www.AVBUYER.com

X X X X X X X

X

Satcom Direct X

X X X

X X X X X

X X X

Rockwell Collins Honeywell Garmin Universal GoGo (Aircell)

LOC 1 LOC 2

AVIONICS

Gulfstream Medium Gulfstream Large Bombardier Medium Bombardier Large Bombardier Learjet Dassault Medium Dassault Large Embraer Phenom Embraer Legacy Embraer Lineage Cessna Light Cessna Medium Hawkers Beechjet/Nextant Astra, Galaxy, WW CRJ BBJ ACJ

MRO

AIRCRAFT

ICG FreeFlight L3 ACASS

A thru h

X

X

X X X X X X X X X X X X

X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X

X X

X X

X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

Aircraft Index see Page 4

Avionics 3_Finance 17/12/2014 16:13 Page 5

AVIONICS T FLIGHT DEPARTMENT

X X X X X X X X X X X X X X X X X X X X X X X X X X Avionics & Instruments X X X X X X X X X X X X X X Avionics & Instruments Avionics & Instruments X X X X Avionics & Instruments

X X X

X X X X X X X

X X X X X X X

X X X X X

X X X X X X X

X X X X

X X X X X

X X X

X X X

X X X X X X X Avionics & Instruments X X X X X X

X

X X X X X X X X

X

X X X X X X X

X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X

X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X

X X X X X X X X X X X X

X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X X

X

X X X X X

X X X X

X X

X X X X X X X X X X X

X X X X X X X X X X X X

Satcom Direct

LFSB LSGG KCPS KBED KTEB WSSL SBGL KGSO KINT KSDL Worldwide EGSC KGRR CYYZ VYYY FALA SBGR KCGF KPTK KOXC KRSW KMHT KMEZ EDMO LSGG LSZA LSZB Worldwide CYYZ CYYC KDAL KSPI KAGS KLAX KIAH KSFB KGYH KBJC KBNA KGSP KDAY LSGG ZSAM SBJD KPDK KTOL KFXE KBOI KALN KGJT

ICG FreeFlight L3 ACASS

LOC 1 LOC 2

Jet Avia on Jet Avia on Jet Avia on Jet Avia on Jet Avionics Landmark Avia on Landmark Avia on Landmark Avia on Lu!hansa Technik Marshalls Mayday Avionics Mid Canada Mod Center Mjets Na onal Airways Corp Navy Aerospace Nextant Aerospace Pentastar Private Sky Pro Star Avia on Rose Aircra!

RUAG RUAG Scandinavian Avionics Skyservice Standard Aero Associated Standard Aero Standard Aero Starport Stevens Avia on Stevens Avia on Stevens Avia on TAG Avia on Taikoo Aircra! Services TAM The Maintenance Group Toledo Jet Center Western Aircra!

West Star Avia on

Rockwell Collins Honeywell Garmin Universal GoGo (Aircell)

MRO

AVIONICS

BBJ ACJ

AIRCRAFT Gulfstream Medium Gulfstream Large Bombardier Medium Bombardier Large Bombardier Learjet Dassault Medium Dassault Large Embraer Phenom Embraer Legacy Embraer Lineage Cessna Light Cessna Medium Hawkers Beechjet/Nextant Astra, Galaxy, WW CRJ

J thru w

X X X X X X X X X X X X

X X

X X X X X X X X X X X X X X X X X X X X X X

X X X X X

X X X X X X X

X X X X X X

X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X

X X X X X X X X X X X X X X X X

This is a non-exclusive list of primary business jet Maintenance Repair Organizations and Avionics facilities worldwide, focusing on those facilities that are capable of supporting business jet upgrades and completions applicable to avionics mandates for communication, navigation and surveillance. Where known, aircraft types serviced by the MROs are included. Avionics facilities that are not primarily MROs are shown as ‘Avionics & Instruments’. These facilities indicate their ability and approval to work on business jets and where known, their avionics capability is listed. T

Advertising Enquiries see Page 8

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FD M 1_Finance 16/12/2014 12:11 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Aviation Services: Are you Aiming Too Low? As a leader, one of your most important responsibilities is to set lofty expectations, notes Pete Agur. Are the goals high enough for the value your Business Aviation services can create for your employer?

I

f you aim low enough you are not likely to be disappointed. It is surprising how many leaders unintentionally set their sights too low for their Business Aviation services. How do you know that you are not one of them? Here are a few questions to test whether your corporation is getting the greatest value from its aviation services: 1. Have you explicitly shared with others in the aviation department and the corporation as a whole why your firm has Business Aviation services? If not, how can staff clearly focus on, and emphasize delivering the right stuff in the right ways? If you simply tell the personnel with-

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in your department what to do (when and where the passengers want to go, for example) how can your aviation professionals offer alternatives and suggestions that enhance the impact of your company’s efforts? Staff solutions can be as simple as reducing your door-to-door travel time by selecting airports that shorten driving time or avoid detectable surface traffic delays.

2. Do you, the aviation manager, report to a Csuite executive? If not, it is harder for you to be in touch with the strategic direction of the company. Most companies continuously adapt their

www.AVBUYER.com

Aircraft Index see Page 4

FD M 1_Finance 17/12/2014 12:26 Page 2

MANAGEMENT T FLIGHT DEPARTMENT

strategies to take advantage of market shifts and opportunities. The airport is naturally isolated from the pulse of the business. Having the aviation manager reporting to a senior executive helps to close that gap, allowing aviation services to adjust their offering more proactively. For instance, it can take weeks to prepare for and set up the logistics for a trip into third world countries where large market opportunities are greatest. This task can be done discretely and effectively, given some lead-time. Alternatively, imagine the company inaugurates a cost management initiative involving transportation and logistics. Allowing the aviation department to become a leading participant can greatly reduce the political pressure that invariably comes from more operationally-focused sources.

3. Is it obvious that aviation services are dramatically impacting the success of the enterprise?

Are aviation services instrumental in stretching the reach of key executives, capturing new markets, seizing spontaneous opportunities, connecting intimately with valued customers (old and new), responding to critical threats, etc.? Those strategic trips more than pay for the investment in aviation assets. Be sure that aviation services receive the credit they are due for these successes. Your audience can be other department heads within the corporation; C-suite executives; or employees companywide, depending on your company’s culture and the situation. You are likely to need such goodwill when your firm’s use of Business Aviation is challenged.

Conversely, don’t impede the aviation department’s ability to create leveraged impact by ask ing your staff to operationally do more with less.

Business Aviation is a strategic business unit.

The net benefit of cutting into the meat of their activities can easily be a negative return.

4. Are employees getting the most out of their travel time? Their hundreds of hours en route is the last major opportunity to improve key travelers’ productivity. Many companies are taking advantage of better and cheaper connectivity on-board business aircraft. You can do more than that, though. Some companies are adding an executive assistant to the passenger mix to assist executives to achieve more while travelling. Others are conducting trip-independent meetings in-flight. I meet with time-stressed leaders in the back of their aircraft. When we land I simply catch a flight home.

YOUR SERVICES SHOULD PRESENT PLENTIFUL OPPORTUNITIES TO THE CORPORATION

A Core Part of the Company?

“If your primary aim for aviation services is ‘each departure should end in a safe landing’, you are shooting far too low.”

5. Are you and your aviation professionals able to support other parts of the company? Does the department play a lead role in the selection of charter services for the entire company? Remote managers without aviation knowledge often Advertising Enquiries see Page 8

assume the FAA assures that any charter company is safe, so they buy charter flights based on price. The results can be ugly. The US charter industry has an accident rate 4-5 times that of an internal aviation department. Some charter companies are very good. Some are not. You should be in a position to help the company choose wisely.

An easy test to determine how well your aviation services are strategically integrated is to ask the department’s members what business are they in. If they say “aviation” or “safe transportation” they are focused on playing at the airport rather than being a key part of the core company. That parochial perspective constricts their ability to contribute more effectively to the value they can create for the entire enterprise. Even if you seek a low public profile, the aviation department needs to be included in the corporate brand.

These are only a few of the areas in which aviation services can do more with what you already have. If your primary aim for aviation services is “each departure should end in a safe landing”, you are shooting far too low. Next month we will focus on ‘standards’. T

Peter Agur Jr. is managing director and founder of The VanAllen Group. He is an NBAA Certified Aviation Manager. Contact him via www.VanAllen.com. www.AVBUYER.com

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PHOTO COURTSEY OF NBAA

FD M 2_Finance 16/12/2014 12:16 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Certified Aviation Manager: What is it, and Why’s it Valuable?

Gone are the days when individuals were selected to run company flight departments because they were the firm’s best pilot, notes Jack Olcott. Even for small corporations, Business Aviation is woven into the fabric of the enterprise.

A

s such, the aviation unit benefits from personnel who are educated and experienced in their trade of managing a firm’s need for on-demand transportation by air. Throughout the nearly 70 years following its founding in 1947, the National Business Aviation Association (nee’ National Business Aircraft Association and before that Corporate Aircraft Owners Association) has been true to its Mission of fostering an environment that allows Business Aviation to thrive in the USA and around the world.

Leaders within NBAA have consistently supported the premise that relevant knowledge and skill in the management and operation of business aircraft are

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core values in achieving greater acceptance for Business Aviation as well as enhancing productivity from this unique form of transportation.

The Association’s first full-time president, John Winant, launched a series of educational seminars in conjunction with a leading aviation magazine in the 1980s. His successor, Jonathan Howe, encouraged the Association’s Board of Directors to formalize an in-house educational program that eventually became, in 1998, NBAA’s Professional Development Program (PDP), an organized means for advancing the knowledge of aviation managers and those professionals who aspire to hold managerial positions within flight departments.

www.AVBUYER.com

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Aircraft Index see Page 4

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FLIGHT DEPARTMENT T MANAGEMENT

The Association also has a long history supporting the good work of universities, colleges and technical schools with curricula designed to prepare an individual for a career in aviation management.

Professional Recognition Unlike other professions such as accountants, city planners, medical personnel or engineers, Business Aviation did not have a formal program of accreditation for individuals who pursued a career associated with business aircraft. Thus the Association launched its Certified Aviation Manager (CAM) program in 2001 specifically to honor individuals who acquired the knowledge and practical experience that uniquely qualified them for management within flight departments, as determined by a committee of their peers. The first test for achieving CAM designation from NBAA was conducted at the Association’s Annual Meeting and Convention in 2003.

Based upon education such as provided through PDP and academe, it was possible to specify a grid of knowledge and experience that prepares an individual to achieve CAM recognition as a qualified professional in aviation management. Certification, however, requires a process that is structured and administered by one or more national boards.

To complete the process for achieving accreditation, NBAA’s CAM Governing Board created and submitted more than 700 pages of supporting documentation to meet the accrediting community’s standards. NBAA applied to the Institute for Credentialing Excellence (ICE), a body within the National Organization for Competency Assurance (NOCA), to have its CAM program accredited. Two years later, in 2013, NBAA’s Certified Aviation Manager program received the distinction of being the first accredited program in Business Aviation.

Steps to be a CAM NBAA’s website (nbaa.org/cam) contains documents that fully describe the Association program for becoming a Certified Aviation Manager. Start with the CAM Candidate Information Handbook, which describes the process completely in terms that are easily followed.

To sit for the exam, which is computer-based and administered under contract by an external testing company, an applicant must have education, experience and licensing that is valued by NBAA’s CAM Governing Board to be equal to 100 eligibility points. Formal education can account for up to 45 points (e.g., an Aviation Trade School program amasses 15 points while a Master’s Degree accounts for 45 points); licensing and pilot certification can total 30 points; continuing education such as courses within NBAA’s Professional Development Program can total a maximum of 45 points; and years of employment in Business Aviation are valued up to 90 points. Thus the professional aviator should have little difficulty demonstrating the 100 eligibility points required.

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Two letters of recommendation and a check for $100.00 (non-NBAA Members $125.00) must accompany the candidate’s completed application, which is reviewed by NBAA’s CAM Program Administrative Director. If the applicant’s request is approved, a fee of $975.00 (non-NBAA Members $1,250) is required to sit for the test. A CAM Study Guide can be obtained for $150.00 (non-NBAA Members $200.00). Up to three retests are included in the application fee - although approximately 78 percent of applicants pass on their first try.

Credentialing is based upon the satisfactory completion of 175 multiple choice questions that must be completed within 3.5 hours (the passing grade is approximately 70 percent depending when the exam is taken).

Valuable Credential Being designated a Certified Aviation Manager is a worthy accomplishment that places aviation professionals with the ranks of others who have achieved recognition within their career fields. Designed more for the aspiring manager rather than someone who has achieved his or her goal of running a flight department, CAM certification distinguishes the holder as a person committed to excellence and professional progress within the field of Business Aviation.

As we see more employers stating preference for CAM holders, NBAA’s first-of-its-kind certification program is gaining respect within the Business Aviation community and among those who seek a rewarding career with this important form of transportation. T www.AVBUYER.com

“NBAA’s Certified Aviation Manager program received the distinction of being the first accredited program in Business Aviation.”

Aircraft Index see Page 4

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Safety 1_Finance 17/12/2014 11:24 Page 1

FLIGHT DEPARTMENT T SAFETY

Complacency: The Silent Killer Complacency is a silent killer. In the Flight Department, routine operational procedures can be taken for granted and short-cuts may lead to unacceptable risks. So what causes complacency and how can it be counteracted, asks Mario Pierobon.

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www.AVBUYER.com

Aircraft Index see Page 4

Safety 1_Finance 17/12/2014 11:25 Page 2

SAFETY T FLIGHT DEPARTMENT

W

ithin aviation safety management, the causes of ‘complacency’ are not always clear. Complacency can often be equated to ‘overconfidence’ or ‘lack of situational awareness’. Nevertheless, there is a common contributing thread: aviators can become complacent when they lose a healthy sense of respect—better yet, let’s call it fear—toward their routine operations.

Fear often carries negative connotations, but rarely is it equated with the protective values it can foster - namely an internal response that triggers a natural instinct to protect oneself. As long as fear remains at a healthy level within an aviator, it can be harnessed for the purpose of taking due care within routine operations.

Make no mistake: complacency is ever present, and systems need to be in place to guard against the subtle dangers it presents. So how should Flight Department Managers seek to guard against complacency in their own operations?

Preventative Measures Complacency prevention is an inherently difficult task. Those who are complacent are generally unaware of being so. Nevertheless, over the past three decades many segments of the aviation industry have become more familiar with the concepts and precepts of human factors.

The basic training curricula on human factors in aviation is modelled around the so-called ‘dirty dozen’, a list of recurrent issues that impair human performance in the work place, as originally compiled by Transport Canada. ‘Complacency’ features prominently, so aviation professionals should already be informed of its existence, and be guarded against its negative effects.

In order to remain alert to the possibility of complacent operating behaviours, it’s important that personnel performing functions - especially simple, routine tasks, or when fatigued – learn to maintain an optimum level of diligence; for example, the appropriate mind set should be expecting to find a fault.

Following written instructions and adhering to procedures can provide suitable stimuli. In addition, optimized time management on long flight segments (when alertness tends to be lower and complacency higher) can be achieved by using ‘empty’ time slots to review technical and operational documentation, including recent revisions in order to stay current. These additional stimuli will help to manage time efficiently and prevent complacency by keeping focus sharp.

Remember: To prevent complacency means to maintain a healthy fear about the things that could potentially go wrong. Complacency comes from a lack of reinforcement. It starts small but grows to a potentially life-threatening measure. Although we do not need to become obsessed with ‘Murphy’s Law’, we should always be vigilant, and recognise warning signs that things could go wrong if strict procedure is not followed.

Advertising Enquiries see Page 8

Recognizing Complacency Preventative measures – whether through training or incorporating appropriate stimuli when operating in conditions that are prone to complacent behaviour – should be accompanied by training on ‘complacency’ recognition (e.g., learning to spot the warning signs).

One such sign is a sense of excessive ease on the flight-deck: is the flight crew reclining, absorbed with the cloud formations or star constellations outside the cockpit window, or are they alert - fully focussed on their situation?

If a single pilot or a crew realizes they have been guilty of complacency and inadvertently lower their vigilance, it is advisable that the crew re-sharpen their focus on their flying duties rather than simply enjoying the beauty of flight.

Pilots should always be examining “what if” situations. Keep in mind the adage, “know what you have to do before you have to do it”. For single pilot operations, it is highly recommended to mentally revise emergency procedures, regularly. If in a multi-crew operation the pilot-in-command should require the crew to review emergency procedures together. This should include covering engine loss scenarios; loss of pressurisation; electrical failures, etc.

Managing Complacency-Aware Organizations The operation may have an exemplary safety record, but it takes only one moment of gross complacency to blot that clean record forever. Complacency prevention and recognition is not the task of one individual, and it does not only affect pilots. Aircraft maintenance is also subject to complacency. Aircraft maintenance technicians can perform many shortcuts in their duties, too, deviating from standard/approved operating procedures. If these transgressions or omissions go unnoticed, they can develop into serious breaches of safety. So the above considerations on identifying and preventing complacency are equally applicable to technicians.

Business aircraft operators and organizations should guard against slipping into complacency in their practices - from airworthiness management tasks, to maintenance, to flying.

Additional strategies to prevent complacency include: • Avoid working from memory; • Never assume that something is OK without a thorough check; • Sign-off work only after ascertaining that it has been completed.

From an organizational perspective, management can exercise additional complacency countermeasures by emphasising teamwork and encouraging mutual cross-checking during operations. These mechanisms will also provide adequate stimuli when fatigue might be a factor. T www.AVBUYER.com

Mario Pierobon works as a Safety Management Consultant and Content Producer. He is currently involved in a major airside safety research project at Cranfield University in the UK. Contact him via marioprbn@gmail.com

January 2015 – AVBUYER MAGAZINE

67

Safety 2_Finance 17/12/2014 15:09 Page 1

FLIGHT DEPARTMENT T SAFETY

Complacency: A Subtle and Constant Concern Aviation in itself is not inherently dangerous. But to an even greater degree than the sea, it is terribly unforgiving of any carelessness, incapacity or neglect – Anonymous.

W

eather at the departure airport that fateful February morning was good: visibility 10 miles, skies clear, winds calm. The captain of the Challenger 600 was experienced, with over 16,000 total flight hours and nearly 3,400 hours in type. Yet what was anticipated to be a routine charter from Teterboro Airport (KTEB), near New York City, to Chicago Midway (KMDW) with eight passengers ended in a rejected takeoff at excessive speed, a demolished aircraft and extensive injuries as the CL600 overran KTEB’s Runway 06, careened through the airport’s perimeter fence and across a busy highway, slamming into the loading ramp of a nearby warehouse.

The cockpit crew as well as two occupants of a car struck by the Challenger were seriously hurt.

All eight passengers plus a cabin attendant and a warehouse worker received minor injuries.

The crew arrived at KTEB about 0520 to conduct pre-flight duties and oversee FBO personnel as they fulfilled the pilots’ written order to “top off” all tanks on the Challenger, thereby bringing the aircraft’s fuel load to approximately 16,634 pounds and its calculated takeoff weight to 41,320 pounds (about 70 pounds above the allowable takeoff limit, but not dangerously excessive considering the performance capabilities of the Challenger on a cold winter day). Passengers were boarded by 0705 and the aircraft taxied toward Runway 06.

Takeoff clearance was issued at 0717, power levers were advanced and the aircraft accelerated quickly through its takeoff decision speed (V1 was 127 knots), and within the blink of an eye through its rotation speed, Vr, of about 135 knots. With both hands on the yoke, the captain applied back pressure to achieve the takeoff attitude, but the aircraft’s nose wheel did not lift off the runway. Rather, the aircraft continued to accelerate through 160 knots without achieving its takeoff attitude.

At that point, estimated to be roughly five seconds after accelerating through Vr and with about 68

AVBUYER MAGAZINE – January 2015

2,100 feet of runway remaining, the captain aborted the takeoff, reversed thrust, applied maximum braking and deployed spoilers. The NTSB estimated that the Challenger ran off the departure end of KTEB’s Runway 06 at about 110 knots and was travelling 85 knots shortly before striking the warehouse loading ramp.

“Why, we need to ask ourselves, would an experienced captain fail to determine balance prior to this charter flight?”

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Probable Cause As stated in its Accident Report issued October 31, 2006, “The National Transportation Safety Board determines that the probable cause of the accident was the pilots’ failure to ensure the airplane was loaded within the weight-and-balance limits and their attempt to take off with the center of gravity [cg] well forward of its forward takeoff limit, which prevented the airplane from rotating at the intended rotation speed.”

Why, we need to ask ourselves, would an experienced captain fail to determine balance prior to this charter flight, a procedure required by the FARs and demanded by safe practices? The crew calculated the Challenger’s weight, but neglected to note the aircraft’s center of gravity was positioned at 12.47 percent Mean Aerodynamic Chord (MAC), which exceeded the allowable forward limit of 16 percent MAC by one-fifth of the aircraft’s allowable cg range!

Although the accident in question triggered an extensive examination of FAR Part 135 operations by the Federal Aviation Administration and the Department of Transportation that resulted in unique regulatory changes regarding Operational Control, the role that complacency played in this singular tragedy unfortunately is all too common.

How many takeoffs had the accident pilot conducted in his thousands of flight hours? Probably a number approaching 8,000. Without strict attention to procedures, best practices and a professional’s dedication to process, the risk of tragedy stalks those who take safety for granted. - JWO T

Aircraft Index see Page 4

Eagle January 17/12/2014 11:08 Page 1

Eagle Aviation, Inc. 2861 Aviation Way, West Columbia, SC 29170 Phone: (800) 849-3245 International: (803) 822-5520 Email: sales@eagle-aviation.com or visit www.eagle-aviation.com

Citation Specialist Do you want your Citation Sold too? If so, call the experts at Eagle!

2014 CITATION M2, S/N 525-0822

2013 CITATION XLS+, S/N 560-6140

2002 CITATION EXCEL, S/N 560-5249

2004 CITATION CJ2, S/N 525A-0203

1982 CITATION II, S/N 550-0343

1995 CITATION ULTRA, S/N 560-0284

1982 CESSNA 414A, S/N 414A-0844

1999 EXECUTIVE 328 JET, S/N 3121

ALSO AVAILABLE: 1982 CESSNA 414A, 414A-0844 After hours contact Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 • Ralph Lacomba +1 803 822-5578

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

Values Intro_Finance 16/12/2014 11:28 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Business Aircraft Values: The Large Cabin Choice There are occasions when the operator’s mission dictates an aircraft of larger capacity. This month our value study focuses on our definition of Large Cabin and Ultra-Long-Range business jets.

T

he average Large Cabin and Ultra-LongRange airplanes share more in common than they differ, with similar cabin sizes and comparable cruise speeds ranging roughly between 450-500kts. For the purpose of this month’s focus, we’ll categorise Large Cabin and Ultra-Long-Range jets under the generic category of ‘Large Cabin jets’, on the basis of their shared characteristics, and MTOWs that generally range between 38,000-100,000 pounds.

Large Cabin jets have much in their favor. Seatsfull range capabilities typically go up to, and into the 6,000nm range, making these effective nonstop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets have over their smaller Light and Medium jet kin is their need for runways longer than 6,000ft, which restricts the number of airports they can use by comparison. Nevertheless, for the trans-oceanic traveller, the advantages offered by these airplanes far outweigh the negatives.

Where the Large Cabin airplanes really excel (as the name would suggest) is in their cabin capacities. A cabin will typically stretch from 30-40 feet or more, enabling operators to enjoy a wider array of finishing options and office capabilities than jets in the smaller segments can provide. Cabin heights in excess of six feet guarantee stand-up cabin comfort, while seating capacity of 8-18 is typical.

Naturally, the size and range capabilities of Large Cabin jets don’t come cheaply, and you’ll need a larger fuel budget, more hangar space and a larger maintenance budget. Yet for the company with the need, the Large Cabin jet will rarely prove too small, and only occasionally be too large for an airport you’d prefer to access. In these situations, supplemental charter is the answer.

70

AVBUYER MAGAZINE – January 2015

Large Cabin Jet Price Guide The following Large Cabin Jets’ Average Retail Price Guide represents current values published in the Aircraft Bluebook–Price Digest. The study spans model years from 1995 through Winter 2014. Each reporting point represents the current average retail Note: We have includvalue published in the Aircraft Bluebook by its ed 39 aircraft models corresponding calendar year. in the following Large For example, the Falcon 2000EX EASy values Cabin average price reported in the Winter 2014 edition of the guide, and for additionBluebook show $18.9m for a 2009 model, $18.0m al assistance, Conklin & de Decker’s for a 2008 model and so forth.

Performance and Aircraft are listed alphabetically. With the Specifications data for reader’s knowledge of aircraft, equipment, range these models can be and performance, the following Guide allows the referred to, beginning reader to determine the best value aircraft for on page 74 consideration.  www.AVBUYER.com

Aircraft Index see Page 4

Jetblack October_Layout 1 22/09/2014 16:34 Page 1

Retail Values_RPG 16/12/2014 11:31 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

LARGE CABIN JETS AVERAGE RETAIL PRICE GUIDE YEAR OF MANUFACTURE $ MODEL

2014 US$M

2013 US$M

BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

28.5

23.0

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

21.0

19.0

18.0

17.0

16.0

15.0

14.0

20.0

17.5

16.5

15.5

14.5

13.5

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

25.5

BOMBARDIER CHALLENGER 300

24.9

20.0

17.5

2005 US$M

12.0

11.0

10.0

16.5

15.0

14.0

13.0

12.0

11.5

11.0

BOMBARDIER GLOBAL 6000

62.0

51.0

45.0

BOMBARDIER GLOBAL 5000

50.1

39.0

35.0

31.3

29.3

28.3

26.3

23.3

21.3

19.3

41.2

37.2

35.2

33.2

31.3

28.1

26.5

25.0

BOMBARDIER GLOBAL EXPRESS XRS BOMBARDIER GLOBAL EXPRESS

22.8

DASSAULT FALCON 7X

52.8

48.0

DASSAULT FALCON 2000S

27.7

25.5

DASSAULT FALCON 2000LXS

32.9

30.5

DASSAULT FALCON 2000LX

30.5

43.0

40.0

25.0

22.5

DASSAULT FALCON 2000DX EASy

37.0

33.0

31.0

29.0

21.5

19.5

19.0

17.7

17.5

15.5

14.5

18.9

18.0

DASSAULT FALCON 2000EX EASy

16.5

15.3

14.7

11.0

10.5

10.0

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

42.2

36.5

33.5

31.5

DASSAULT FALCON 900EX EASy

29.5 28.0

26.0

23.5

22.5

21.5

20.5

21.0

20.0

19.0

18.0

17.0

16.0

DASSAULT FALCON 900EX DASSAULT FALCON 900DX DASSAULT FALCON 900C

14.5

DASSAULT FALCON 900B EMBRAER LINEAGE 1000E

53.0

EMBRAER LINEAGE 1000

44.0

40.0

39.0 21.0

EMBRAER LEGACY 650-135BJ

31.6

26.0

22.0

EMBRAER LEGACY 600-135BJ

26.0

21.0

18.1

38.0

37.0

19.0 15.4

12.8

11.0

10.0

EMBRAER LEGACY 135BJ

9.0

EMBRAER LEGACY 500

19.995

GULFSTREAM G650

73.0

71.0

GULFSTREAM G550

57.0

51.0

GULFSTREAM G500 GULFSTREAM G450

42.2

35.0

8.5

69.0 46.0

42.0

41.0

39.0

37.0

35.0

33.0

31.0

38.0

36.0

35.0

32.0

31.0

28.0

25.0

23.0

31.0

28.0

26.0

25.0

24.0

21.0

18.0

17.0

26.0

23.0

21.0

20.0

19.0

16.0

13.0

12.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

25.0

24.0

22.0

GULFSTREAM GV GULFSTREAM GIV-SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

72

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

Retail Values_RPG 16/12/2014 11:31 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

WINTER 2014 2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 605

9.1

8.1

7.4

6.7

6.4

5.9

5.7

5.4

5.0

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

10.5

10.250

BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000 BOMBARDIER GLOBAL 5000 BOMBARDIER GLOBAL EXPRESS XRS

20.4

18.8

18.0

16.5

16.0

15.5

BOMBARDIER GLOBAL EXPRESS DASSAULT FALCON 7X DASSAULT FALCON 2000S DASSAULT FALCON 2000LXS DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASy

13.8

DASSAULT FALCON 2000EX EASy

12.0

11.0

9.8

8.7

DASSAULT FALCON 2000EX 8.0

7.7

7.2

6.5

6.0

5.7

5.4

4.8

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

19.5

19.0

DASSAULT FALCON 900EX EASy

16.0

15.5

13.750

13.0

12.750

11.5

12.5

12.0

11.0

10.5

9.5

9.0

11.0

10.0

9.5

11.250

10.5

10.0

DASSAULT FALCON 900EX DASSAULT FALCON 900DX

13.5

DASSAULT FALCON 900C 9.0

8.5

8.0

DASSAULT FALCON 900B EMBRAER LINEAGE1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ

8.0

7.5

7.2

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 GULFSTREAM G650

29.0

28.0

GULFSTREAM G550

22.0

21.0

GULFSTREAM G500

16.0 13.0

GULFSTREAM G450 12.0

GULFSTREAM G400

11.0 9.0

GULFSTREAM G350 8.0

GULFSTREAM G300 GULFSTREAM G280 20.0

18.0

16.5

15.5

14.8

14.4

13.8

10.4

9.5

8.9

8.2

7.7

7.2

6.8

13.5 6.6

GULFSTREAM GV GULFSTREAM GIV SP

AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM Advertising Enquiries see Page 8

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January 2015 – AVBUYER MAGAZINE

73

ACSpecs IntroDec14_AC Specs Intronov06 17/12/2014 12:52 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Ultra Long Range & Large Cabin Jets

T

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

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

Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too.

If there are any other ways in which we can improve the content or presentation of this information, please let us know.

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

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

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

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

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

Height and width are the maximum within that

74

AVBUYER MAGAZINE – January 2015

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

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

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

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

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

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

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

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

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

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

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

• VFR Range - Seats Full is the maximum www.AVBUYER.com

•

VFR range of the aircraft with all passenger seats occupied. This is used for all helicopters and piston fixed-wing aircraft.

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only).

This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW).

Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle.

Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range.

Engines The number of engines, manufacturer and model are shown.

Aircraft Index see Page 4

Boutsen January_Layout 1 15/12/2014 15:50 Page 1

AircraftPer&SpecJan_PerfspecDecember06 17/12/2014 13:01 Page 1

BOMBARDIER CHALLENGER 605

BOMBARDIER CHALLENGER 850

BOMBARDIER GLOBAL EXPRESS

BOMBARDIER GLOBAL EXPRESS XRS

BOMBARDIER GLOBAL 5000

BOMBARDIER GLOBAL 6000

DASSAULT FALCON 2000

$3,333.51

$3,915.62

$3,639.28

$3,808.69

$5,748.79

$5,720.46

$5,470.92

$5,531.75

$4,111.01

CABIN HEIGHT FT.

6.08

6.08

6.08

6.08

6.08

6.25

6.25

6.25

6.25

6.2

CABIN WIDTH FT.

7.17

7.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

7.7

CABIN LENGTH FT.

23.7

23.7

28.4

28.4

48.42

48.35

48.35

42.47

48.35

31

CABIN VOLUME CU.FT.

930

930

1146

1146

1964

2002

2002

1889

2002

1028

DOOR HEIGHT FT.

6.22

6.22

5.83

5.83

5.8

6.16

6.17

6.17

6.17

5.6

DOOR WIDTH FT.

2.5

2.5

3.08

3.08

3.08

3

3

3

3

2.6

BAGGAGE VOL. INT. CU.FT.

106

106

115

115

202

190

195

195

195

134

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

10

10

15

13

13

13

13

10

MTOW LBS

38850

40600

48200

48200

53000

95000

98000

92500

99500

35800

MLW LBS

33750

34150

38000

38000

47000

78600

78600

78600

78600

33000

B.O.W. W/CREW LBS

23850

24800

27100

27150

34618

50300

51200

50861

52230

22750

USEABLE FUEL LBS

14045

14150

19850

19852

18274

43158

44642

38959

44716

12155

PAYLOAD WITH FULL FUEL LBS

1105

1800

1263

1298

358

1792

2408

2930

2804

1095

MAX. PAYLOAD LBS

3350

3400

4815

4850

9382

5700

4800

7139

5770

5910

RANGE - SEATS FULL N.M.

3065

3200

3756

3756

2456

5940

6055

5200

5890

2841

MAX. RANGE N.M.

3340

3600

4119

4123

3096

6125

6226

5350

6080

3130

BALANCED FIELD LENGTH FT.

4810

4853

5765

5840

6305

6170

6170

5540

6476

5440

LANDING DIST. (FACTORED) FT.

3833

3850

3833

3833

4120

3667

3667

3667

3667

4333

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

4240

-

4345

4345

3395

3450

3300

3450

3300

3730

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

474

-

680

581

443

522

474

704

474

377

MAX. CRUISE SPEED KTAS

470

470

488

488

459

505

511

511

511

475

NORMAL CRUISE SPEED KTAS

459

459

459

459

442

488

488

488

488

459

L/RANGE CRUISE SPEED KTAS

459

459

425

425

425

459

471

471

471

430

2

2

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

CF34-3B

CF34-3B

CF34-3B1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BOMBARDIER CHALLENGER 350

$3,349.10

ULTRA LONG RANGE & LARGE CABIN JETS

BOMBARDIER CHALLENGER 300

BOMBARDIER CHALLENGER 604

FLIGHT DEPARTMENT T SPECIFICATIONS

BR710-A2-20 BR710-A2-20 BR 710-A2-20 BR710-A2-20 CFE 738-1-1B

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.

76

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

AircraftPer&SpecJan_PerfspecDecember06 17/12/2014 15:39 Page 2

DASSAULT FALCON 2000LXS

DASSAULT FALCON 2000S

DASSAULT FALCON 900B

DASSAULT FALCON 900C

DASSAULT FALCON 900DX

$3,372.57

$3,310.04

$3,310.04

$3,379.59

$4,347.69

$4,151.90

$3,904.44

$4,172.75

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

31

31

31

31

31

31

33.2

33.2

33.2

33.2

1028

1028

1028

1028

1028

1028

1218

1218

1218

1218

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.6

5.7

5.7

5.6

5.6

DOOR WIDTH FT.

2.6

2.6

2.6

2.6

2.6

2.6

2.7

2.7

2.6

2.6

BAGGAGE VOL. INT. CU.FT.

131

131

131

131

131

131

127

127

127

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

10

10

10

10

10

10

12

12

12

12

MTOW LBS

41000

42200

42200

42800

42800

42100

45500

45500

46700

48300

MLW LBS

39300

39300

39300

39300

39300

39300

42000

42000

42200

44500

B.O.W. W/CREW LBS

23190

23190

23190

24750

24750

24750

25275

25275

25800

24700

USEABLE FUEL LBS

14600

16660

16660

16660

16660

14600

19165

19165

18830

21000

PAYLOAD WITH FULL FUEL LBS

3410

2550

2550

1590

1590

1850

1260

1260

2270

2800

MAX. PAYLOAD LBS

6510

6510

6510

4950

4950

4950

2945

2945

5064

6164

RANGE - SEATS FULL N.M.

3378

3378

3878

3864

3817

3432

3450

3450

4100

4500

MAX. RANGE N.M.

3440

4045

4045

4186

4255

3673

4080

4080

4290

4725

BALANCED FIELD LENGTH FT.

5300

5585

5585

5850

5850

5310

5144

5144

4890

5215

LANDING DIST. (FACTORED) FT.

4333

4333

4333

4450

4450

4450

3633

3633

3633

3750

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

4575

4375

4375

4350

4350

4350

3755

3755

3880

3880

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

490

490

490

490

490

490

645

645

796

755

MAX. CRUISE SPEED KTAS

482

482

482

482

482

482

500

500

482

482

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

459

466

466

459

459

L/RANGE CRUISE SPEED KTAS

442

442

442

442

442

442

428

428

430

430

2

2

2

2

2

2

3

3

3

3

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

1C

1C

TFE 731-60

TFE 731-60

CABIN VOLUME CU.FT.

ENGINES # ENGINE MODEL

DASSAULT FALCON 900EX

DASSAULT FALCON 2000LX

$3,489.14

VARIABLE COST PER HOUR $

DASSAULT FALCON 2000EX

$3,399.11

ULTRA LONG RANGE & LARGE CABIN JETS

DASSAULT FALCON 2000DX

DASSAULT FALCON 2000EX EASy

SPECIFICATIONS T FLIGHT DEPARTMENT

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

Advertising Enquiries see Page 8

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

AircraftPer&SpecJan_PerfspecDecember06 17/12/2014 13:02 Page 3

EMBRAER LEGACY 600

EMBRAER LEGACY 650

EMBRAER LINEAGE 1000

EMBRAER LINEAGE 1000E

GULFSTREAM G280

GULFSTREAM G300

GULFSTREAM G350

$3,843.07

$3,766.66

$4,176.26

$4,021.16

$4,157.95

$6,257.33

$6,257.50

$3,352.91

$5,299.51

$5,174.92

CABIN HEIGHT FT.

6.2

6.2

6.2

6

6

6.58

6.58

6.25

6.2

6.2

CABIN WIDTH FT.

7.7

7.7

7.7

6.92

6.92

8.75

8.75

7.2

7.3

7.3

CABIN LENGTH FT.

33.2

33.2

39.1

49.8

49.8

84.32

84.32

32.25

45.1

45.1

CABIN VOLUME CU.FT.

1218

1218

1506

1656

1656

3914

3914

888

1658

1658

DOOR HEIGHT FT.

5.6

5.6

5.6

5.6

5.6

5.97

5.97

6

5

5

DOOR WIDTH FT.

2.6

2.6

2.6

2.5

2.5

2.46

2.46

2.75

3

3

BAGGAGE VOL. INT. CU.FT.

127

127

140

286

286

323

323

34

169

169

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

120

120

120

-

-

CREW #

2

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

13

13

19

19

8

13

14

MTOW LBS

49000

49000

70000

49604

53572

120152

120152

39600

72000

70900

MLW LBS

44500

44500

62400

40785

44092

100972

100972

32700

66000

66000

B.O.W. W/CREW LBS

24700

26400

36600

30081

31217

71044

70748

24150

43700

43000

USEABLE FUEL LBS

21000

21000

31940

18170

20600

48217

48217

14600

26700

25807

PAYLOAD WITH FULL FUEL LBS

3500

1800

1660

1507

1910

1330

1626

1000

2000

2493

MAX. PAYLOAD LBS

6164

4464

4400

5193

4939

9423

9719

4050

5300

6000

RANGE - SEATS FULL N.M.

4500

4800

5490

3091

3661

4198

4242

3420

3486

3680

MAX. RANGE N.M.

4725

5000

5870

3485

3980

4592

4629

3735

3820

3900

BALANCED FIELD LENGTH FT.

5215

5215

5600

5440

5840

6076

6076

4800

4700

5065

LANDING DIST. (FACTORED) FT.

3750

3833

3583

3835

3910

3402

3402

5083

4417

4417

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

3880

3880

-

2639

3022

2464

2464

5000

3805

3960

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

703

703

615

761

757

720

720

846

767

736

MAX. CRUISE SPEED KTAS

482

482

-

455

459

472

471

482

500

500

NORMAL CRUISE SPEED KTAS

459

459

488

447

447

459

459

470

476

476

L/RANGE CRUISE SPEED KTAS

430

430

459

424

425

455

-

459

445

445

3

3

3

2

2

2

2

2

2

2

TFE 731-60

TFE 731-60

PW307A

AE 3007A1E

AE 3007A2

HTF 7250G

TAY 611-8

TAY 611-8C

ULTRA LONG RANGE & LARGE CABIN JETS VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

DASSAULT FALCON 900LX

DASSAULT FALCON 7X

DASSAULT FALCON 900EX EASy

FLIGHT DEPARTMENT T SPECIFICATIONS

CF34-10E7-B CF34-10E7-B

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.

78

AVBUYER MAGAZINE – January 2015

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Aircraft Index see Page 4

AircraftPer&SpecJan_PerfspecDecember06 17/12/2014 15:39 Page 4

ULTRA LONG RANGE & LARGE CABIN JETS

GULFSTREAM GIV-SP

GULFSTREAM G400

GULFSTREAM G450

GULFSTREAM GV

GULFSTREAM G500

GULFSTREAM G550

GULFSTREAM G650

GULFSTREAM G650ER

SPECIFICATIONS T FLIGHT DEPARTMENT

VARIABLE COST PER HOUR $

$5,476.72

$5,302.49

$5,172.95

$5,670.94

$5,024.83

$5,051.63

$5,443.19

$5,447.77

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.4

6.4

CABIN WIDTH FT.

7.3

7.3

7.3

7.3

7.3

7.3

8.5

8.5

CABIN LENGTH FT.

45.1

45.1

45.1

50.1

50.1

50.1

53.6

53.6

CABIN VOLUME CU.FT.

1658

1658

1658

1595

1812

1812

2421

2421

DOOR HEIGHT FT.

5

5

5

5

5

5

6.28

6.28

DOOR WIDTH FT.

3

3

3

3

3

3

3

3

BAGGAGE VOL. INT. CU.FT.

169

169

169

226

226

226

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

13

13

14

13

18

18

18

18

MTOW LBS

74600

74600

74600

90500

85100

91000

99600

103600

MLW LBS

66000

66000

66000

75300

75300

75300

83500

83500

B.O.W. W/CREW LBS

43700

43700

43000

48400

47900

47900

54000

54000

USEABLE FUEL LBS

29281

29281

29281

41000

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2019

2019

2719

1500

2660

2500

1800

1800

MAX. PAYLOAD LBS

5300

5300

6000

6100

6600

6600

6500

6500

RANGE - SEATS FULL N.M.

3880

3880

4070

6250

5620

6360

6520

7095

MAX. RANGE N.M.

4166

4166

4425

6675

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

5700

5700

5615

6200

5385

6170

6285

6765

LANDING DIST. (FACTORED) FT.

4458

4417

4417

3750

3667

3667

4167

4167

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

3640

3640

3760

3610

3950

3650

3570

-

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

701

701

712

820

707

594

467

-

MAX. CRUISE SPEED KTAS

500

500

500

508

508

508

516

516

NORMAL CRUISE SPEED KTAS

476

476

476

488

488

488

-

-

L/RANGE CRUISE SPEED KTAS

445

445

445

459

459

459

488

488

2

2

2

2

2

2

2

2

TAY 611-8

TAY 611-8

TAY 611-8C

BR 710-A1-10

BR 710-C4-11

BR 710-C4-11

BR 725 A1-12

BR 725 A1-12

ENGINES # ENGINE MODEL

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

Advertising Enquiries see Page 8

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January 2015 – AVBUYER MAGAZINE

79

T

888.703.3060 South Carolina (CAE) Colorado (GJT) • Texas Aircraft Sales & Acquisitions

2007 Falcon 7X

•

1984 Hawker 800A

1986 Citation SII

•

7X-007

•

258008

S550-0111

AIRCRAFT@BELLAVIATION.COM

2003 Falcon 900C

•

197

1998 Citation Ultra

•

1985 Citation SII

S550-0036

•

560-0477

888.703.3060 South Carolina (CAE) Colorado (GJT) • Texas Aircraft Sales & Acquisitions

2007 Citation CJ3

•

525B-0147

AIRCRAFT@BELLAVIATION.COM

1999 Citation CJ

•

525-0318

1991 Learjet 31ER

•

31-033

1981 King Air B200

•

BB-894

1983 King Air F90-1

•

LA-205

2006 Piper Meridian

•

4697251

AirCompAnalysis A_ACAn 17/12/2014 15:51 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

LEARJET 60XR

GULFSTREAM G150

HAWKER 750

Aircraft Comparative Analysis: Bombardier Learjet 60 Series In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a selection of New and Pre-Owned business jets in the $4.0-15.0m price range for the purpose of valuing the New and Pre-Owned Bombardier Learjet 60/60XR series.

O

ver the following paragraphs, we’ll consider the productivity parameters (payload/range, speed and cabin size) and cover current and future market values. Exclusive to our online content at www.avbuyer.com, we’ll also review the Maintenance Equity, as provided by Asset Insight, Inc. for the Learjet 60/60XR. The field in this study includes the Hawker 750 and Gulfstream G150.

Brief History The original Learjet 60 was announced in October 1990 as the replacement for the mid-size Model 55C, from which it is derived.

A proof of concept airframe flew for the first time on October 1990, while the first Learjet 60 made its maiden flight in June

82

AVBUYER MAGAZINE – January 2015

1991. By mid-1991, Learjet claimed to have sold the first full-year's production to customers across seven countries. Certification and early deliveries followed at the end of 1992.

The Learjet 60 - a mid-size cabin, medium-range business jet is the largest of the certified Learjet family to date and incorporates new fuel-efficient engines, a wider, stretched fuselage, a glass cockpit and steer-by-wire nose wheel. Thrust reversers and single-point refueling are also standard equipment, and the aircraft features a full galley together with an aft toilet. Production of the Learjet 60 ended in 2007 after 316 aircraft had been built.

The Learjet 60XR, meanwhile, launched in 2005, and offers Learjet 60 shoppers an upgraded cabin, Rockwell Collins Pro Line 21 advanced avionics suite and three disc steel wheel brakes. 

www.AVBUYER.com

Aircraft Index see Page 4

LEAS Single January_LEAS 17/12/2014 17:49 Page 1

Contact us: USA 201-891-0881 aircraftsales@leas.com WWW.LEAS.COM 2005 Embraer Legacy 600 s/n 145-00939 3950 hours TSN, Engines on Rolls Royce Corporate Care, APU on Embraer EEC Program, Aircell ATG 5000 Wi-Fi, Original paint & interior in good condition, Maintained Part 135, One owner since new Price $6,995,000

Price $22,750,000

2008 Gulfstream G450 s/n 4122 14 passenger, Forward and aft lavs, Forward galley, Engines on Rolls Royce Corporate Care, PlaneView cockpit, HUD/EVS, Swift 64 internet, Wireless LAN, JAR Ops

1997 Gulfstream V s/n 524 12 passenger, fwd & aft lavs, crew rest w/small galley, aft galley, Engines on RR Corporate Care, APU on MSP, Avionics on HAPP, Electronic flight bags, Aircell ATG 4000 Wi-Fi, Ads B Out, 24, 48, 96, mo. + 192 mo. landing gear insp. c/w 6/2013 Price $6,995,000

Price $13,995,000

2008 Challenger 605 s/n 5740 In service 5/2008. C of A 11/2007. On Smart Parts, Engines on GE OnPoint, APU on MSP, Collins ProLine 21 System, ATG 5000 Wi-Fi, EVAS, Capable of WAAS/LPV approaches, 88 parameter FDR

1995 Gulfstream IVSP s/n 1269 Engine O/H’s 4/2013-eligible for Corporate Care-may be purchased enrolled or not, Avionics on HAPP, -150G APU Upgrade on MSP, EVAS, Triple IRS, Aircell Axxess II Iridium SATphone, Operating Part 135 Price $7,845,000

Price $11,295,000

2007 Challenger 300 s/n 20121 FOR SALE OR LEASE, Engines & APU on MSP, Recent Bombardier pre-buy, Collins ProLine 21, Dual IFIS, Aircell GoGo Wi-Fi, New woodwork, 4000 hr. & fuel nozzle replacement c/w 6/2014

1999 Gulfstream IVSP s/n 1383 Engines on RR Corporate Care, APU on MSP, Avionics on HAPP & MAPP, Ads-B-Out, Satellite Direct TV and Int’l TV, HUD, Triple Navs, IRS and VHF Comms, MCS7000 SatCom, Operating Part 135

Price $4,495,000

Price $4,395,000

2000 Citation X s/n 750-0122 Engines on RR Corporate Care, APU on Cessna Aux Advantage, 9 yr. airframe insp. c/w 8/2011, Document 3,4,7,16,23,27 c/w 4/2014, 4500 hr. insp. c/w 8/2008, single point refuel, Improved TR’s, Maintained Part 135

1990 Gulfstream IV s/n 1137 Engines 600 hrs TSML, New -150G APU upgrade on MSP, 72-mo. insp. 10/2013, Direct TV, Hnywl DL-950 Dataloader, Dual auto throttles, New carpeting, side panels & divan fabric 11/2011, Dual iPod docking stations

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

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

AirCompAnalysis A_ACAn 17/12/2014 16:22 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Payload & Range

Table A - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

Learjet 60

23,500

7,910

215

2,228

1,068

2,418

1,742

Learjet 60XR

23,500

7,910

200

2,104

944

2,398

1,752

Hawker 750

27,000

8,500

262

2,200

2,200

2,200

1,978

Gulfstream G150

26,100

10,300

205

2,400

850

3,130

2,335

Model

Source: Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator; B&CA May 2014 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide

The data contained in Table A (left) is sourced from Conklin & de Decker and B&CA’s May 2014 issue. A potential operator should focus on payload capability. The ‘Available Payload with Maximum Fuel’ for the series ranges from 944 lbs (Learjet 60XR) to 1,068 lbs (Learjet 60), which is greater than the Gulfstream G150 (850 pounds). The Hawker 750 at 2,200 lbs has the largest payload capability of the field.

Cabin Cross-Section

Chart A - Cabin Volume Cubic Feet

200

400

Hawker 750 Gulfstream G150

Q

Learjet 60/60XR

Q 551 Q 521 447

Chart B - Range Comparison Bombardier Learjet 60 Bombardier Learjet 60XR Hawker 750 Gulfstream G150

84

AVBUYER MAGAZINE – January 2015

2131.25 1992.9 2000.0 2691.0

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Nm Nm Nm Nm

According to Conklin & de Decker, the cabin volume of the Learjet 60 series (447 cubic feet) is less than the Hawker 750 (551 cubic feet) and the Gulfstream G150 (521 cubic feet). The differences can essentially be found in the cabin length: the Hawker 750 series offers the greatest length of the study group at 21.30 feet compared to the Learjet 60/60XR at 17.67 feet and 17.70 for the Hawker 750. Chart A offers a Cabin volume for each jet.

Range Comparison As depicted by Chart B, using Wichita as a starting destination, according to Aircraft Cost Calculator (ACC) the Learjet 60 shows slightly more range coverage than the Hawker 750.

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.

The Learjet 60/60XR are powered by two PW305A engines, each offering 4,600 pounds of thrust (lbst). The Hawker 750 offers a pair of Honeywell TFE 731-5BR engines with 4,660 lbst each, slightly greater than the Learjet 60/60XR. The Gulfstream G150, meanwhile, offers a pair of Honeywell TFE 731-40AR engines with 4,420 lbst each.

Aircraft Index see Page 4

AirCompAnalysis A_ACAn 17/12/2014 16:33 Page 3

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Cost Per Mile

Chart C - Cost Per Mile*

Using data published in the May 2014 B&CA Planning and Purchasing Handbook and the August 2014 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2014 edition was $6.18 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

Note: Fuel price used from this source does not represent an average price for the year.

Chart C details ‘Cost per Mile’ and compares the Learjet 60 series to its competition factoring direct costs and with all aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The original Learjet 60 shows the cost per nautical mile from $4.29, which is less than the Hawker 750 ($4.49). The Learjet 60XR model has a slightly lower operating cost per mile at $3.65 compared to the Gulfstream G150 at $3.69, and costs the least per mile of the field.

U $ per nautical mile $0.00

$4.00

$2.00

Q $4.49 Q $4.29

Hawker 750 Learjet 60

Q $3.69 Q $3.65

Gulfstream G150 Learjet 60XR

* 1000NM MISSION, 800LBS PAYLOAD

Chart D - Variable Cost

Total Variable Cost The ‘Total Variable Cost’ illustrated in Chart D is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense.

The Total Variable Cost for the Learjet 60 series shows a high of $1,852 per hour (Learjet 60) to a low of $1,600 (Learjet 60XR) compared to the Hawker 750 at $1,863 and the Gulfstream G150 at $1,561.

Table B - Comparison Table

Aircraft Comparison Table Table B contains the average retail prices from Vref for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. Both the Learjet 60 and Learjet 60XR have more than 10 percent of their respective fleets currently ‘For Sale’ traditionally representing a seller’s Advertising Enquiries see Page 8

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Vref (New/Used) Price $m

In-Operation

% For Sale

Sold*

Learjet 60

423

447

1,742

$4.00

311

11.6%

54

Learjet 60XR

423

447

1,752

$7.90

114

12.3%

33

Hawker 750

402

551

1,978

$6.00

48

8.3%

5

Gulfstream G150

430

521

2,335

$15.00

107

12.2%

26

Model

Source: Data courtesy of Conklin & de Decker, JETNET; Vref; Operations planning guide B&CA * New & Pre-owned full sales transactions in the past 12 months; Source: JETNET

 www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

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AirCompAnalysis A_ACAn 17/12/2014 15:54 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

TABLE C - Part 91 & 135 MACRS schedule MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

MACRS SCHEDULE FOR PART 135 Year Deduction

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

Source: NBAA

years or by using ADS with a six year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table D (below left) depicts an example of using the MACRS schedule for a 2014 model Bombardier Learjet 60XR aircraft in private (Part 91) and charter (Part 135) operations over five and seven-year periods, assuming a Vref New retail value of $7.9m.

Asking Prices vs AFTT, Age & Engine Thrust

TABLE D - MACRS Depreciation Schedule 2014 BOMBARDIER LEARJET 60XR - PRIVATE (PART 91) Full Rate Price - Million Year

$7.90 1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation (M)

1.6

2.5

1.5

0.9

0.9

0.5

Depreciation Value (M)

6.3

3.8

2.3

1.4

0.5

0

Cum. Depreciation (M)

1.6

4.1

5.6

6.5

7.4

7.9

Full Rate Price - Million

$7.90

Rate (%)

2014 BOMBARDIER LEARJET 60XR - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation (M)

1.13

1.93

1.38

0.99

0.71

0.70

0.71

0.35

Depreciation Value (M)

6.77

4.84

3.45

2.47

1.76

1.06

0.35

0.00

Cum. Depreciation (M)

1.1

3.1

4.4

5.4

6.1

6.8

7.5

7.9

Rate (%)

Source: Vref

market. Evidently they make an attractive proposition with a combined total of 87 units sold over the past 12 months (approximately 7.25 units monthly).

Depreciation Schedule Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS).

Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the

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AVBUYER MAGAZINE – January 2015

deductions during the first few years of the applicable recovery period (see Table C, above).

In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods 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 commercial service (i.e. Part 135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period.

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five

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Chart E (opposite), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned Learjet 60/60XR series, Hawker 750 and Gulfstream G150. The current pre-owned market for these aircraft shows a total of 68 aircraft ‘For Sale’ with 28 displaying an asking price, thus we have plotted those 28.

The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings if necessary. Demand and Value are on opposite sides of the same Price axis.

The Demand Equation for these vehicles is Price $m = 9.2–0.639*Qty. This linear equation is very well correlated, with an adjusted R2 of 98.0%, a Pearson’s2 of 98.5% a P-Value of 0.08% and a Standard Error of $0.337m.

The Linear Equation describing Value Equation is Asking Price =-190,600 Years Old+688,100 Cabin Length (Feet) +5054*Range (nm) +57,230,000*Thrust/MTOW -39236513.

We find that the Value Equation for these aircraft is well correlated, with an Adjusted R2 of 92.5%; a Pearson’s2 of 93.6%; and a Standard Error of $0.549m (with P-Values of 2.00E-06, Aircraft Index see Page 4

AirCompAnalysis A_ACAn 17/12/2014 15:59 Page 5

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

0.02%, 0.02% and 0.17% and for Years, Cabin Length, Range and Thrust/MTOW, respectively). Put another way, this group of aircraft loses $190,600 in value for each year they age.

Thus, the market for used Learjet 60s, 60XRs, Gulfstream G150s and Hawker 750s respond to at least six features: Years, Cabin Length, Range, Thrust/MTOW, Price and Quantity.

Chart E - Value & Demand The Market for Used Learjet 60s, (Blue Cubes), Learjet 60XRs (Blue Spheres), Gulfstream G -150s (Pink Octahedrons) and Hawker 750s (Yellow Spheres) Value Plane for 2400 nm Range, 0.400 Thrust/MTOW

Advertising Enquiries see Page 8

$4.8M $3.6M $2.4M

$1.2 M

Chart F - Productivity Price (Millions)

1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities.

The result is a very large number so for the purpose of charting, each result is divided by one billion. The examples plotted are confined to the aircraft in this study. A computed curve fit on this plot would not be very tight, but when all business jets are considered the “r” squared factor would equal a number above 0.9. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size.

After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Learjet 60 series as shown on the productivity index is well positioned with the Hawker 750 and Gulfstream G150 business jets.

The Learjet 60 series offers a lower cost per mile. In other areas, the Hawker 750 (higher

$7.2M $6.0M

Productivity Comparisons The points in Chart F are centered on the same group of aircraft. Pricing used in the vertical axis is as published in the B&CA 2014 Purchase Planning Handbook and Vref. 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:

$8.4M

$20.0

Gulfstream G150

$16.0 $12.0

LJ60XR

$8.0

H750

$4.0

LJ 60

$0.0 0.2000

0.4000

0.6000

0.8000

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

available payload with full fuel) and the G150 (cabin volume and variable operating cost) nudge the Learjet 60 series.

However, considering that a Learjet 60 series aircraft costs approximately $7million less than the G150, operators should weigh up their mission requirements precisely when picking which option is the best for them.

Summary Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators

value. There are other qualities such as airport performance, terminal area performance, and time to climb performance that might factor in a buying decision, too, however.

The Bombardier Learjet 60 series continues to be very popular in the pre-owned market today. Those operators in the market should find the preceding comparison of value.

Our expectations are that the Bombardier Learjet 60 series aircraft, which started delivering in 1992, will continue to do very well in the pre-owned market for the foreseeable future.

www.AVBUYER.com

Meanwhile, the Learjet 85 which is planned to replace the Learjet 60 series has been delayed until 2016. T Michael Chase is president of Chase & Associates, Tel: 214-226-9882; Email: Mike@avbuyer.com; www.mdchase.com

View the latest prices for jets for sale at

AVBUYER.COM January 2015 – AVBUYER MAGAZINE

87

Upgrading Bizjet_Finance 16/12/2014 12:33 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

Modernizing Your Aircraft: Part 3 - Schedule

Kevin Hoffman concludes our series on modernizing and upgrading business aircraft with an examination of the primary drivers that affect schedule and timely delivery of the completed aircraft.

C

ritical path items, which affect the entire completion schedule if not completed on time, range from engineering drawings, to timely procurement of parts, up to and including aircraft certification. Completion schedules have four levels: Tier I through Tier IV. Tier I schedules provide a basic overview of the work to be accomplished, while Tier IV schedules deal with detail that is often several hundred pages in length.

Understanding how the various tasks listed on these schedules relate and depend on one another is key to keeping the critical path items on track and the modernization project on time.

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AVBUYER MAGAZINE – January 2015

Communication Customer responsibilities include understanding and communicating to the completion center precisely what they are seeking by way of specification, design and options. Without such specificity, completing the desired program on schedule and on budget is unlikely.

It is the customer’s responsibility to know what is wanted before meeting with the completion center, and a detailed discussion with the center must be held to avoid “change orders” and other redirections that result in delays and usually higher costs.

Beware, change orders can also occur because an

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Aircraft Index see Page 4

Upgrading Bizjet_Finance 16/12/2014 12:34 Page 2

MAINTENANCE T FLIGHT DEPARTMENT

project’s completion timeframe—how much longer depends on the level of sophistication or customization.

Problems often arise when appointing an interior design firm. Not selecting an experienced interior designer can drastically affect the schedule.

It is also important to understand that a highly customized, one-of-a-kind interior will take longer to build than a production interior, as well as take longer to certificate since many issues (e.g., emergency egress, fire retardant material, smoke and evacuation, etc.) will need to be evaluated and addressed.

unanticipated option surfaced after the specification was drafted. Initially engaging experts who are able to review all available options, including the latest technology, and advise upon which completion centers are best qualified to execute the desired specification is a strategy worth considering. While the trade-off is the time required for the expert to educate the customer, the exercise is usually well worth the investment.

Capacity Completion center capacity has a huge impact on schedule. If the facility has too many aircraft in work at one time, no one benefits. The completion center is spread too thin, risking the quality of the product, and the customer is disappointed.

Capacity can be determined easily by the customer’s experts during the process of selecting a completion center. It is also vital that the customer understand what is included in the overall schedule, since the time in completion may not include other stages of the overall business aircraft modernization process, such as the infrastructure stage, or the time to complete required aircraft maintenance prior to being placed in service.

Flow Work flow improvements have occurred over the past few years to positively affect schedule. For example, the pre-fit of the aircraft interior may be completed in a mock-up (rather than on the aircraft) to decrease the amount of adjusting when cabinets are installed in the aircraft.

In addition, exactly when the aircraft is painted or when the wiring harness is installed are tasks that have been optimized to improve schedule. This is an area where the major business jet OEMs usually have a better understanding and capability than smaller completion centers, but such capabilities may carry additional costs.

Penalties and non-excusable delays rarely have a positive effect on the schedule. In fact, the sales and contract departments usually have no communication with the completion center regarding these matters so, although written into some contracts, this mechanism is unlikely to have an aircraft completed any faster.

Customers may insist on obtaining such language in their contract documents, but they should realize the minimal weight such clauses carry with respect to the aircraft completion process. Better to establish a realistic schedule with few, if any, change orders than to seek redress due to the contract’s language.

Size

“Better to establish a realistic schedule with few, if any, change orders than to seek redress due to the contract’s language.”

Consider the size of the aircraft. A mid-size Citation Sovereign (for example) has less physical space, and hence less flexibility, when compared to a large aircraft, such as a Global Express, Gulfstream G650, Airbus ACJ or Boeing BBJ. Large aircraft can be a “designer’s dream”, offering great latitude to create a unique interior. What might look good on paper, however, may be a challenge to accomplish in terms of time and money, and it is the customer’s responsibility to decide what value, if any, a particular specification or option has to offer.

First of their Kind?

Finally, the customer needs to understand the modernization journey they are about to take. Has the client’s designer created an aircraft equipped with state-of-the-art features that are “the first of their kind”? The first time a Cabin Management System (CMS) is installed in an aircraft often requires the completion house to address unanticipated problems.

If your aircraft has new avionics, a new seat design or new technology features that have no history, original engineering drawings and procedures will be required to complete your aircraft - with a significant impact on the schedule. Additionally, if the certification basis has been altered, the completion center may need to re-certify the systems, seats, and/or burn tests.

If the interior is to be equipped with all-new technology, you would be wise to expect a longer completion cycle, no matter what estimates and assurances you receive at the start of the project. T

Customization Customization and flexibility are sought by most customers modernizing their aircraft. They want their own unique style or brand that often requires changes to the baseline interior and influences the Advertising Enquiries see Page 8

Kevin Hoffman is President & CEO, Aerospace Concepts.

More from khoffman@aerospaceconcepts.com www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

89

Wright Brothers April 14/04/2014 16:19 Page 1

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Year

Model

Serial No.

1998

Astra SPX

91

1990

Challenger 601-3A

5066

1994

Citation Ultra

560-0260

1997

Citation X

750-0016

2000

Citation X

750-0121

2001

Citation X

750-0169

1979

Falcon 20F-5BR

392

1998

Falcon 2000

75

1988

Falcon 900B

30

1999

Falcon 900B

174

2014

Global 6000

9541

2008

Gulfstream G150

256

1987

Gulfstream GIV

1021

2007

Gulfstream G550

5149

2010

Gulfstream G550

5332

2005

Hawker 400XP

RK-407

1997

Hawker 800XP

258317

2004

Hawker 800XP

258695

1995

King Air 350

FL-126

2000

Learjet 45

079

2009

Learjet 45XR

385

2001

Learjet 60

229

2007

Learjet 60XR

320

2002

Premier I

RB-31

2010

Bell 427

56080

Case Study_Layout 1 17/12/2014 15:00 Page 1

BOARDROOM T CASE STUDY CAPTAIN TELLING WITH A CITATION

The Virtues of Business Aviation Julian Telling is an investor, non-executive director and a professional pilot.

His time, and that of his clients is of the essence, thus he extols the virtues of Business Aviation in a recent interview with Rani Singh.

W

ith experience in Alternative Investment Market listings, acquisitions, mergers and joint ventures (predominantly in the financial services sector, general insurance and aviation), Captain Julian Telling established the Bristol, UK-based Falcon Group (Sumus Plc.) in the early 1980s. The business was predominantly involved in the retail financial services market, focussing on personal investment management. “I floated my business in 2005 and sold-out in 2008 having set it up in 1983,” Telling elaborates.

He has a portfolio career in both private and public companies, having also chaired a number of audit and remuneration committees. He has interests in a variety of small businesses, ranging from

92

AVBUYER MAGAZINE – January 2015

aviation to food manufacturing – but all of this is in addition to being an experienced commercial pilot, flying corporate jets. Telling is the head of training at Bristol Flying Centre and its charter company Centreline Air Charter, where he is an instructor on Citation Jets and King Air aircraft.

Having flown airplanes since he was 16, Telling’s passion is for corporate aviation. “I sent myself back to college in 1989 and obtained a professional license in 1990. I then worked as a flying instructor at weekends.”

Practicalities of Business Aviation The whole area of Business Aviation will always be contentious as there are always some people who see it as an extravagance, Telling observes. “The

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Aircraft Index see Page 4

Case Study_Layout 1 17/12/2014 15:01 Page 2

CASE STUDY T BOARDROOM

reality is, of course, something quite different. There are so many unlauded advantages - some of them not only critically important but potentially lifesaving.” He highlights that every night there is a whole world of medical flights carrying transplant organs to hospitals for patients.

In addition - and drawing from the array of case studies he has observed in his work with Centreline Air Charter - he outlines the tight schedules of those who find Business Aviation beneficial, from engineers flying spare parts aboard business jets to business people and even entertainers.

“Business Aviation is often a necessity for picking up or delivering supplies required to prevent a production line from being disrupted,” he notes. Not everything can wait to fit around the schedule of an Airline. “And just have a look at some of the punishing schedules of those who use Business Aviation; they work in one European City one evening, and they need to be in another by the following day. These people could not manage their pressing schedules without private aviation.

“Last month I flew one well-known businessman who squeezed in five meetings in five European cities within one day,” Telling elaborates. “He could not have achieved this if he had used the scheduled Airlines.

“So why wouldn't you use Business Aviation? Your jet operates to your schedule, travelling to the airport of your choice; often to places not served by the airlines.

One of the many advantages of private jets is that you can, within reason, choose your airport - perhaps ones that only private jets can get into.”

Captain Telling talks of CEOs like the

one he mentioned above, visiting a minimum of five different stores in five different locations a day, at least two days a week.

“This is not untypical,” he notes. “If, for example, a company is looking to open new outlets in a country, they may spend months researching locations and suitable properties. Once the list has been reduced to a few possibilities they will visit and can get a lot done in a day if everything is properly organized.

"The recent announcement of the closure of under-fire UK retailer Tesco’s busy flight department following the corporation’s over-stated profits seems to have been a knee-jerk reaction to placate shareholders rather than a reasoned business decision.”

Flying in America Captain Telling has completed a number of transatlantic crossings to and from the United States, delivering airplanes via the northern routes - Iceland, Greenland and Canada. Having flown around the US, he notes some marked differences between the US and Europe. “Fuel is a great deal cheaper in the US,” he elaborates. “Many private jets are also made in the US, so issues with spares and delivery prove to be more economical.

“Overall,” he adds, “the US seems a lot more aviation-friendly with many airports which have very small or no landing fees.

In the UK, landing fees at airports such as Birmingham, Bristol, Cardiff, etc. are over £120 [$190]. Then you usually have mandatory handling fees, so on average, the fees can range between £300 and £1,200 ($470-$1,900]. In the US there is much more competition for the business, and far more choice.” T

Rani Singh writes about aviation. She reports on news, foreign affairs, politics and business with the world’s largest news organization.

SELLING BUT CHARTERING The bottom line is that the corporate or private jet is an essential part of 21st century business infrastructure, Telling concludes. “Whilst many corporations may have offloaded their flight departments all that happens is that, quite rightly, they just charter.” (This is obviously good news for Centreline.)

Captain Telling is a busy individual and his company is known for its good service. “We believe the actual flight is only the bit in the middle,” he adds. “We try to ensure the smooth transfer from arrival to destination to ensure the passenger experience is unsurpassed.”

More information: www.b-f-c.co.uk

MULTIPLE MEETINGS, MULTIPLE DESTINATIONS, ONE DAY ?

Advertising Enquiries see Page 8

“So why wouldn't you use Business Aviation? Your jet operates to your schedule, travelling to the airport of your choice; often to places not served by the airlines”.

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

93

BG 2 Jan15_Layout 1 17/12/2014 11:18 Page 1

BOARDROOM T OWNERSHIP

Business Aviation: It’s a Tailor-Made Solution

When choosing the right business aircraft, beware of friends bearing well-meaning advice, cautions David Wyndham.

A

new client recently approached me for guidance regarding what business aircraft to purchase. I asked where he needed to fly, how many people would be carried and other questions related to the aircraft's use, and then prepared a proposal for studying his firm’ mission requirements.

A few days later, he called back and thanked me for my time but said he'd made up his mind.

I asked the reason for his decision as he seemed so uncertain a week prior. He stated that his good friend has a business jet for his company and was really enjoying the freedom of having his own aircraft. So he was going to order the same make and model…

The two men are longtime friends, but their two

94

AVBUYER MAGAZINE – January 2015

companies serve different markets and have different mission needs. The guidance of a trusted buddy is valuable, but asking whether he liked his company’s aircraft is hardly sufficient research for selecting an effective business tool for your firm.

Neither CEO completely understood how well the friend’s current aircraft would be able to meet my prospect's air travel needs.

Relevant Advice Having Board Members (or associates) with Business Aviation experience is valuable since they can guide you to ask the right questions and help you set up the proper management oversight for the flight department. They can tell you what works for them and their company, which is helpful in your

www.AVBUYER.com



Aircraft Index see Page 4

Aradian September 18/08/2014 14:56 Page 1

2011 Bombardier Challenger 605

Price ex India: Make offers

Serial Number: Registration: Airframe TT: Landings:

8.33 kHz spaced radios and FM immunity EFIS/EICAS with Synoptics Lightning detection system Enhanced maps on MFD Interior 9 passenger interior in Beige leather. Forward - 4-place club with executive tables. Aft – 2-place club opposite a 4-place berthable divan in fabric. High gloss, wood veneer cabinetry. Satin Almond Gold plate accessories. Aft toilet with vanity. LH forward storage closet and RH forward galley with coffee maker, microwave oven, sink with hot and cold water and storage drawers. Sheepskin covers on crew seats. Entertainment centre includes Airshow ASXi, dual DVD/CD/MP3 player, two 21” forward and aft bulkhead monitors and individual monitors Exterior Overall White with Blue and Gold stripes

5848 VT-MKJ 595 452

Engines On GE On Point APU Honeywell GTCP 36-150CL on MSP 830 Avionics Collins Proline 21, 4-tube EFIS Com Dual Collins VHF 4000 Nav Dual Collins VIR 4000 ADF Dual Collins ADF 4000 DME Dual Collins DME 4000 Transponder Dual Collins TDR 94D FMS Dual Collins FMC 6000 GPS Dual Collins GPS 4000A

Rad Alt Dual Collins ALT 4000 ELT Artex 406 IRS Dual Honeywell Laseref V ADC Dual Collins 850E HF Dual Collins HF 9000 w/ SELCAL Radar Collins TWR 850 FDR L3 FA 2100 CVR L3 FA2100 (120 min) EGPWS Honeywell Mk VII TCAS Collins TCAS 4000 Change 7 Features RVSM and MNPS compliant Autothrottle 115V AC outlets in cockpit and cabin Iridium satellite phone system with Datalink and 2 handsets Life vests and life rafts Smoke googles, flashlights and crash axe in the cockpit

1999 Gulfstream V Airframe TT: Landings:

5050 1760

Engines Engines on Rolls Royce Corporate Care Left Right Total Hours: 4828 4967 Engine Cycles: 1626 1652 APU Honeywell RE220 with 3783 hours total time Avionics Com Triple Collins VHF-422D ADF Dual Collins ADF-462 HF Dual Collins HF-9000 Transponder Dual Collins TDR-94D FMS Triple Honeywell NZ-2000 IRS Triple Honeywell Laseref IV

EGPWS Allied Signal Mark V w/Windshear Protection Radar Honeywell Primus 880 CVR B&D Stormscope WX 1000+ Nav Dual Collins VIR-432 DME Dual Collins DME-442 Rad Alt Dual Honeywell RT-300 ELT Artex 406 GPS Dual 12-Channel TCAS Honeywell TCAS II w/Change 7 ELT Artex FDR B&D Features RVSM and MNPS compliant Global Sat-AFIS data link system Honeywell MCS 6000 6-Channel Satcom with Magnastar C2000 phone system

UK office Tel. +44 1481 233001 Fax.+44 1481 233002 steverogers@aradian.com Also in: South America, South Africa, Russia, Spain, Germany, India & UAE

External camera system Honeywell HUD 2020 Head Up Display Securaplane 450 security system Interior Fourteen passenger configuration in Light Beige leather with Gold plate accessories. Side panels and headliner in coordinating Beige. High gloss, light wood veneer cabinetry.

Forward – four-place club; Mid cabin – four-place club; Aft cabin – Two-place club opposite a four-place berthable divan.

Forward, galley with microwave and convection oven, dual coffee makers, hot and cold water and storage for crystal, china, cutlery, food, beverages and ice Exterior Overall White with Brown stripes

US office: Mesa Tel. +1 480 396 9086 Fax. +1 480 393 7008 rick@aradian.com www.aradian.com

BG 2 Jan15_Layout 1 17/12/2014 15:06 Page 2

BOARDROOM T OWNERSHIP

decision-making, but their opinions should not be definitive.

The number one consideration is aligning the choice of business aircraft with the strategic goals of the company. CocaCola and Pepsi are essentially in the same business, but their goals are not identical. Their respective flight departments operate different aircraft. Both companies want the right tool to meet the requirements of their enterprise. Aircraft selection is derived from a careful consideration of the best uses of Business Aviation in the support of the corporation’s missions.

For those who are new to Business Aviation, just having access to any business aircraft can seem to be a blessing. One senior executive who used to spend a day and several hops traveling from the firm’s location in the Southeastern US to its Northeast operating location stated she didn't mind using the belted lavatory seat as her spot on the corporate shuttle. Spending 2.5 hours on that seat was far preferable to the day spent in coach! That was her first exposure to business aircraft, and she was grateful to be able to have most of her day being productive.

That aircraft did well as a shuttle, but that senior executive’s company needed to evaluate (better) alternatives. Mission must drive aircraft requirements. Thus knowing the key missions of the firm is critical.

• What will define the successful use of the aircraft in supporting the corporate strategic goals?

• What is the main reason for having this aircraft?

• Are there other missions for using the aircraft?

• For what sort of travel needs will the aircraft be used?

“Ask questions about where you will be flying; how many people will be travelling; and what will be their baggage needs.”

Mission analysis also applies if you already operate aircraft.

• Is there a change in mission that dictates a different aircraft?

• Is the aircraft you currently fly getting too costly to operate?

• Does time spent awaiting maintenance decrease the availability of the aircraft?

Summary Anticipating future needs is critical as is getting the aircraft best suited to your air travel mission.

96

AVBUYER MAGAZINE – January 2015

Ask questions about where you will be flying; how many people will be travelling; and what will be their baggage needs. Who will have access to the aircraft (an aircraft reserved for senior leadership can be a very different make/model than a corporate shuttle even if both are flying similar trips).

Will the travel schedule be out and back in the same day, or will it be multi-day (or longer) trips?

Do you need access to the aircraft during normal business hours, or also during nights and weekends? How often will two or more users need to use the aircraft during the same timeframe?

Where is the closet airport to your office location?

Can that landing facility support the type of aircraft you need? A careful mission analysis will lead to these and more questions, and their answers will guide the development of measurable criteria for aircraft selection.

You don't want to buy too much aircraft, nor do you want to obtain an aircraft that meets only your immediate needs and fails to meet your growing requirements in a few years. Worst of all, don't buy just to join the business aircraft owners’ club.

A business aircraft is a powerful productivity tool that allow you to make the most of your time, but only if it fits with your needs. T

David Wyndham is co-owner and President of Conklin & de Decker.

Mr. Wyndham can be contacted at david@conklindd.com

Search for the world’s best jets at

AVBUYER.COM www.AVBUYER.com

Aircraft Index see Page 4

Southern Cross January_Layout 1 15/12/2014 16:50 Page 1

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Visit our w website: ebsi e ite: w www.scross.com ww.scross.ccom

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2007 CL850 • s/n 8056 • OE-ISF

2007 G200 • s/n 174 • N851SC

Only 1,875 TT • Smartparts Plus / MSP- Long Range PATS Fuel System • Jar Ops Compliant • 15 Pax VIP Configuration • Very Well Equipped

Only 1,055 TT • ESP Gold / MSP / PlaneParts- Fresh PPI Inspection • New Paint 2014 • New Soft Goods 2014 • Worldwide High Speed Internet and Sat Phone • Part 135 Compliant • All Trades Considered

2001 Citation Bravo • s/n 961

1996 Challenger 604 • s/n 5328 • XA-JCG

Only 3,400 TT • Engines on Power Advantage program • Airframe on Pro Parts • TCAS II • Fresh US import inspection underway at Cessna, Orlando

6,750 TT • Engines, APU & airframe on programs • Jar Ops equipped • FDR, ADS-B, WAAS & many other avionics upgrades • New paint • New media center & speakers • Excellent maintenance status & pedigree • Will trade towards a CL 605

2006 Hawker 400XP • s/n RK-448

1982 Falcon 20-5F • s/n 444 • LV-BIY

Only 1730 TT • Dual FMS 5000 • TCAS II, • Undergoing import inspection now

12,000 TT • Engines on MSP Gold • Fresh 2C Check • Gear OH in Progress • Excellent Cosmetics • Turn Key Aircraft available in Ft. Lauderdale

1993 Citation Jet • s/n 29

2012 Lear 40XR • s/n 2133

5100 TT • TAP Elite • Jar Ops • New Paint • New Interior • Garmin 500W • Fresh Doc 10

Only 570 TT • Dual UNS-1EW FMS’s • TCAS II • Aircell • Freon Air • Latest model 40XR in the world

AIRCRAFT WANTED • SCA is seeking the following aircraft: Challenger 300 - all models considered • Gulfstream G200 - all models considered • Challenger 604 - 2000 or newer • Hawker 800XP - 2003 or newer • Lear 31A/45/60 - all models considered • Citation Excel/XLS - all options considered • Challenger 605 - 2008-2010, full programs, good opportunity • Learjet 45XR - 2008 or later, under 3,000 TT, full programs • Citation Jet - on TAP Elite, under 1.4M, USA based • King Air C90B - with Blackhawk conversion, USA based • Hawker 800XP - Pro Line 21, at least 2 years until 48 month • Hawker 800XP under 2M, under 5,000 TT, MSP • Lear 60 - w APU, ESP, Under 2.5M • Challenger 601-3A - good cosmetics, good opportunity • CJ1 - w TAP or early model CJ2 w TAP, Europe based and Jar Ops

FT FT.. LA LAUDERDALE UDERDALE

CHARL CHARLOTTE OTTE

SÃO SÃO PAULO PA AULO

LONDON L ON NDON

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17718 King’s Point Point Dr., Dr., Ste. Ste. A Cornelius, Cornelius, NC 28031 USA USA

AV A VC Copacabana opacabana 177-Alpha 177-Alphaville ville 06453-041-São Paul Paulo-Brazil o-Brazil

C Conway onway House - Cranfield Cranfield MK43 MK4 43 0FQ 0FQ - United Kingdom Kingdom

Tel: T e el: +1 (954) 377-0320 Fax: Fax: +1 (954) 377-0300

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O OFFICES FFICES W WORLDWIDE ORLDWIDE

BG 3 Jan15_Layout 1 17/12/2014 11:15 Page 1

BOARDROOM T BUYING & SELLING

Buying A Business Jet: Ten Common Mistakes

George Dom reviews the basics for Board Members and those who seek advice in buying a suitable pre-owned business jet.

S

electing the right aircraft, at the right price, with the right terms, and avoiding unpleasant surprises is a complex project that requires discipline, focus and persistent attention-to-detail. A successful acquisition is a teameffort requiring expertise in operations, market research and analysis, legal, tax, insurance, finance and project management. Unfortunately, aircraft buyers routinely make one or more of the following ten mistakes: 1. Not considering all options. Today there are lots of ways to fly privately—charter, jet cards, fractional ownership, whole ownership, and more— with new programs, aircraft and operators

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AVBUYER MAGAZINE – January 2015

regularly coming and going. Objectively compare all travel options to achieve the best value and safety while meeting your requirements, budget and preferences.

2. Not selecting the right airplane for the mission.

Defining operational requirements with an understanding of real-world contingencies is necessary to avoid costly surprises and frustrations. For example, headwinds flying west in the winter, ATC delays on congested air routes and airports, customs port-of-entry requirements, and challenging destinations (mountainous terrain, hot/high elevations, runway length, etc.) can all adversely impact the optimistic ranges advertised by aircraft manufacturers, brokers and dealers.

www.AVBUYER.com



Aircraft Index see Page 4

P099_Layout 1 17/12/2014 12:11 Page 1

Security. Trust. Confidence.

CJ3 | S/N 200 2400 TSN, 399 SH, TCAS II, SAT WX RADAR FDR, CVR, STORMSCOPE, GPS-4000S (WAAS) BELTED LAV, BRAVO STYLE ENTRY STEPS EU OPS 1 APPROVED

CITATION XLS | S/N 5576

PHONE FAX

HOUSTON: 1 . 713 . 681 . 0075 1 . 713 . 681 . 0035

sales@paravionltd.com www.paravionltd.com

Years

AVION LTD PAR

as

14 1997 - 20

3265 TSN Power Advantage Plus / Proparts / Aux Advantage [D]UNS1 Esp, TCAS II, EGPWS SATCOM, DFDR, P135 Approved DOC 8,9,10 & 11 c/w 08/14

F50EX | S/N 279 6109 TSN, 1033 SCORE MSP, CASP, [T]FMS, [D]IRS, DFDR SATPHONE, GOGO Biz WIFI, 2011 PAINT/INTERIOR 2C GEAR OVH/DRY BAY MOD c/w JULY/2011

F50EX | S/N 324 4180 TSN, MSP GOLD • CASP [D]FMS, [D]IRS, [D[HF TCAS II, EGPWS, FDR GOGO BIZ WIFI, HSD, SATCOM NEW PAINT/INTERIOR SEPT/2012, DRY BAY MOD c/w FRESH 2C/GEAR OVH DEC/2014

COMING SOON: LEAR 45

AV I AT I O N C O N S U LTA N T S T O T H E W O R L D Advertising Enquiries see Page 8

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

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BOARDROOM T BUYING & SELLING

3. Becoming emotionally attached. Emotional attachment to one specific aircraft during the search and negotiation process would be a mistake; especially in the current market, there are plenty of other fish in the sea. When a seller becomes aware you have an emotional attachment to his or her aircraft, your negotiating position is substantially diminished. Keep your ego in check.

4. Not completing a thorough pre-purchase evaluation. This is a great example of being penny-wise and pound-foolish. Even if purchasing the aircraft from a friend or colleague, inspect the most common problem areas of the aircraft and its logs and records. The records must be comprehensive and complete. The devil is in the details of documentation. Damage history, life-limited components, and conformance with the manufacturer’s maintenance program are just three key areas that could pose high-risk to an inattentive buyer.

5. Not hiring an experienced aviation attorney and tax advisor. These professionals will ensure compliance with FAA and IRS regulations, often misunderstood by those not familiar with aviation. An example of a common violation is the “flight department company” — acquiring an aircraft to operate under FAR Part 91 and placing it in a single-purpose entity with no other use than to hold and operate the aircraft.

According to the FAA, a flight department company is considered a commercial operation and subject to the rules and regulations of FAR Part 135, exposing the pilots to license revocation and the owners to penalties as well as tax and insurance consequences.

6. Not being available and responsive. It is essential to be available to your advisors at milestone decision-points with clear, concise and direct communication. “Time kills deals”. Poor communication risks unpleasant surprises and misaligned expectations.

7. Not understanding the all-in acquisition cost.

These include capital and operating costs, refurbishment/upgrades, and upcoming scheduled maintenance. Don’t overestimate the benefit of chartering the aircraft to offset costs (chartering has inherent costs associated with additional flight hours, inspections, wear and tear, Part 135 certificate management, possibly additional flight crew, etc.). Budget conservatively for upgrades and incorporation of desirable optional service bulletins and unscheduled maintenance. Consider enrolling the aircraft in a maintenance services program.

8. Inattention to insurance liability limits, exclusions and endorsements. Take the time to discuss “what-if” scenarios with your insurance broker to stress-test your coverage. Keep your broker informed of every contract you sign regarding operations and maintenance of the 100

AVBUYER MAGAZINE – January 2015

aircraft to ensure you do not inadvertently void your insurance coverage.

9. Not applying early for financing. If applicable, application for financing sooner is better as it takes longer to complete the process these days. Many a closing has been delayed because the buyer procrastinated in arranging for financing.

10. Rushing to complete an immediate refurbishment/upgrade project. When buying a preowned aircraft, avoid major refurbishment until you have flown in your new steed for a few months, unless the aircraft is acquired as an immediate “refurb project”. Take time to think through all the changes/upgrades you would like to make and then schedule it to achieve the greatest financial efficiency with minimal downtime by aligning the refurbishment with an upcoming maintenance period for sufficient lead-time to acquire the necessary equipment, parts and materials.

Today’s Bonus Point Not seeking an experienced, trustworthy advisor.

The opinions of those who haven’t been involved in the aircraft market are interesting, but inadequate and potentially misleading.

As a commercial pilot and former military fighter aviator, I have sufficient flight experience that I could safely take off and land a Gulfstream G550, but it wouldn’t be as smooth as I’d like. That doesn’t mean I’m not a good pilot, I’m just not trained with recent experience in the G550. The same reasoning applies to your relative, your friend, and even your chief pilot if they are not trained or current in the aircraft marketplace and the complexities of the transaction process. T www.AVBUYER.com

Captain George Dom USN(Ret) is president and founder of NFS Advisors, representing buyers of business aircraft and Business Aviation services with factory-new and pre-owned aircraft purchases (whole aircraft or fractional shares). Contact him via gdom@nfsjets.com or www.nfsjets.com Aircraft Index see Page 4

J Hopkinson 1 January 17/12/2014 15:34 Page 1

Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com

follow us on twitter@HopkinsonAssoc

Hawker 800XP 4561 AFTT, Engines on MSP, APU on MSP. TCAS 2000 II, Fairchild F-1000 DFDR, CVR-120, Airshow 400, 8 Passenger, New Interior in 2013 (excluding cabinets), EGPWS

Hawker 800XP 4755 AFTT, Engines on MSP, Dual UNS-1LW Flight Management System w/WAAS & LPV

Gulfstream Astra SP 7097 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Falcon 50 13,502 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating

King Air 350i 599 AFTT, Rockwell Collins Pro Line 21/FGC 3000, CVR, TCAS II, TAWS+, Air Conditioning, and Eight Heated Cabin Chairs

John Hopkinson & Associates Ltd. 1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

BG 4 Jan15_Layout 1 17/12/2014 11:13 Page 1

BOARDROOM T MARKET ANALYSIS

Business Aviation Market: It seems like it’s Catching On As we enter the New Year, the time for waiting is over. Jay Mesinger sees positive signs that the aircraft sales marketplace is changing.

F

or the last year I’ve been commenting on what I coined “precursors” to a recovery— individual data points such as price stabilization, more transactions and firsttime buyers entering the market. These milestones are aligned with corporate profits rising and the global economy stabilizing. Inch by inch we are transitioning from several years of downward trends to emerging upwards shifts.

Obviously, comments of one observer are not sufficient. Improvements must be real and recognized by a broad segment of market participants. The parade of believers is getting longer, however, and encouraging reports of market

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AVBUYER MAGAZINE – January 2015

growth are more in sync with positive projections for the overall economy. In fact ‘sustainable’ would be the new word to use.

While the global news is not all sweetness and light, overall we are seeing and hearing about successes of the Business Aviation marketplace.

Bravo!

Good Numbers Employment in the US is an encouraging area of the overall recovery. Across the United States we are seeing unemployment rates decline to pre-2009 levels. What effect will this have on our sustainable recovery? Will the employment of hundreds of

www.AVBUYER.com



Aircraft Index see Page 4

RASF WAS JAN15 2013 17/12/2014 15:54 Page 1

FILE PHOTO

Fleet of 79 Northrop F-5 Tiger Aircraft and Equipment for Sale.

Invitation to Tender to include 2% bank garantee of the actual bid value of the tender to be sent in a sealed envelope to the address below.

The opening date for all envelopes will be on the 20th February 2015.

Mr Bader Abdulrahman

Mr Ali Skafi

Tel: 00 966 11476 9777 Ext: 49190 Mobile: 00 966 5053 26620 Royal Saudi Air Force Headquarters, Riyadh, Kingdom of Saudi Arabia

Saudi Embassy London Office of Military AttachĂŠ Tel: +44 (0)20 7581 7070 Ext: 218 Fax: +44 (0)20 7581 9782

BG 4 Jan15_Layout 1 17/12/2014 11:13 Page 2

BOARDROOM T MARKET ANALYSIS

thousands of people monthly really trickle up to help support the recovering aircraft market?

I believe that the answer is yes!

When you hear the word ‘jobs’ associated with aviation, you get to the economics of our industry.

In fact we have been saying for years how important our industry is to the overall economy. While 1.2 million jobs are directly attributed to the Business Aviation industry in the US alone, countless millions of non-aviation workers are employed by companies that use business aircraft. Without the reach and productivity afforded to users of Business Aviation, our nation’s overall economy would be disadvantaged.

Health and well-being of our US and Global economy has always positively affected the buying and selling of corporate aircraft. For several years corporate profits have been rising and companies have been sitting on cash without putting their shareholders’ money into the economy. Why have those dots not been connected sooner to revitalize our industry at a faster pace? Confidence and the regulatory environment are reasons most often cited.

I believe the discussion is now changing, however. I think that corporations are not just enjoying tremendous profits, they are hiring as well.

Hiring alone is not why Business Aviation is getting stronger. Hiring is a by-product of the confidence that corporations are exhibiting. Corporate executives are no longer thinking that someone may pull the rug out from under profits. Instead, there appears to be the feeling that profits, hiring and the growth are real and sustainable outcomes of today’s recovery.

Incidentally, when corporations are feeling more confident so are stock holders and all other individuals who watch for positive signs and plan their entry into the market for business aircraft.

Companies appear willing to spend their dollars now, whereas previously they were willing to sit on the sidelines.

The Year Ahead As we enter 2015 we can look forward to a sustained growth in Business Aviation.

Manufacturers, maintenance providers, the FBO service industry and other elements of our community are positioned for growth and revitalization. Funds for product development are being invested by manufacturers. FBOs are spending capital dollars again to modernize facilities. Maintenance facilities are coping with capacity issues that require new hires and new facilities to be built. Our industry believes that recovery and growth are at hand.

How should Board Members respond to this drum roll of recovery? Should decisions be delayed, or should they be accelerated? Should a healthier 104

AVBUYER MAGAZINE – January 2015

“As we enter 2015 we can look forward to a sustained growth in Business Aviation.”

market with sustainable growth keep one from entering the mix now? Is there a feeling you might overpay in a better market? It is better to buy in a healthy market than to participate in a market where no one can see a floor to prices.

As a Board Member responsible for your company’s sound business practices, the emerging recovery should be great news. Gone are the days when you hoped for a crystal ball to project future values. Back are the days of a more predictable annual residual depreciation.

When should you buy and sell in a recovery?

The answer is basic: when acquiring or upgrading a business aircraft fits into the overall strategy of the company’s travel and operational needs. There is no need to wait for a more secure period in our market.

The time is now! T

Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. Jay serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB).

Contact Jay at jay@jetsales.com www.AVBUYER.com

Aircraft Index see Page 4

P105_Layout 1 17/12/2014 12:53 Page 1

BOMBARDIER CRJ-900 NEXTGEN S/N 15277

Only 50 hours ferry time. Immediate delivery.

Extended range version with LR upgrade option.

88 passenger seats. I deal candidate for a corporate shuttle, sports team or CRJ-890 VIP conversion.

BOEING S27-200 VIP S/N 22825

Super 27 Valsan –217 modification, 6053 Hours SNEW, Winglets, MSG-3, Boeing Aux Tanks, Beautiful exterior and VIP interior. C oming off lease and available for immediate delivery.

EUROCOPTER EC130B4 S/N 3536

NEW!

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1750 Hours, Fresh Inspections: 12-Yr/100-Hr/ 150-Hr/600-Hr, New Interior in 2013. O wner has taken delivery of replacement aircraft and wants offers.

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Advertising Enquiries see Page 8

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

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BOARDROOM T INSURANCE

Pilot Insurance: And the Beat Goes On

Nothing continues to amaze me more than the requests I receive to add a pilot to an aircraft owner’s policy and the indignation of the person making the request, notes Stuart Hope. ‘Why’, they ask, ‘do I have so many questions about the pilot’s experience and credentials?’

T

he vast majority of aircraft accidents result from pilot error. I know that, and the insurance companies know that - but maybe aviation professionals haven’t done a good job of educating aircraft owners of that fact. Many companies spare no expense maintaining their aircraft to top mechanical standard, and then continually gripe about the cost and inconvenience of initial and recurrent training for their pilots.

We recognize that more than 85 percent of aircraft accidents are caused by pilot error. Simple

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AVBUYER MAGAZINE – January 2015

logic should tell us that we should focus our time and money toward making sure our pilots are the most qualified, well trained, safety-focused team we can put in the cockpit. Hence the need to ask questions and expect satisfactory answers when addressing a client’s questions about adding an additional pilot to the list of approved aviators.

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

www.AVBUYER.com

Aircraft Index see Page 4

BG Insurance Jan15_Layout 1 17/12/2014 12:36 Page 2

pilot flying the aircraft. It is a savvy aircraft owner who recognizes the importance of this fact and makes certain any pilot flying the company aircraft meets the pilot requirements of the insurance policy, to the letter of the law!

Yet time and again, I can hear the exasperation in a caller’s voice at not being able to simply add a pilot without having to answer a bunch of insurance questions or complete a pilot form. Generally the urgent request is caused by time pressures.

The boss has a trip this weekend and the regular co-pilot is sick or on emergency leave. Finding qualified pilots for a particular make and model aircraft on short notice is difficult, particularly if the aircraft is not based in a large metropolitan area.

Typical Request Let’s illustrate by imagining I receive the call to add a pilot, and I start asking questions that I know the underwriter will ask me. The conversation goes something like this: Me: How many hours does the pilot have in this make and model aircraft, and when did he last complete simulator-based training for this make and model aircraft?

Caller: Oh, this pilot has 200 hours in Learjets and completed simulator-based school earlier this year Me: So the 200 hours in Learjets were in your make and model, Lear 60, and the sim school was also Lear 60?

Caller: No, it was all in a Lear 31, but this guy is an airline pilot and a guru in our area, and the FAA only requires him to have three take-offs and landings to act as SIC (Second in Command), so if he’s good enough for the FAA, he should be good enough for the insurance company! These darn insurance companies are in cahoots with the simulator training companies! It’s a racket. So much bureaucracy!

And so it goes... The truth is all aircraft are different, even within the same make and model designation (different avionics, panel layout, etc.). The FAA doesn’t have any money in the game, so their requirements will obviously be different from the insurance company’s. There are a number of simulator training companies, all in competition with each other. But the conspiracy theory survives.

When Parties Sue Consider a plaintiff’s attorneys delight after a loss. In front of a “jury of your peers”, he or she states, “it is considered best safety practice by flight departments that all pilots complete annual simulator training for the exact make and model aircraft they are flying, and the very best flight departments do this Advertising Enquiries see Page 8

“In the end, our best option might possibly be to use the legal ‘reasonable man’ theory.” drill semi-annually. Yet, this aircraft owner engaged a pilot who had never even been to simulator training for the Lear 60 aircraft, and now this resulting accident has robbed my client of her husband”.

In the real world it is virtually impossible for many flight departments to always have a wellqualified, simulator-school-current (in the exact make and model aircraft), and experienced PIC and SIC back-up pilot for every flight. This situation requires us to walk a legal tight-rope when it comes to the pilots we use.

In the end, our best option might possibly be to use the legal “reasonable man” theory. Can you convince a jury that the pilot you used would be considered a reasonable back-up pilot by any flight department? T www.AVBUYER.com

Stuart Hope is co-owner of Hope Aviation.

Mr. Hope can be contacted at shope@hopeaviation.com

January 2015 – AVBUYER MAGAZINE

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EXPERIENCE. KNOWLEDGE. SUCCESS.

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• US Office: US Office: 1210 West 11th Street, Wichita, KS 67203-3517 • European Office: Trident Court, One Oakcroft Road, Chessington, Surrey KT9 1BD, United Kingdom Fax: +44 (0) 20 3044 2701 Tel: +44 (0) 20 8391 6770 108

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

January 2015

Aircraft Index see Page 4

Community News_Layout 1 17/12/2014 17:13 Page 1

BIZAV REVIEW T COMMUNITY NEWS

NEW ERA LOOMS: Cautious Optimism in Wichita

The coming of 2015 marks the beginning of a new era in Wichita, notes Dave Franson. It actually began to take shape in 2014 as some predicted events played out and others, not as anticipated, came to pass.

T

his new period definitely ranks up there with the beginning of other new eras - like the memorable one that began in 1986, when single engine piston airplane production virtually ceased due to the overwhelming threat of product liability litigation. Or the new era that dawned with the passage of the General Aviation Revitalization Act and the return to small piston aircraft production in 1996.

It’s not far behind important milestones like 1962, when Learjet joined the Wichita aircraft manufacturing ranks and introduced business jets into the local product mix; or 1934, when Cessna revived its post-Stock Market crash production with the Airmaster. Beech Aircraft, which had actually rented factory space from its rival while keeping its doors open during the Depression, continued with limited

Advertising Enquiries see Page 8

aircraft production. Of course, there was the wartime military build-up of the 1940s and the post-war transition back to civilian products in the 1950s, too.

New Beginning This latest chapter in Wichita’s aviation history debuted with a bit less fanfare than the launch of Learjet or even the 1972 premier of the Citation line, but it’s certainly not “business as usual,” either. In the intervening decades since then, while the city was producing more airplanes than anywhere else on earth, things settled into a familiar, if not always comfortable cycle. But that situation has definitely changed.

For starters, the two most familiar names in the news are not generating headlines or jobs in this new era. Beechcraft and Cessna are subordinate entities

www.AVBUYER.com

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January 2015 – AVBUYER MAGAZINE

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Community News_Layout 1 17/12/2014 17:14 Page 2

COMMUNITY NEWS T BIZAV REVIEW on the lighted signs that now identify the facilities of Textron Aviation on Wichita’s east and west sides.

And, the numbers of people employed in their respective plants and in the aviation industry in Wichita as a whole are not expected to grow significantly in the coming year, probably no more than 1.4% according to Wichita State University’s Center for Economic Development and Business Research. The “Big Three” in Wichita has become the “Right-sized Two”, and they’re learning to do more with less when it comes to employment.

At the same time, Boeing – formerly the 800 pound gorilla in Wichita’s aerospace economy and employment arena – is gone completely, leaving behind nearly 2 million square feet of manufacturing space. The company completed its departure from the site it had occupied for 83 years in 2014. Spirit AeroSystems, which acquired Boeing’s Commercial Division in 2004 remains, but thousands of jobs were lost and acres of empty manufacturing space remain, as yet, unclaimed. What becomes of it will certainly impact the future of the local aviation community.

Spirit is trying to decide what to do with the Gulfstream wing fabrication business it currently has.

The learning curve on this segment has proven to be steep – and costly – and it’s a candidate for divestiture.

Meanwhile, the market for the products produced

by Textron Aviation and Bombardier Aerospace Learjet will have a great deal to do with how the next era of Wichita’s aviation story unfolds. Bombardier Learjet is proceeding with development of its Learjet 85, but the pace of the program is being influenced by the company’s focus on its C-Series airliner which is, in the words of Bombardier CEO Pierre Beaudoin, a “greater priority, given market demand and where we are in the program.” The Wichita-based Learjet

programs anticipate a decline in total deliveries for the calendar year assuming a mid-year introduction into service for the Learjet 85 in 2015.

Textron took an aggressive approach to updating and developing new models of its Citation jet line during the downturn and will have four recentlycertified and one soon-to-be approved model available as the New Year dawns. The Citation Sovereign+, the Citation X+, certified in June of 2014, the CJ3+, which earned its FAA ticket in September and the M2 will be joined by the Latitude during the second quarter of 2015. While both companies have seen their backlogs grow during the past year, the year ahead won’t be considered the launch of a bona fide recovery until delivery numbers increase and keep going up annually for several years in a row.

At the other end of the spectrum, the single engine piston airplanes and turboprops face an uncertain future. The piston engine airplanes must deal with a transition away from 100LL fuel and purchase prices that make them extremely difficult to justify for flight training or recreational use. The turboprop workhorses, the Caravans and King Airs, still have great potential for special mission applications and remain attractive possibilities in developing markets. Their proven versatility and ruggedness transcend a lot of the obstacles faced by customers who operate where infrastructure hasn’t caught up with technology. Those aircraft can fill a variety of roles, and the combined Beechcraft and Cessna service network is global and extensive.

Still, after a half dozen years of weathering a persistent storm in a town that is certainly familiar with severe weather, it’s not hard to understand why there’s a hint of caution in the wind as the next chapter of Wichita’s aviation story unfolds.

“...the year ahead won’t be considered the launch of a bona fide recovery until delivery numbers increase and keep

THE PACE OF THE LEARJET 85 DEVELOPMENT IS INFLUENCED BY THE C-SERIES PROGRAM

going...”

Dave Franson is a veteran communications executive and is today the Principal of the Franson Consulting Group and Executive Director of the Wichita Aero Club.

Contact him via dave@fransonconsulting.com

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AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

Community News_Layout 1 17/12/2014 17:53 Page 3

BIZAV REVIEW T COMMUNITY NEWS

Headlines from MEBA, Dubai AMAC Aerospace received a reconfiguration project for a BBJ, coming from an undisclosed Middle Eastern customer - www.amacaerospace.com.

Peter Leonard-Morgan

David Longridge

David Bond is a new addition to the Bell Helicopter European team. With immediate effect, Bond will assume the role of regional sales manager responsible for overseeing sales activity in the UK and northern Europe.

Neil Gibson becomes president of Bermuda-based Longtail Aviation International Limited. Gibson has served as CEO of TAG Aviation’s UK, Australia and Asia businesses and most recently as COO of Hongkong Jet.

Matthew Hasik was named executive vice president of Bell Helicopter commercial sales, marketing and programs. He succeeds Danny Maldonado, who was promoted to president and CEO of Textron Financial.

Peter Leonard-Morgan is the latest member to join the sales team at Jeteffect, one of the world’s most successful business aircraft brokers. Since moving to the United States in 2001, he has been brokering the sale and acquisition of corporate jets and VIP helicopters, primarily from the business he founded following his arrival in the US.

David Longridge takes over from Steve

Aoife O’Sullivan

Bob van Riper

Taylor as president of Boeing Business Jets.

Longridge will lead a team responsible for the sales, support and operations of Boeing commercial products in VIP, government and military service.

Aoife O’Sullivan a London-based partner at international law firm Kennedys, has been named to the board of directors of Aerion Corporation to participate in strategy formulation and the overall governance of the company.

Rick Townsend is the new vice president for business development at BizJet International, responsible for developing narrow-body airframe MRO business as well as assisting with BizJet’s narrow-body completions sales.

Karel van Meekeren is European director of marketing and sales for DAC International, a Greenwich AeroGroup company.

Robert van Riper was recently selected by Fort Lauderdale-based Banyan Air Service as sales manager for HondaJet Southeast covering an eight-state territory.

Aircraft Interiors Middle East (AIME)

Feb 2 – 3

Dubai World Trade Centre, UAE www.aime.aero

NBAA: Schedulers & Dispatchers Conf.

Feb. 3–6

San Jose, CA, USA

Abu Dhabi Air Expo

Feb 8 – 10

Abu Dhabi, UAE

www.abudhabiairexpo.com

NBAA: Leadership Conference

Feb 24 – 26

Tucson, AZ, USA

www.nbaa.org

NBAA: Business A/C Finance Conf.

Mar 1 – 3

Bonita Springs, FL, USA

www.nbaa.org

HAI HELI-EXPO

Mar 3 – 5

Orlando, USA

Women in Aviation Conference

Mar 5 – 7

Dallas, TX, USA

GSE Expo Worldwide

Mar 10 – 11

Las Vegas, NV, USA

www.nbaa.org

www.heliexpo.rotor.org www.wai.org www.gseexpo.com

Business Airport World Expo

Mar 18 – 19 Farborough Airport, UK www.businessairportworldexpo.com

Business Jet Interiors

Mar 18 – 19 Farborough Airport, UK www.businessairportworldexpo.com

NBAA: International Operators Conference Mar 23 – 27

San Antonio, TX, USA

www.nbaa.org

NAFA: Conf. & Aircraft Education Seminar Mar 24 – 27

Scottsdale, AZ, USA

www.nafa.aero

European Corporate Aviation Summit

London, UK

Mar 25

AEA (Aircraft Electronics Association Con) Apr 8 - 11

www.aeropodium.com

Dallas, TX, USA

www.aea.net

ABACE: Asian Bus. Aviation Conf & Exh.

Apr 14 – 16

Shanghai, China

Aircraft Interiors Europe

Apr 14 – 16

Hamburg, Germany

www.reedexpo.com

www.nbaa.org

NARA; Spring Meeting

Apr 29

Savannah, GA, USA

www.naraaircraft.com

If you would like your event included in our calendar email: sean@avbuyer.com Advertising Enquiries see Page 8

www.AVBUYER.com

Bell Helicopter sold a Bell 429 and received an order for two Bell 505 Jet Ranger X helicopters to Wallan Aviation - www.bellhelicopter.com.

Boeing Business Jets expects the ME Region to claim about 35% of its global sales, but cautioned that falling oil prices could affect its customers in the region - www.boeing.com.

Bombardier announced the recent addition of Arabasco as an Authorized Service Facility for Challenger 605 ustomers based in, or flying to Saudi Arabia www.businessaircraft.bombardier.com Comlux America signed its first widebody fit-out contract and will take delivery of the customer-owned Airbus A330 in 3Q 2015 www.comluxaviation.com.

Gama Aviation plans to increase its presence at Sharjah (FZE) with heightened engineering capability and a new hangar - www.gamaaviation.com.

Nextant had a strong presence in conjunction with its regional sales representative, Dubai-headquartered JetHQ, with plans to announce a launch customer for its Nextant 400XTi and upcoming turboprop, the G90XT www.nextantaerospace.com.

Rockwell Collin’s Venue HD cabin management and entertainment system, Airshow Moving Map and audio/video on-demand streaming solution was selected by an undisclosed customer for a wide-body Airbus A340 business jet www.rockwellcollins.com.

Royal Jet joined with Boeing and Bombardier to celebrate recent orders for two BBJs, a pair of Learjet 60XRs and a duo of Global 5000s www.royaljetgroup.com. T Search for the world’s best jets at

AVBUYER.COM January 2015 – AVBUYER MAGAZINE

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Aerosmith Penny 1999 Gulfstream V December 16/12/2014 16:35 Page 1

S H O W C A S E

1999 Gulfstream V Serial Number: Airframe TT: Landings:

593 5662 3584

Airframe & Engines BMW ROLLS-ROYCE ENGINES BR 710 TIME SINCE NEW: 5662 5610 Time MID Life Done AT: 3464 (2007) 3464 (2007) APU SERIAL NUMBER P-220 / TIME SINCE NEW 2801 HOURS Avionics DUAL HONEYWELL SPZ-8500 IFCS/DIR DUAL HONEYWELL SPZ-8500 IFCS/AP TRIPLE HONEYWELL LASEREF III IRS DUAL HONEYWELL IC-800 AND THIRD NZ2000 FMS (5.2) DUALHONEYWELL HG-2021 G.P.S. DUAL COLLINS VHF-422B COMM’s DUAL COLLINS VIR-432 NAV’s DUAL COLLINS ADF-462 ADF DUAL COLLINS DME-442 DME DUAL COLLINS HF-9000 HF COMM w/SELCAL DUAL COLLINS RTU-4280 RTV’s DUAL HONEYWELL RT-300 RADAR ALTIMETER PRIMUS P-880 – COLOR RADAR HONEYWELL MARK V EGPWS HONEYWELL AFIS TCAS II with CHANGE 7.1 COLLINS TDR-94D MODE S w/ FLIGHT ID

112

Features HUD 2020 HEADS UP DISPLAY HONEYWELL EMS AMT 700G SATCOM W/SWIFTBROADBAND L-3 FA2100 2 HR CVR TELEDYNE DIGITAL FDR 25 HRS MINI QAR FM IMMUNITY/ELEMENTARY SURVEILLANCE EASA OPS 1 COMPLIANT MAINTAINED JET AVIATION BASEL FADEC MODIFICATION TO 10.2 HONEYWELL LSZ-860 LIGHTING SENSOR PULSE LIGHT SYSTEM ON HONEYWELL HAAP PROGRAM STAGE 4 NOISE CERTIFICATION WATER RIBBON HEATER UPGRADE Interior 18 PASSENGER FIREBLOCKED CABIN WITH FORWARD GALLEY AND LAV. FORWARD CREW REST AREA ENTERTAINMENT INCLUDES BOSE STEREO, AIRSHOW GENSYS, TWO 18” MONITORS AND EIGHT 8” MONITORS DVD, CD, PHONE Exterior OVERALL WHITE with BROWN AND TAN TAIL ASKING PRICE: MAKE OFFER

AeroSmith Penny II LLC Bob Nygren or Jeff Carter 8031 Airport Blvd., Suite 224, Houston, TX 77061

Prestige Jet Alexandre Le Tourneur

Tel: +1 (713) 649-6100 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com

Tel: +41 (0) 76 3870273 Email: a.letourneur@prestigejet.ch

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

Aerosmith Penny Citation Excel December 16/12/2014 16:37 Page 1

S H O W C A S E

2002 Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5244 N898PP 7278 7049

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7107 TSMOH 2221 RIGHT: TSN 6747 TSMOH 2016 (204 SHOT) APU HONEYWELL RE-100XL 1,479 TT Avionics FLT DIR: HONEYWELL PRIMUS 1000 IFCS W/8.33 EFIS: HONEYWELL PRIMUS 1000 3 TUBE RADAR: HONEYWELL PRIMUS 880 COLOR COMMS: DUAL HONEYWELL RCZ-851 NAVS: DUAL HONEYWELL RNZ-850 ADF: DUAL HONEYWELL DF-850 ELT: ARTEX 110-406 EGPWS: HONEYWELL MARK V w/WINDSHEAR FMS: UNIVERSAL UNS-1CSP HF: HONEYWELL KHF-950 PROVISIONS CVR: L3 FA-2100 TCAS: HONEYWELL CAS-67A TCAS II RMU: DUAL HONEYWELL RM-855 AHRS: LITEF LCR-93

Additional HAPP REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM CESCOM MAINTENANCE TRACKING AV 300 SYSTEM WEATHER Interior 2013- SOFT GOODS REPLACED- INTERIOR REVITALIZED. NEW CARPET, NEW SIDE PANELS, NEW SHEEPSKINS IN COCKPIT, WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACE RH DIVAN, OPPOSITE REFRESHMENT CENTER. MID CABIN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS. SATCOM PHONE, CERTIFIED FOR 9 PASSENGER. BELTED SEAT IN LAV Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

Advertising Enquiries see Page 8

www.AVBUYER.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com January 2015 – AVBUYER MAGAZINE

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Jet Sense Aviation Hawker 800XP January_Empyrean 17/12/2014 12:36 Page 1

S H O W C A S E

2004 Hawker Beechcraft 800XP Serial Number: Registration: Airframe TT: Landings:

258648 N483AM 8,530 5541

Engines Honeywell TFE731-5BR-1H Left Engine: P-107849 Hours: 7031 - MSP GOLD Cycles: 4475 Right Engine: P-107850 Hours: 8155 - MSP GOLD Cycles: 5315 APU Honeywell GTCP36-150: 9406 TT 451 TSO – MSP Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS II - TCAS 4000 Autopilot: Automatic Flight Guidance System AFGS 3000 EGPWS: Honeywell Mark V EGPWS (TAWS-A) FMS: FMS DBU 5000 Automatic Direction Finder: ADF Module DF-850 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF Distance Measuring Equipment: Dual Collins DME-442 Radio Altimeter: Collins ALT-4000 Navigation: Collins NAV 4000 Digital Nav with ADF/GS/MB

Transponder: Dual Collins TDR-94A w/ Enh. Mode S Radar: Collins TWR-850 Stormscope: Goodrich WX 1000 ELT: Artex C406-2 MHz ELT w/Nav Interface Features Airshow 400 RVSM Aircell Sat Phone Dual IAP Interior New 2012 Eight (8) Passengers with 4 Forward club seats, Aft LH Forward facing seat. Aft RH 3 Place Divan Exterior Overall White with 3 paint stripes consisting of Orange, Bronze, Black. New 2012 Maintenance Gear OH c/w 2012

Jet Sense Aviation, LLC Contact: Brett Forrester

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

Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR January_Empyrean 17/12/2014 12:38 Page 1

S H O W C A S E

Very Aggressively Priced at $4,395,000

2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

334 N263FX 4,800 3,300

Engines P&WC305A Left Engine Hrs: 4563 - ESP GOLD Cycles: 3183 Right Engine Hrs: 4543 - ESP GOLD Cycles: 3183 APU Sundstrand T-20G-10C3A APU. Hours - 1682 Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins DME-442

Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY cabin Entertainment system - DVD system Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior New 2014 Maintenance Fresh A & B inspection c/w. All maintenance due within 120 days and 150 hours c/w

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com Advertising Enquiries see Page 8

www.AvBuyer.com

Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com January 2015 – AVBUYER MAGAZINE

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aviatrax October_Empyrean 17/12/2014 11:13 Page 1

S H O W C A S E

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

207 M-ILTD 1159:42 534

*** TRANSFERABLE JET MANAGEMENT, CREW, HANGAR SPACE IN NICE, FRANCE *** Aircraft is enrolled on Plane Parts Program Engines Pratt & Whitney Canada PW306A. Left Engine 1159,7 hours TSN, 534 CSN, Right Engine 1135,4 hours TSN, 526 CSN APU Honeywell GTCP36-150, 894 TSN hours. APU enrolled on MSP Program Avionics Collins Pro-Line 4 Avionics Suite • Collins 5-tube EFIS & EICAS Displays • Dual Collins FCC-4005 Autopilot (Cat II) • Dual Collins ADC-850 Air Data Computers • Dual Collins RTU-4220 Radio Tuning Units • Dual Collins AHS-3000 Attitude Heading System • Collins Radio Altimeter ALT-4000 • Dual Collins VHF-4000 Communication System (8.33 kHz spacing) • Dual Collins NAV-4000 Navigation System (VOR/ILS/ADF) • Dual Collins DME-4000 DMEs • Dual Collins FMS-6100 Flight Management • Dual Collins TDR-94D Mode S Transponders System

Equipment & Options • Jump Seat • Mode S Flight ID w/ Enhanced Surveillance Modification • Maintenance Diagnostic Computer • ICG ICS-200 Iridium SATCOM (w/ Fax, Data Ports, & AFIS interface) • Airshow 410 Passenger Flight Information System • Dual Multi-Region DVD player Interior Hallmark 10 passenger interior configuration having forward 4-place club seating, 4-place conference group opposite a 3-place divan (certified for 2 passengers) in the aft cabin. Seats are done in Barcelona Beige leather; divan in Paisley print fabric; woodwork is Redwood Burl woodwork with brushed gold satin metal finish.

The club seats feature executive writing tables. A pocket door isolates the forward right side galley featuring hot/cold meal and beverage service, convection oven and coffee maker.

Exterior Base exterior Matterhorn White with Green and Red Striping.

Passenger Amenities Cabin entertainment sources include a Dual multi-region DVD player and the Airshow 410 Passenger flight information system. Video is displayed on a 15” panel display mounted on the cabin forward bulkhead.

AVIATRAX Contact: Hermann Reynisson

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Tel: +352 621375700 Email: hermann@aviatrax.com www.aviatrax.com

Aircraft Index see Page 4

Northern Jet Lear 40XR January 17/12/2014 15:36 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 3,612 2,924

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,617 / Right Engine 3,625 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

• Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel Aircraft Management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

Advertising Enquiries see Page 8

www.AVBUYER.com

Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net January 2015 – AVBUYER MAGAZINE

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Aero-Dienst January_Heeren Cit Ultra sep 16/12/2014 16:42 Page 1

S H O W C A S E

2008 Cessna CJ3 Serial Number: Airframe TT: Landings:

525B-0287 1632 1419

Aero-Dienst is pleased to present this cute CJ3 for immediate sale: • Low Time • ProParts • JSSI Premium • TCAS II • Steep Approach • EU-OPS 1 • One Owner Since New Engines 2 Williams FJ44-3A (on JSSI Premium Program) L/H: S/N 141643 R/H: S/N 141596 TSN: 1620 hrs TSN: 1632 hrs CSN: 1405 CSN: 1419 Avionics and Other Features Collins Pro Line 21 Integrated Avionics System with 3- Tube EFIS COM: Dual Collins VHF-4000 Transceivers w/ 8.33 kHz spacing SATCOM: Iridium Satphone NAV: Dual Collins Navigation Receivers (NAV-4000 & NAV-4500) w/ FM Immunity DME: Dual Collins DME-4000 ADF: Single ADF Integr. in NAV-4000 ADC: Dual Collins ADC-3000 Air Data Computers AHRS: Dual Collins AHC-3000 AHRS FGC: DUAL Collins FGC-3000

ALT: Collins ALT-4000 Radio Altimeter FMS: Dual Collins FMS-3000 w/DualCollins GPS-4000A FSU: Collins FSU-5010 Electronic Charts XPDNR: Dual Collins TDR-94D Mode-S Diversity Transponders w/ Enhanced Surveillance capability WXR: Collins WXR-852 Radar TAWS: Honeywell Mark V EGPWS (Class A) w/RAAS TCAS: Collins TTR-4000 TCAS II w/ Change 7 FDR: L-3 FA2100 SSFDR CVR: L-3 FA2100 SSCVR ELT: Artex C406-N ELT w/ 406 MHz and Nav. Interface Additional Equipment RVSM certified MNPS approved Jeppesen Electronic Charts Avionics Ground Power Switch Cockpit Speaker Mute Switch Maintenance Diagnostic Computer MDC-3110 Cabin Tastefully finished in light and medium shades of Grey with high gloss wood veneer cabinetry and trim. The Executive fireblocked interior is configured for up to 7 passengers with 4-place center-club arrangement, two fwd facing seats aft and an aft L/H belted flushing toilet sear.

Very good condition Exterior Overall White with long waved Marine Blue and Grey accent striping from nose to tail Asking Price: US$4,950,000

Aero-Dienst GmbH & Co. KG, Flughafenstrasse 100 90411 Nuernberg Germany

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Tel: +49-911-9356-120 Mobile: +49-171-4950309 E-mail: armin.hoehnemann@aero-dienst.de www.aero-dienst.de Aircraft Index see Page 4

CAI TBM 700C2 January 16/12/2014 16:44 Page 1

S H O W C A S E

2005 TBM 700C2 Serial Number: Registration: Airframe TT:

318 N12MA 998

Engines PRATT & WHITNEY PT6A-64 (3,500 Hr. TBO) 998 TSN. 771.2 Since Hot Section Propeller HARTZELL 4-BLADE. 249 SPOH – MAY 2013 Avionics KING SILVERCROWN/GARMIN NAV/COMM: DUAL GARMIN GNS-530 WAAS AP/FD: KING KFC-325 (W/PRESELECT) XPNDR: GARMIN GTX-327 & GTX-330 DME: KING KN-63 (w/OUTPUT TO EHSI) R/ALT: KING KRA-405B ALTIMETER: AM-250 ENCODING AUDIO: GARMIN GMA-340 GPS: DUAL GARMIN GNS-530 WAAS EFIS: TWO-TUBE BENDIX EFS-40 MFD: KING KMD-850 (w/TAS & TAWS) TAWS: KING KGP-560 RADAR: KING RDR-2000 (ON KMD-850) S/SCOPE: BF WX-500 TRAFFIC: KING KTA 870 Active traffic Features ONLY 998 HOURS AND TWO OWNERS SINCE NEW, NO DAMAGE HISTORY, RVSM EQUIPPED, GPSS ROLL STEERING, GARMIN 330 TRASPONDER UPDATED WITH ADS-B, CONNECTED TRAFFIC OUTPUT TO #2 GARMIN 530 FOR BACKUP TRAFFIC, GASEOUS OXYGEN SYSTEM, SHADIN ETM

700 ENGINE TREND MONITOR, ON TREND MONITORING, PULSE LIGHT ANTICOLLISION SYSTEM, FULL CO-PILOT INSTRUMENTS: KING KI-525 HSI, AIRSPEED & VERTICAL SPEED INDICATORS, ALTITUDE INDICATOR, ELECTRIC ARTIFICIAL HORIZON, ELECTRIC TRIM CONTROL, ALTIMETER AND AIRSPEED INDICATOR. FREON AIR CONDITIONING, KNOWN ICING (DE-ICE BOOTS, ELECTRIC PROP, WINDSHIELDS, PITOT/STALL, INERTIAL SEPARATOR), HOUR METER, ELT, AND OAT GAUGE Interior EXECUTIVE CLUB SEATING FOR FOUR (SEAT BEHIND PILOT IN STORAGE) PLUS TWO PILOTS. HIGH COMFORT ASH GREY LEATHER SEATS WITH NEW (MAY 2014) GREY CARPET, RH STORAGE CABINET WITH CD PLAYER & LH REFRESHMENT CABINET (IN STORAGE), WOOD VENEER OVERHEAD PANEL WITH A/C VENTS AND READING LIGHTS AND EXECUTIVE WRITING TABLE Exterior TOP HALF COMPLETED IN PEARLESCENT WHITE WITH BOTTOM HALF COMPLETED IN BLACK WITH SILVER AND GOLD STRIPING Maintenance ANNUAL INSPECTION COMPLIED WITH JUNE 2014, LANDING GEAR ON LONG LIFE PROGRAM

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

Advertising Enquiries see Page 8

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

January 2015 – AVBUYER MAGAZINE

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Aviation Advisors January 17/12/2014 12:32 Page 1

S H O W C A S E

2013 Pilatus NG Serial Number: Registration: Airframe TT: Landings:

1406 LN-PIL 115 139

Engines Pratt & Whitney PT6A-67P Serial Number: PCERY0419 Manufacturer TBO: 3,500 Hours Since New: 115 Cycles Since New: 139 Prop(s) Propeller Type & Model: Hartzell HC-E4A-3D/E Manufacturer TBO: 4,000 Hours Hours Since New: 115 Hours

Satcom (Iridium) Antenna 3 Power Outlets 110V AC, Dual NiCad Batteries Large Oxygen System Exterior Silver and grey metallic paint with black and red accent stripes Interior Executive Platinum 6-seat Interior London Interior Package Private Lavatory Forward Refreshment Cabinet

Avionics/Radios Honeywell Primus Apex Avionics Suite Elite Package SmartView Synthetic Vision System Dual WAAS GPS Dual Mode S Transponders Electronic Checklist Function Honeywell ChartLink RVSM Equipment Coupled VNAV Additional Equipment Additional Air Conditioning Pulsing Recognition Lights 406 MHz ELT

Aviation Advisors International Inc 8191 N. Tamiami Trail, Sarasota, Florida, 34243-2032

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Tel: +1 (941) 351-5400 Tel: +1 (210) 490 1883 - San Antonio office Email: bobd@aaisrq.com www.aviationadvisorsintl.com Aircraft Index see Page 4

1 Mente January 16/12/2014 16:46 Page 1

S H O W C A S E

2008 Gulfstream G450

Brian Proctor Cell: +1 (817) 307-7720 E-mail: brian@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

• Gulfstream Broad Band Multi Link – BBML with VOIP • Enhanced Soundproofing • SecuraPlane External Camera System w/ 3 Cameras • SecuraPlane 500 Security System • Wireless LAN Local Area Network Interior Universal Fourteen (14) passenger executive interior. The forward cabin features a forward four (4) place club with pull out tables. The mid cabin area offers a two (2) place club with fold out table across from a four (4) place divan.

The aft cabin features a four (4) place conference group opposite a credenza which incorporates the cabin entertainment system, printer and miscellaneous storage, and an aft passenger vacuum lavatory Exterior Airframe overall Matterhorn White with Gold and Blue Accent striping

4108 N227RH 3,145 1,672

• JSSI airframe and avionics coverage • Rolls Royce Corporate Care engine coverage • FANS 1A/CPDLC compliant • ADS-B out • ASC 910 (Cert G) • Enhanced Nav Package • Synthetic Vision 2.0 Engines Rolls Royce Tay MK 611-8C Engines on Rolls-Royce Corporate Care #1 S/N 85223 3,145 Hours 1,672 Cycles #2 S/N 85218 3,145 Hours 1,672 Cycles

APU Honeywell GTCP36-150. Enrolled on MSP S/N P222. 1,796 Hours. 2,879 Cycles Avionics Honeywell Primus Epic Honeywell GP-500 Flight Guidance Panel Kollsman Enhanced Vision System (EVS) Honeywell Head Up Display / Visual Guidance System Dual EGPWS with Windshear Detection Triple Honeywell AZ-200 Air Data Modules Triple Honeywell AV-900 Audio Panels Triple MC-850 Multifunction Control Display Units Triple VHF Navigation Systems Triple VHF Communications Systems Dual Honeywell RT-300 Radio Altimeter Additional Installed Equipment • Multi Region Direct TV

1998 Falcon 900B Serial Number: Airframe TT: Landings:

170 3606.5 1909

Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32

Mark Payne Cell: +1 (972) 897-3246 E-mail: mark@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

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

Advertising Enquiries see Page 8

www.AvBuyer.com

Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”

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

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Global Jet Gulfstream G550 January 16/12/2014 17:01 Page 1

S H O W C A S E

This is the most exceptional price on the market!

2004 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5018 N818RF 3589 1075

• Only one owner since new • Extended cabin without crew rest • Automatic Flight Guidance System • Visual Guidance System • Triple VHF Communications 8.33 kHz • 18 seats Certified for Taxi, Take-Off and Landing • Avionics modification completed in December 2013: •Communications - CPDLC FANS 1/A •Navigation (ATA 34) - TCAS 7.1 Installation •Enhanced Navigation Cert Fox Airframe & Engines 3589 Hrs & 1075 Cycles. Rolls-Royce: BR710C4-11. S/N: 15139/15138, 3375/3375 Hrs, 1067/1067 Cycles. Next major check: 4000 hrs. APU: Honeywell RE220GV, S/N: P-328, on MSP, The next inspection in Dec 2014 is a 1C + 1A. Last major check: Dec. 2013, Next major check: Dec. 2014 Avionics Automatic Flight Guidance System, Triple Inertial Reference System, Two 24-channel Global Positioning System (GPS), Visual Guidance System - Heads-up Display (HUD), Enhanced Vision System (EVS) - Forward Looking Infrared Camera, Data Transmission and Auto-Calling: Facsimile System, MCS-7000 SATCOM system, Dual Enhanced Ground Proximity Warning System

(EGPWS), 60 Hertz Power System, Dual HF Transceivers, Triple VHF Communications 8.33 kHz, Dual ATC transpondeurs / TCAS 2000, Traffic Collision Avoidance System / TCAS 2000, Color Weather Radar, MagnaStar C-2000 radio telephone system, Flight Management System FMS, Flight Data Recorder System and Cockpit Voice Recorder Additional Equipment One main galley/bar that includes a coffee maker, micro-wave oven, thermal oven and hot cup. A forward L/H coat closet and entertainment cabinet. Fwd cabin club 4 seats. Mid cabin club 2 seats and a 4 place divan. A dining area with 2 double seats. 3 Place divan in aft cabin with a single seat and console table. Vanity and toilet lavatories, with sink, soap dispenser, shelves and mirror. 17», 14» and 5.6» LCD monitors, DVD & CD player, Cabin Stereo Equipment, Display cabin - Airshow 400, Wireless LAN network system with shared network printer Interior Once again, the cabin atmosphere created by Gulfstream Aerospace shows the main aim of its conception: the permanent consideration of the passenger and his comfort. Great care have been taken in selecting and matching finishes and colors to highlight the interior. Soft forms have been used to increase the feeling of warmness produced by the mix of beige colors of seats and the wood

GLOBAL JET MONACO

AVBUYER MAGAZINE – January 2015

The price has been reduced to $25.5M

Exterior White with a black belly and several stripes on the fuselage

Florian Van Der Cruyssen, Aircraft Sales Director, L'UNION / 27 BOULEVARD DES MOULINS, 98000 MONACO

122

Available for viewing in Basel upon request

www.AVBUYER.com

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

Hagerty Jet Group January 16/12/2014 17:05 Page 1

S H O W C A S E

2004 Legacy 600 Serial Number: Registration: Airframe TT: Landings:

145770 N53NA 3,732 2,064

Engines Rolls-Royce - AE3007A1E s/n TSN Cycles Program Left CAE 312520 3,732 2,064 RRCC Right CAE 312455 3,732 2,064 RRCC APU Hamilton Sundstrand - APS 500R / T-62T40C14 Cabin Entertainment Airshow 400 Two 15.1”Monitors Dual multi-regional DVD players Remarks Upgraded A1E engines enrolled on Rolls-Royce CorporateCare Avionics enrolled on HAPP Dual NZ-2000 FMS 6.0 One U.S. owner since new Current part 135 Internally Serviceable Fwd Crew Lav Fwd flight attendant jump seat Empty Weight: 29,290 lbs.

IRIDIUM Aircell ST-3100 SatCom w/ two handsets Documented damage during jacking procedure in 2007

Interior 13 Passenger Fwd Galley Fwd Crew Lav Fwd Cabin – 4 Place Club Grouping with Stowable Executive Tables Mid Cabin – 4 Place Conference Grouping with Opposing Credenza Partition Aft Cabin – 3 Place Berthable Divan with Opposing 2 Place Club Grouping with Stowable Executive Table Aft Full Lav Additional Seating – Fwd Observer Jump Seat and Fwd Flight Attendant Jump Seat The Interior has been updated periodically and shows very well The veneer is a Myrtle Burl wood Exterior Base white with black striping on fuselage Two-tone brown striping on vertical stabilizer Metallic sliver striping on engine cowlings Painted 2008 Maintenance Summary Tracked on Flightdocs L12/72 month inspection c/w January, 2010 Major maintenance performed at Aero Air in Hillsboro, OR and/or Embraer in Little Rock, AK Ask Price USD$6,995,000

Hagerty Jet Group, LLC 100 Bull Street, Suite 200 Savannah, GA 31401 USA

Advertising Enquiries see Page 8

www.AvBuyer.com

Tel: +1 (912) 236-8500 - Office Tel: +1 (912) 695-5579 - Mobile E-mail: James@hagertyjetgroup.com www.hagertyjetgroup.com

January 2015 – AVBUYER MAGAZINE

123

Waked December 16/12/2014 17:08 Page 1

S H O W C A S E

2013 Global 5000 Vision Airframe TT: Landings:

9486 685

Avionics/Radios The Aircraft is equipped with the Rockwell Collins Pro Line Fusion avionics suite, complete with four 14’’*11’’ landscape active matrix liquid crystal displays (AMLCD).

The Cockpit Controls consist of the following: Two Cursor Control Panels (CCP), on the Center Pedestal.

Two Multifunction Keyboard Panels (MKP) on the Center Pedestal.

Two Glareshield mounted Control Tuning Panels (CTP) offering complete heads-up radio tuning and mode control, display control and standby NAV. Glareshield mounted Flight Control Panel (FCP) with LCD readouts.

Radio tuning can be performed via the following: Tuning multi-tasking window.

Selecting a Navaid or Waypoint on the map.

Control Tuning Panel (CTP).

The Integrated Processing System (IPS) is a cabinet architecture that hosts much of the central processing to support the operation of the system. Three single channel Integrated Processing Cabinets (IPC) host the following functions: Automatic Flight Control System (AFCS).

Flight Management System (FMS).

Onboard Maintenance System (OMS).

Integrated Flight Information System (IFIS).

Terrain Awareness Warming System (TAWS).

Synthetic Vision System (SVS).

Enhanced Vision System EVS Three air data computers Triple IRS. Dual ADF. Dual WAAS GPS Dual radio altimeter Graphical flight planning Onboard Maintenance System Additional equipment Exterior paint. With 2 colors and 2 lines Polish (Latches of Engine Cowlings, Cockpit Windshield Frame, Rear Bay Door Handle, Surround of Main Door, Baggage Door Handle) One multi-purpose ladder. XM Graphical weather 3rd IFIS. 2nd Datalink. 2nd SVS 15 Seats Interior: LH entrance enclosure, main entry door, RH galley annex, RH galley Forward bulkhead, manual pocket door Mid cabin left conference group Forward large lavatory, vacuum toilet, sink, vanity Forward cockpit flight observer seat Aft right lavatory, vacuum toilet, sink, vanity, storage Customization Flight Attendant Galley Flight Seat 34-42-4401 SMS-5000 Surface Management System 44-30-4005 CNX Data Acceleration 2 dual Blu-ray/CD/DVD/MP3 disc players Galley touch screen control monitor Speaker and subwoofer arrangement Baggage compartment accessible in-flight Interior LED lighting Dual channel Iridium telephone system WAKED JAYYOUSI Greece

124

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Tel: +306947379572 E-mail: wjayyousi@aol.com

Aircraft Index see Page 4

CAAP G280 January 16/12/2014 17:11 Page 1

S H O W C A S E

2014 G280 Serial Number: 2052 Registration: N386RW Airframe TT: 55 Landings: 15 CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale. Make your year-end deal now!

G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements.

Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 8

www.AvBuyer.com

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

January 2015 – AVBUYER MAGAZINE

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Florida Jet Hawker 800XP January 16/12/2014 17:13 Page 1

S H O W C A S E

2001 Hawker 800XP Serial Number: 258531 Registration: N81SF Airframe TT: 5357 Landings: 3944 Engines Engine 1: 5269 TSN, 3890 CSN Engine 2: 5269 TSN, 3890 CSN Engines on MSP Gold GTCP 36-150W APU, On MSP Fresh 48mo/12yr/Gear OH May 2013 On CAMP Avionics Honeywell SPZ-8000 Primus II Avionics Package on HAPP AFIS: Honeywell Global Autopilot: Dual Honeywell DFZ-800 AFCS Flight Director: Honeywell SPZ-8000 SATCOM: Aircell Axxess II Iridium System Nav Radios: Dual Honeywell RNZ-850 w/ FM Immunity Comm Radios: Dual Honeywell RCZ-851 w/ 8.33 spacing HF Radios: Dual King KHF-950 w/ SELCAL EFIS: Dual Honeywell EDZ-818 5-tube Transponder: Dual Honeywell RNZ-850 w/ Mode S GPS: Dual 12-channel GPS FMS: Dual Honeywell FMZ-2000 w/ 5.2 Software CVR: Universal CVR-120 FDR: DFDR RMI: Dual ED-800 EHSI Displays TCAS: Honeywell TCAS-2000 w/ Change 7 TAWS: Honeywell Mark VII EGPWS Radar Altimeter: Honeywell RT-300

Weather Radar: Honeywell Primus 880 Color Air Data Comp.: Dual Honeywell ADZ-810 Data Loader: Honeywell USB950 Interior Beautiful nine passenger executive interior consisting of a forward 4-place club with two tables, aft 3-place divan opposite a single chair with table and belted lavatory seat. The seats are finished in beige leather and complemented by walnut cabinetry and coordinating beige wool carpet, ultra leather headliner, champagne fabric accents, brushed nickel hardware and high gloss Waterfall Bubinga woodwork. The forward L/H galley features, lighted display, ice drawer, china storage, slide-out work surface, microwave oven and Nespresso coffee make Features/Equipment Hawker Beechcraft Winglets Aircell GoGo Biz WiFi System Long Range 02 Thrust Reversers Genesys Airshow w/ Cabin Briefer Belted Lavatory Seat Audio & Video Entertainment System Aerosonic Cabin Alt/Rate/Differential Pressure Indicator Fwd & Aft 13.8” Bulkhead Mounted LCD Monitors Dual Davtron Clocks (5) 110 volt AC Outlets DVD & CD Player RVSM Compliant Lopresti “Boom Beam” Lights Tail Logo Lights

Florida Jet 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406

126

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Maintenance Status On CAMP

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com Aircraft Index see Page 4

J Hopkinson 2 December 18/11/2014 12:44 Page 1

Cessna Citation Ultras

19 Sold 6 Remaining that Must Be Sold!

AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube.

Zephyr Air Conditioning.

Recently refreshed Interior EXTERIOR Recently completed Permaguard sealed Exterior

MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

follow us on twitter@HopkinsonAssoc Tel: (403) 291 9027 Fax: (403) 637 2153 sales@hopkinsonassociates.com www.hopkinsonassociates.com

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

London’s most exclusive jet-set lifestyle event

8TH - 9TH MAY 2015

LONDON BIGGIN HILL AIRPORT

Featuring over 100 luxury lifestyle brands Champagne reception . Fine cuisine . Supercar test drives

www.TheEliteEvents.com

MEDIA PARTNER

Abu Dhabi December_Layout 1 19/11/2014 09:53 Page 1

Abu Dhabi Air Expo

D E D I C AT E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S .

NBAA REGIONAL FORUM FEBRUARY 19, 2015 • WEST PALM BEACH, FL PALM BEACH INTERNATIONAL AIRPORT (PBI) The 2015 NBAA Regional Forum brings current and prospective business aircraft owners, manufacturers, customers and other industry personnel together to get critical business done. At the West Palm Beach Regional Forum, attendees will have access to:  Over 80 exhibitors showcasing their latest products and services  Nearly 20 business aircraft on static display  Education sessions on topics relevant to aircraft owners and operators  Networking with peers, along with new and existing vendors and suppliers

SAVE THE DATE: www.nbaa.org/forums/avbuyer

Sean advertorial - Products & Services_Layout 1 17/12/2014 14:32 Page 2

PRODUCTS NEWS & SERVICES ABS Jets ABS Jets, has received Russian aviation approval to allow the Prague-based company to perform maintenance on Russian RA-registered aircraft. The approval allows the company to carry out maintenance and other technical services on the Embraer Legacy 600 and 650 and Phenom 100 and 300. The MRO is an EASA Part 145 approved maintenance organization and an Embraer-authorized service center. www.absjets.cz

Albinati Aeronautics Albinati Aeronautics announced that they have now obtained a Maltese Air Operator Certificate (AOC) through Albinati Aviation Ltd, its Maltese subsidiary, in addition to its longstanding Swiss AOC. This now means that customers have the opportunity to register their aircraft for commercial operations within the European Community at the attractive conditions offered to Maltese companies. www.albinati.aero

BizJet International BizJet International Sales and Support, has signed a supplier agreement for engine maintenance services with Gulfstream Aerospace. The three-year agreement will provide Gulfstream with options for engine maintenance and customer support for the Gulfstream II, GIII, GIV, G350 and G450. BizJet has serviced more than 375 Rolls-Royce Spey and Tay engines since 2004. www.bizjet.com

Jet Aviation Basel Jet Aviation Basel, recently received CAR-145 approval from the Directorate General of Civil Aviation in India, to provide line and base maintenance services to Indianregistered Dassault Falcon 7Xs, Falcon 900s and Falcon 2000s. Jet Aviation Basel is a factory-approved service center for Airbus, Boeing, Bombardier, Dassault and Gulfstream. www.jetaviation.com

AMAC Aerospace

Jet Support Services, Inc.

AMAC Aerospace, a leading provider of corporate aviation maintenance and completion services has been appointed

by Pilatus as the exclusive Sales Distributor for the all-new PC-24 light jet in the Middle East. The new appointment, extends AMAC’s existing exclusive agreement with Pilatus as a fully Authorized Service Center and Sales Distributor for the PC-12 NG in the region which it has held since 2012. www.amacaerospace.com

Jet Support Services, Inc. (JSSI), and the African Business Aviation Association, AfBAA, have signed a memorandum of understanding for the Business Aviation community to raise awareness of the importance of adopting best practices in aircraft maintenance. This strategic agreement will see both parties cooperating in promoting awareness of program options to enable best practice across the aviation maintenance sector. www.jetsupport.com

Banyan Air Service

JetBrokers

Banyan Air Service, the newest dealer in the HondaJet sales and service network, recently welcomed the HondaJet to its facility at Fort Lauderdale Executive Airport (FXE) for demonstration flights of the world’s most advanced light jet.

The HondaJet is in the final phase of certification testing with the Federal Aviation Administration. www.banyanair.com

JetBrokers, leading US & European business jet, turboprop and helicopter sales and acquisition specialists recently announced a common brand and refreshed corporate identity, for their US and European operation centers to further their already substantial global sales activities. Its affiliate operations in Europe will merge brand and marketing activities worldwide. JetBrokers.com is now the new web and brand identity for all exclusive business jet, helicopter and turboprop sales and acquisition. www.JetBrokers.com

2 0 1 5

Join thousands of top business aviation leaders, entrepreneurs, and other purchase decision-makers for the Asian Business Aviation Conference & Exhibition (ABACE2015).

Save the date and visit the ABACE website to learn more.

www.abace.aero/avbuyer

P133-136 17/12/2014 17:18 Page 1

Marketplace Gulfstream IV

Milenium Air Servicios Aereos Integrados SA de CV Price:

USD$4,200,000

Year:

1988

S/N:

1059

Reg:

N271PS

TTAF:

8843:45

Location: Mexico

Fairchild F300

USD$650,000

Year:

1984

S/N:

518

Reg:

XA-CMT

TTAF:

7691:07

Location: Mexico

Gulfstream V

Airframe:8843:45 Total airframe time.3523 Total airframe landings. Engines:Model: Rolls Royce TAY MK 611-8 Left: Serial number 16621 8650:21 Total time.3418 Total cycles. Right:Serial number 16238.8617:15:00 Total time.3401 Total cycles. PLAN: JSSI. APU. Model:Honeywell GTCP 36-100G.Serial number: P399.6150 Total time.

Interior Fourteen passenger fire blocked interior was updated in 2003. A mid‐cabin double club arrangement is complimented by a forward right hand curved 3-place divan opposite

Milenium Air Servicios Aereos Integrados SA de CV Price:

Capital Jet Group Price:

$19,900,000

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6136

Tel: +52 1 554 880 2924 E-mail: mgarcia@mileniumair.mx

Tel: +52 1 554 880 2924 E-mail: mgarcia@mileniumair.mx

Total airframe cycles since new: 5526, A,B,C & D Checks complied on July 2014. All SB´s & AD´s up-to-date, Max operating speed: 265 knots (up to 24 300 feet) Range: 1938 NMI (2231 MI, 3591 KM) With six occupants, at 26 000 feet, Rate of climb: 2650 ft/min, Passenger capacity: 8 passenger + 2 crew members, 9 passengers + 1 crew member, Perfect Condition, No damage history since new, All maintenance accomplished by authorized service centers

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new, RR CorporateCare, PlaneDeck cockpit upgrade w/FMS 6.1 software, electronic charts, WAAS, ADS-B out, & XM-WX. Dual lavs, forward crew rest area, HUD/EVS, DFDR, 2010 paint & 13 pax fireblocked interior

Location: USA

Hawker 800SP

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

Tel: +1 (703)-917-9000 E-mail: sales@capitaljetgroup.com MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection.

Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors.

Landings: 5154

Location: USA

Gulfstream G450

RebelJet Price:

Please call

Year:

2004

S/N:

4004

Reg:

N4500X

TTAF:

3407.3

Tel: +1 (310) 431 8400 E-mail: josh@rebel-jet.net Operated Part 135 (Very selective) Engines on Corporate Care APU on MSP Hangared Was showcased in feature films and advertisements

Location: USA

www.4500x.info Advertising Enquiries see Page 8

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

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P133-136 17/12/2014 17:19 Page 2

Marketplace Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Hawker 1000A

International Jet Markets, Inc. Price:

Make Offer

Year:

1992

S/N:

259010

Reg:

N52SM

TTAF:

5400

Tel: 1 (850) 213 3218 E-mail: jetmarkets@aol.com

MSN 259010, ESP Gold, Honeywell Avionics, Excellent 9 Pax Interior, Well maintained, 2 Corporate Owners, Replaced & excess to needs $2,450,000.00 but Make Offer Contact: Bill Pilker Mobile 1-770-330-2691

Location: USA

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Aircraft Index see Page 4

P133-136 17/12/2014 17:19 Page 3

Marketplace Hawker Beechcraft Premier 1

Dipas Aviation Ltd Price:

USD$1,750,000

Year:

2005

S/N:

RB125

Reg:

VQBEP

TTAF:

2114

Tel: +306949445099 E-mail: SAME OWNER FOR THE LAST SEVEN YEARS, SECOND SINCE NEW.

Location: Germany

Piper Cheyenne II

Arrigoni Aviation Price:

EURO 440,000

Year:

1979

S/N:

094

Reg:

N500

TTAF:

6307

Location: France

Wilga Aviation

Sikorsky S76-B

Price:

$1,290,000

Year:

1988

S/N:

760342

Reg:

N76XX

TTAF:

4902

Location:

Eurocopter AS 350B-3

MNM Intertrade Price:

Make offer

Year:

2013

S/N:

TBD

Reg:

TBD

TTAF:

0

Tel: +33 (0) 650 875 383 E-mail: riccardo@arrigoniaviation.com Airframe: AFTT: 6307hrs. Landings: 5380. Left Engine: PT6A-28 SMOH: 2768hrs SHSI: 914hrs cycles:2421 SPOH: 30hrs. Right Engine: PT6A-28 SMOH: 3845hrs SHSI: 30hrs cycles:3355 on MORE SPOH: 30hrs Interior: 6 PAX configuration. Leather seats and carpets refurbished in 2008. Side panels repainted and new alcantara overliner fitted in 2012. Avionics: Major upgrade in 2012. Garmin GTN750, GNS530, GMA340, GTS330D, Avydine EX600 w charts, Aspen EFD1000, Shadin AMS-2000, WX500. EU VAT paid

Tel: +1 631.338.2238 malte@lorenzland.com Avionics/Radios/Other: 2 Garmin 796 GPS mounted to cockpit panel/ Universal FMS (UNS-1FW) / Alternate Static Source / Tail Rotor Servo Shut off valve / Dual Static Inverters / Retractable Boarding Steps Exterior: White with blue, red, and gold striping. Repainted 2008, Interior: Neutral tone interior with Royal blue carpeting; Refurbished: 2008, Inspection Status: The following inspections were completed on September, 2014: 25 hr.; 50 hr.; 100 hr.; 300 hr.; 12 month airframe.

Tel: +41 (0) 793 664 516 E-mail: AS350B3E Zero Hour TT since new Radio Alti AHV016/ ELK 406 / GNS430 Garmin/ VHF Garmin / VHK King KX165A / TB GMA 340 / Turbomeca ARIEL 2D Maximum weight 2250 Kg Cable cut system Inside Camera Sand Filter Dart Steps Cargo kit

Location: Switzerland

Citation Mustang

Beechcraft GmbH Price: Year:

2008

S/N:

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de Austrian Commercial Certification Kit. Total Time: approx.

1220 hrs. Engine Type: PW615F. 4-place Club Seating.

Garmin G1000 avionics system. Enrolled in CESCOM. ProParts. PowerAdvantage + Program

Reg: TTAF:

1220

Location: Austria

Advertising Enquiries see Page 8

www.AVBUYER.com

January 2015 – AVBUYER MAGAZINE

135

P133-136 17/12/2014 17:20 Page 4

Marketplace Beech King Air C90B

Tel: +49 (0)821-7003-100 Email: sales@beechcraft.de

Beechcraft GmbH Price: Year:

EU-reg, Pro Line 2-Tube EFIS-84, C406-2 ELT, Garmin GPS400, 2x COM 8.33 KHz + VIR-32 NAV, 2x TDR-94 Elem.

Mode-S XPDR (ID), TCAS/TAS, Raisbeck Exhaust Stack Fairings - top condition!

2004

S/N: Reg: TTAF:

3010

Location:

Par Avion Ltd

+1 832 934 0055

Alberth Air Parts

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 AvBuyer (USPS 014-911), January 2015, Vol 19, Issue No 1 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine.

However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Copy date for the February 2015 issue

Wednesday 14th January 2015 Advertiser’s Index 21st Century Jet Corporation ...............................138

Corporate Concepts .................................................55

John Hopkinson & Associates......................101,127

ABACE.......................................................................132

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

Leading Edge Aviation Solutions............................83

Abu Dhabi Air Expo.................................................129

Duncan Aviation..........................................................31

Lektro ............................................................................99

Aero-Dienst ...............................................................118

Eagle Aviation .............................................................69

Mente Group ............................................................121

AeroSmith/Penny............................................112-113

EFA .............................................................................136

Mesinger Jet Sales ..............................................26-27

AIC Title Services.......................................................29

Elite London ....................................................128, 137

NBAA Regional Forum...........................................130

Amjet .............................................................................45

Elliott Jets .............................................................34-35

NFS Advisors ...........................................................108

Aradian Aviation..........................................................95

Florida Jet Sales.......................................................126

Northern Jet Management .....................................117

Aviation Advisors .....................................................120

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

OGARAJETS........................................................40-41

Aviatrax.......................................................................116

General Aviation Services ........................................47

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

Avjet Corporation.................................................50-51

GKG Law ..................................................................108

Rolls-Royce .................................................................65

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

Global Jet ..................................................................122

Royal Saudi Air Force.............................................103

Bell Aviation ..........................................................80-81

Hagerty Jet Group ...................................................123

Southern Cross Aviation...........................................97

Bombardier..................................................................39

Intellijet International ..........................................FC,6-7

Survival Products.....................................................105

Boutsen Aviation ........................................................75

Jet Support Services (JSSI) ....................................25

Tempus Aircraft Sales & Service ............................63

CAAP..........................................................................125

JetBlack ........................................................................71

The Jet Business ........................................................43

Central Business Jets.............................................139

JetBrokers .............................................................58-59

VREF Aircraft Values.................................................99

Charlie Bravo ..............................................................33

Jetcraft Corporation.....................................48-49,BC

Waked Jayyousi........................................................124

Conklin & de Decker ...............................................105

Jeteffect ........................................................................91

Wentworth Aviation .................................................105

Corporate AirSearch Int’l .......................................119

Jet Sense Aviation/Gantt Aviation...............114-115

Wright Brothers Aircraft Title...................................90

136

AVBUYER MAGAZINE – January 2015

www.AVBUYER.com

Aircraft Index see Page 4

EFA January_Layout 1 16/12/2014 16:17 Page 1

PRAGUE PRA AGUE KBELY KBEL LY AIRPORT AIRPORT

www.EFAPrague.com Organised by the companies: @EFAPrague

/EFAPrague

21st Century December 18/11/2014 16:03 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition.

With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence.

The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves.

Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

WANTED: FALCON 50 WITH -3D-1D ENGINE UPGRADE

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ December_CBJ November06 18/11/2014 16:05 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

Celebrating 30 Years!

FALCON 900B SN 67

GULFSTREAM G200 SN 199

Spectacular Honeywell EPIC Cockpit Upgrade, MSP Gold Engines, Upgraded Interior, Owners New Global Express Arriving Shortly

1960 TT / 1040 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 900B SN 155

CITATION X SN 37

Always US Owned, 6400 TT, MSP Gold, Forward & Aft Lavs, Dual Aft Couches

Single Midwestern Owner, Chairman Flown, Citation Factory Services, Rolls Royce Corporate Care, Aircell AGT-5000 with WIFI, New Replacement Aircraft Has Arrived

FALCON 50-40 SN 25

CITATION SOVEREIGN SN 156

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

Trades will be considered, Meets all US and EASA/JAR OPS Requirements, On Cescom, 9 Place Interior tastefully appointed

FALCON 50 SN 177

FALCON 20F SN 470 - FALCON 900C ENGINES & APU MOD

Just over 5000 Hours TT, Upgraded 3D MSP Gold Engines, Recent New Interior from Window Ledges down including Seats, Cabin Switching, Carpet, Airshow 4000, External View Cameras, etc.

7827 TT / 5009 Landings, MSP Gold, Collins Proline II EFIS Cockpit, Dual Collins Radio Tuning Units, Dual Universal 1L’s w/WAAS, ETC

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

Just because you no longer have connecting flights

you no longer need connections.

The right aircraft can turn up anywhere—which means you need to know the right people everywhere. We’ve been cultivating worldwide connections for over 50 years, from legal and financial resources to the top aviation experts. Today our unmatched global network gives you eyes, ears and business savvy around the planet. A larger inventory of options. And fast, smooth, face-to-face transactions.

Want the best value in the business? Just connect the dots. www.jetcraft.com I info@jetcraft.com I Headquarters +1 919-941-8400

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

FEATURED INVENTORY

2014 GLOBAL 5000 - SN 9618

Completed Delivery - December 2014 Over $1.5M in Options - 14 Passenger Seating

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2015 GLOBAL 6000 - SN 9620

2015 Delivery - Trades Encouraged A Natural Transition from your Long Range Aircraft

1-2015_Back Cover_Connections.indd 1

2009 FALCON 2000LX - SN 167

Engines Enrolled on ESP Gold, APU on MSP Gold Will be Delivered with EASy II Provisions & C-Check 2002 Airbus A320VIP 2007 Boeing BBJ 2010 Challenger 605 2008 Challenger 850 2003 Citation CJ2 2013 Citation XLS+ 2001 CRJ 200LR 2007 Falcon 2000EX EASy 2011 Falcon 2000LX

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2010 Falcon 900LX 2009 Global 5000 2010 Global XRS 2006 Gulfstream 450 2010 Gulfstream G550 1998 Gulfstream IVSP 2007 Lear 45XR Q4 2015 Legacy 500 2007 Legacy 600

2010 LINEAGE 1000 - SN 19000243

Airframe Enrolled on Embraer Executive Care (EEC) High Capacity 19 Passenger Interior

2005 GULFSTREAM G550 - SN 5078

Impeccable Interior – 9 of 10!

One Experienced Gulfstream Owner Since New

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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 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 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

DOESN’T MEAN

12/8/14 4:31 PM