AvBuyer Magazine January 2017

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January 2017

™

B U S I N E S S

A V I A T I O N

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

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THIS MONTH Aircraft Comparative Analysis – Citation XL • Aircraft Parts-OEM or PMA? • Dealer Broker Market Update

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Falcon 7X 2012 • s/n 143 • 3,108 hrs. total time • 13 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, LPV, ADS-B Out, SVS, ADM, Dual Jeppesen Charts, CPDLC ATN-B1 & FANS 1/A+) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, HUD, EFVS • Engines on ESP Platinum and APU on MSP • FalconCare enrolled, 1C due February 2020

Falcon 900LX 2014 • s/n 283 • 479 hrs. total time • 14 passengers with Forward & Aft lavatories • EASA / EU-OPS1 compliant • EASy II (Baseline, ADS-B Out, CPDLC ATN-B1) • 3 FMS, 3 IRS, 3 VHF, Satcom MCS-7120, 2 EFBs • Engines and APU on MSP Gold • FalconCare enrolled, 1C due October 2020

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

Falcon 2000LX 2009 • s/n 193 • 1,807 hrs. total time • 10 passengers • EASA / EU-OPS1 compliant • EASy II (Baseline) • 2 FMS, 3 IRS, 3 VHF, Iridium Satcom Axxess II, 2 EFBs • Engines on ESP Gold and APU on MSP Gold • 2C due July 2021

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

Falcon 50EX 2006 • s/n 347 • 5,402 hrs. total time • • • • •

10 passengers EASA / EU-OPS1 compliant 2 FMS, 2 VHF, Iridium Satcom Aircell RT3100 Engines and APU on MSP Gold 2C due October 2018

10:10

Editor Welcome Jan17.qxp_JMesingerNov06 19/12/2016 12:19 Page 1

Editor’s Welcome Uncertainty

P

erhaps the Chinese curse about living in interesting times should be changed to… ‘May you live in uncertain times’…

With many changes occurring throughout the globe, uncertainty seems to be the only constant.

International experts are not sure how or when the UK’s vote to leave the European Union will unfold. Political groups that a year ago were on the fringe in France and other countries of Western Europe now appear to be in play in upcoming elections. Is the political stability of Asia about to change as new dynamics develop between China and Taiwan, Japan rethinks its policies on national defense and North Korea continues to pursue intercontinental missiles for propelling its nuclear weapons? Will a new level of nationalism abound throughout the globe, and could there be significant changes in international trade?

While Donald J. Trump, the surprise winner of the 2016 US Presidential election, has left little doubt that his focus will be on creating jobs and accelerating the US economy by cutting taxes and spending billions on infrastructure when he takes office on January 20th, much uncertainty surrounds how the US Congress will respond.

Mr. Trump has pledged to enact the biggest tax cuts since the 1980s. Also, he has stated that he likes to use debt as a means of stimulating growth. But Senate Majority Leader Mitch McConnell warned recently that he considers current US debt “dangerous and unacceptable” and wants any overhaul of US taxes to be revenue neutral. Some financial experts have warned that rapid stimulation of the economy by increasing the national debt—even if designed to be temporary—could lead to massive inflation and then recession. Others support the boost that they say tax cuts and massive government spending will create.

Uncertainty also seems to be a key element of Mr. Trump’s management style. A good negotiator, he keeps his cards close to his chest and plays them pragmatically in response to the situation that presents itself. Will Mr. Trump, an owner and operator of several business jets and clearly a person who appreciates the value of Business Aviation, look favorably on our community? Or will he side with the big airlines on issues surrounding reform of the Federal Aviation Administration and privatization of the

US National Airspace System? Business men and woman hate uncertainty. Yet they have no choice but to deal with it—particularly now.

What is certain is the value that on-demand mobility via business aircraft provides. Scheduled airlines have fixed schedules to specific locations where travel demand is high. Business opportunities surface in locations were travel demand is low—often with little advance notice.

Only Business Aviation, whether flown in company-owned aircraft or by charter operators, is able to provide mobility on demand.

Count on the value of Business Aviation—a necessary resource that indeed is certain.

This Month

In this edition, we look ahead to the coming months of 2017 – specifically to the used aircraft market, asking the Dealers and Brokers what their views are, and through Vref’s Quarterly update.

Rollie Vincent, meanwhile, leads our Market Indicators selection with comment on the BizAv Industry today.

Ken Elliott continues his discussion on Upgrading Your Business Jet, while Aviation Director Andre Fodor offers tips on selecting the right facility for your maintenance work, and Dave Higdon weighs the arguments for and against OEM and PMA aircraft parts. Also for the Flight Department, Mario Pierobon continues his series on Improving Aviation Safety Management, and we highlight the safety implications of inadequate use of the aircraft checklist.

Mike Chase features the Cessna Citation Excel in this month’s Comparative Analysis, while the Ultra Long Range & Large Cabin jets are the focus of this month’s Aircraft Specifications and Values sections.

For the Boardroom, David Wyndham highlights the urgency to act on upcoming aircraft mandates, Jeremy Cox discusses the need for an Onsite Aircraft Appraisal (versus a Desktop Valuation), Aircraft Broker Jet Tolbert argues why, in spite of uncertainty, 2017 is the time to jump into the market, and Keith Swirsky and Chris Younger conclude GKG Law’s series on importing a used aircraft.

Regardless of the uncertainty, the AvBuyer team wishes you all a peaceful and prosperous New Year ahead.

Jack Olcott Editorial Director, AvBuyer

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

Mechanicsburg, PA 17055 4

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

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Contents Layout Jan17.qxp 20/12/2016 15:22 Page 1

Volume 21, Issue 1

January 2017

Contents

T BizAv Intelligence

15

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

30

Used Aircraft Market Update: Dave Higdon discusses the used jet and turboprop market with dealers and brokers moving into 2017

36

Used Aircraft Sales Trends: Vref’s Fletcher Aldredge highlights value retention in used airplanes, comparing Q4 2015 depreciation with Q4 2016

T Flight Department

38

46

8

AVBUYER MAGAZINE – January 2017

Upgrading Your Aircraft (Part 2): Ken Elliott continues his series on the common sense approach to upgrading your aircraft…

Key Considerations for Selecting Aircraft Parts: What are the differences, the advantages and the disadvantages between using OEM and PMA aircraft parts?

52

Get the Best from your Jet Maintenance: Aviation Director Andre Fodor outlines how to get the exact quality of maintenance service you’d expect for your jet

56

Keys to Improving Aviation Safety Management (Part 2): How can a flight department best define the currency and recency targets of the safety manager…?

60

Private Jet Safety – Check & Verify: Business aircraft accidents reveal lapses in checklist use – but why, and how can you guard against them?

68

Retail Price Guide: 20-year UltraLong-Range & Large Cabin jet price guide from The Aircraft Bluebook

www.AVBUYER.com

73

Aircraft Specifications: Ultra-LongRange & Large Cabin jet performance and specifications comparisons

82

Aircraft Comparative Analysis – Citation Excel: How does Cessna’s Citation Excel square up against the Bombardier Learjet 40? Find out here…

T Boardroom

88

High Flyers Interview: How does a Phenom 300 help Head Inc. get business done better ?

92

Aircraft Deadlines Approach: An aviation manager ignoring the proximity of avionics mandates risks future employment, warns David Wyndham

94

Why an On-Site Jet Appraisal is so Important: Jeremy Cox discusses the dangers and costs of corner cutting when it comes to getting your aircraft appraised

98

Used Jet Buyer Opportunity & Uncertainty: Is 2017 a better time to buy a business aircraft? Jet Tolbert discusses the potential opportunities for buyers this year…

100

Importing Used Business Aircraft (Part 3 of 3): How to deal with commonly encountered issues of importing a jet onto the US register

T Community News

104

BizAv Review: Jet Aviation 50th Anniversary, OEM News, Appointments and Events from around the BizAv Community

Aircraft Index see Page 137

Freestream January.qxp 21/12/2016 11:46 Page 1

2013 Gulfstream G550 S/N: 5415

2011 Gulfstream G550 S/N: TBD

2008 Gulfstream G550 S/N: 5176

2009 Gulfstream G550 S/N: 5231

2010 Gulfstream G450 S/N: 4190

2006/2007 Global Express XRS S/N:9223

LEASE ONLY

2009 Gulfstream G450 S/N: 4170

2006/2007 Global Express XRS S/N:9202

2009 Airbus A318-112

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

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S/N: TBD

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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FREESTREAM AIRCRAFT (H.K.) LIMITED

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FREESTREAM AIRCRAFT USA LIMITED

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

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MARKET INDICATORS BIZAV INTELLIGENCE

Business Aviation Market Summary

What Does 2017 Have in Store for the Industry?

In a welcome bit of news for Business Aviation, the collective sentiment of business aircraft owners and operators improved considerably as the Year 2016 closed, based on results of the Q4 2016 JETNET iQ Survey, shares Rollie Vincent, Editor, Market Indicators… ased on more than 500 respondents in 58 countries, the uptick in global sentiment reflects the first Quarter-over-Quarter (QoQ) improvement since Q4 2015.

With the notable exception of Latin America, respondents in all major world regions – led by Europe and the US - seem to be feeling better about the state of the Business Aviation industry in the current business cycle.

The mood amongst owners and operators in Mexico and Brazil – the second and third largest markets for business jets worldwide – has unfortunately darkened, possibly reflecting concerns about the impact of the US Presidential election on international trade agreements such as NAFTA and the ongoing recession, currency depreciation and never ending political scandals that continue to rock Brazil.

B

Better Times Portended?

In a development that could portend better times for Large Cabin business jet and Medium-to-Heavy Rotorcraft sales in this New Year, oil prices had moved to US$53 per barrel (West Texas Intermediate and Brent crude oil) at press time, up sharply from a post-global recession nadir of US$26 in January 2016. With OPEC agreeing to a 2% supply reduction and hopes that non-OPEC members will also limit their production, oil prices are set to increase as we move into 2017 and beyond.

The US economy looks quite robust, expanding by a respectable 3.2% on an annualized basis in Q3 2016 (the fastest growth measured in eight Quarters), with leading indicators such as the US Purchasing Managers’ Index trending upwards for the last five Quarters.

The Dow Jones Industrial Average, an index of 30 of some of the largest US listed companies, was approaching a record high of 20,000 at press time, up almost 11% from early November in the days just before the US Presidential election.

The US Federal Reserve, meanwhile, raised its range of federal funds rates by 0.25% to 0.50%-to-0.75%, and signalled the possibility of three more 0.25% rate hikes in 2017, citing a strengthening US economy.

Does it spread to BizAv?

In the business aircraft market, business jet inventory ‘For Sale’ settled at 11.3%, while whole retail transactions of used Advertising Enquiries see Page 4

business jets totalled 2,231 aircraft for the 12 months ended November 2016, a respectable performance and relatively flat (down about -1%) Year-over-Year (YoY), according to JETNET databases.

Days-on-market for business jets that have sold in the last 12 months averaged 308 days, which is down (a good thing) about 2% YoY. The big story in Business Aviation during 2016 was the continuing sharp drop in aircraft pricing and valuations, which was particularly focused on the Large Cabin jet segment. Prices for soon-to-be out of production high-end models such as the G450 and G550 have fallen rapidly, with 2015-build aircraft dropping 30% or more in value in the latest Vref retail pricing guides.

For some value-oriented buyers, 4-5 year-old models that have already lost up to half or more of their original value yet still retain that “fresh leather” aroma can be a very attractive buy right now.

For buyers not intimidated by 5-10 year old assets, classic models like the Gulfstream G550, Bombardier Global XRS and Dassault Falcon 900EX offer many of the features and performance values of newer aircraft, with little annual depreciation in the ‘flat portion’ of their residual value curve.

This can be a ‘big deal’ for buyers, who might otherwise be hit by a depreciation cost in the thousands of dollars per hour (in 

www.AVBUYER.com

January 2017 – AVBUYER MAGAZINE

15

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BIZAV INTELLIGENCE T MARKET INDICATORS

Whole Retail Transactions of Pre-Owned Business Jets Worldwide 2005 to 2016 Year-to-Date

some cases, matching or even exceeding the cost of operating the airplane).

Used (or, in Embraer’s more elegant parlance, ‘pre-flown’) aircraft on cost-per-hour programs with clean pedigrees and an attractive ‘maintenance exposure to asking price ratio’ (see Asset Insight article on p26) offer very good buying opportunities today for the savvy purchaser.

2017: Where to From Here?

Well…, it’s complicated! The US looks like the place for aircraft salespeople to be in 2017. A more robust US economy (the US Federal Reserve has modestly increased its outlook for real GDP growth to 2.1% in 2017) – fueled by President-elect Trump’s promise of lower corporate tax rates, deregulation and higher infrastructure spending – should drive unemployment even lower than today’s 4.6% and drive inflation somewhat higher and closer to the US Federal Reserve’s 2% target.

This should stimulate higher capital spending by US corporations and High Net-Worth Individuals. A strong $US (which was at a 14-year peak against a basket of major world currencies at press time) will encourage higher imports of product and services, but will also increase the effective cost of US-dollar priced assets like business aircraft to prospective international buyers.

Other things being equal, we would expect a strong $US to 16

AVBUYER MAGAZINE – January 2017

drive higher spending on (now cheaper) international goods and services. This would further increase the US trade deficit, which is already at about $500bn per year and continues to be a politically-charged sound bite in the current environment.

The good news: Higher US trade deficits could put pressure on centrally-managed economies like China to purchase highdollar assets like US-built commercial and business aircraft. This would be good for Boeing, Gulfstream and Textron in particular. On the other hand, the potential for a trade war between the US and China could drive this same business towards Airbus, Dassault, Bombardier and Embraer.

Ah! The world turns, and it will be as important as ever in 2017 to be prepared to live in interesting times – ironically, just what an ancient Chinese curse warned us about.

MI www.rollandvincent.com 

www.AVBUYER.com

continued on page 20

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

Aircraft Index see Page 137

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America

Reviewing year-over-year (YoY) flight activity (November 2016 vs. November 2015), Argus TRAQPak data indicate that November 2016 posted an increase of 4.9%...

The results by operational category YoY showed significant gains across the board with Part 135 activity rising a substantial 7.6% over November 2015.

Part 91 activity followed with a gain of 4.1%, and Fractional activity rose a modest 1.2%.

The aircraft categories were all positive and were led, again, by a 7.6% increase from Large Cabin jets.

Month-Over-Month

November Business Aviation flight activity posted a Month-over-Month (MoM) decrease, which is the normal historic trend, from October; November activity finished down -5.5%. Results by operational category were all red for the month, with Fractional down -5.5%, Part 135 down -3.7% and Part 91 activity down -6.6%.

The aircraft categories were all down, too, with the largest MoM decrease coming in the turboprop sector, down -6.6% from October.

MI www.argus.aero

November 2016 versus November 2015

November 2016 versus October 2016

BizAv Activity Europe There were 58,111 Business Aviation departures in Europe in November 2016, according to WingX’s latest monthly Business Aviation Monitor, representing a 0.8% growth in YoY activity.

For six of 11 months recorded to date for 2016, there has been some YoY growth, although the YTD trend still trails 2015 activity by -0.2%.

November’s results were offset by declines in Turboprop and Piston activity.

Business Jet flights were up 3% in November and now have a positive 12month rolling average, with Small Jet activity providing most of the growth.

Business Aviation flights from Western Europe were up in November, bolstered by growth in UK, France and Italy, which outweighed declines in Germany, Switzerland and Spain. Southern Europe was flat this month, and Eastern Europe slightly down.

YoY growth in AOC flights exceeded 10% in France and Italy and were up 4% in the UK, in contrast to flat or declining Private flights in all three markets.

Germany had the largest overall decline, 297 fewer flights YoY, while Spain saw the biggest AOC decline at -8% YOY. Elsewhere in Europe, the largest declines came in Poland and Belgium, while the declines in Turkey and Russia seem to have bottomed out, down -3% and -1% respectively this month. There was substantial growth this month in the Nordics, also in Portugal and Czech Republic.

“Business Aviation activity was only slightly up in November, not enough to change the YTD decline compared to last year,” noted Richard Koe, WingX Advance’s Managing Director. “However, a slowdown in Piston and Turboprop activity is weighing down the trend; underlying Business Jet activity was up this month; and the Business Jet charter market has been quite lively for a number of months, especially in the lighter jet segments.”

MI www.wingx-advance.com  continued on page 24

ONLINE I PRINT I BROADCAST I EVENTS

20

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

Hagerty January.qxp_Layout 1 19/12/2016 15:49 Page 1

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2010 Gulfstream G550 Serial Number: TBA Hours: TBD

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Asking Price: Call for more details

• One US Fortune 100 Owner Since New • Aft Galley with Crew Rest Area • Rolls Royce Corporate Care

L SEL O T XT NE

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4141

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254

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250

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

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MarketIndicators JAN17.qxp_Layout 1 20/12/2016 10:40 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

Safety Survey: Industry Best Practices Most Business Aviation operators engage in annual risk assessment and profiling, according to the results of NBAA’s 2016 Business Aviation Safety Survey. Those results are now available to the Association’s members...

More than 800 industry professionals of all roles and specialties provided their company’s safety data for the survey, more than doubling the response rate from last year’s inaugural survey.

Key Findings: • 60% of dual-pilot operators reported they go to recurrent training twice annually; • Most single-pilot respondents (62%) indicated they train once annually, and 28% train twice per year; • A significant majority of operations have some form of safety reporting process, with 73% of respondents saying they have comprehensive awareness of safety reports and issues across their organization; • Distraction, fatigue, professionalism and time pressure continue to be the top potential triggers for mishaps.

Boeing Bounces Back

“I was really impressed by the engagement in the survey,” said Paul Ratté, director of aviation safety programs for USAIG and team lead of the NBAA Safety Committee’s Risk Assessment Team. “There’s a passion in the community for safety.”

Ratté’s team prepared 30 questions on topics such as dual- and single-pilot best practices, formal training expectations and safety reporting policies. Most survey questions were intentionally close-ended for data collection purposes, but Ratté noted that 1,200 unique responses to an open-ended query about respondents’ top three perceived safety risks will help the Safety Committee direct its focus to the most pressing concerns of business aircraft operators.

“Anything the Safety Committee does can only really be enacted through the practitioners of Business Aviation,” concluded Ratté. “We felt like it was necessary to understand what was on their minds, what are they thinking.”

MI www.nbaa.org

Boeing sees sales of its business jets rebounding over the next two years after a “tough” 2016, BBJ President David Longridge said at a press conference in Dubai last month.

Boeing Business Jets (BBJ) blames uncertainty created by Britain's Brexit vote and the US Presidential election for its significant decrease in 2016 sales compared with 2015. Boeing booked sales in 2016 for three business jets compared to 10 in 2015, and 14 in 2014.

“Now the elections are over and Brexit is decided we're starting to see things pick up,” Longridge said. “I think over the next two years we'll go back to the kind of six to eight airplanes that we saw more regularly in the past four years,” he said.

MI www.boeing.com

Impressive Middle East Deliveries New research from Global Jet Capital reveals that 293 Mid-Size to Large private jets were delivered to the Middle East between 2006 and 2015, with an estimated combined value of over $14.65 billion…

According to Global Jet Capital, Mid-Size to Large private jets delivered to the Middle East typically cost between $25-75m each, and up to 80% of the funding used to purchase these is sourced through external financing.

The largest number of deliveries were made to Turkey (77), followed by the United Arab Emirates (63) and Saudi Arabia (58).

“Around 40% of the fleet of Mid-Size to Large private jets in the Middle East delivered between 2006 and 2015,” according to Simon Davies, sales director for the Middle East, Global Jet Capital.

MI www.globaljetcapital.com 24

AVBUYER MAGAZINE – January 2017

continued on page 26

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MarketIndicators JAN17.qxp_Layout 1 19/12/2016 12:37 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

In-Service Aircraft Values & Maintenance Condition An Asset Insight market analysis conducted on November 30, 2016, covering 91 fixed-wing models and 1,940 aircraft listed for sale, revealed a 3.1% increase in ask prices, among other things…

Ask Prices for tracked models increased 3.1% – the third consecutive monthly increase – but are still 6.2% lower than they were twelve months ago. Medium and Small Jets lost ground—2.1% and 2.3% respectively.

However, while Medium Jet Ask Prices fell 14.4% (and posted a record low figure in November), Small Jet figures climbed 17.5% over the past twelve months.

Large Jets gained 5.9% since October, while Turboprop Ask Prices fell a nominal 0.2%. Over the past twelve months, Large Jet Ask Prices have fallen 3.2%, while Turboprops have experienced a 3.4% reduction.

Inventory Fleet Maintenance Condition

As represented in Table A (right), overall Asset Quality remained ‘Excellent’, but Maintenance Exposure set a 12-month high/worst figure. Specifically: • After improving for three consecutive months, the Asset Insight Quality Rating fell 2.1 AI2 basis points (~4%), to 5.380 from last month’s 5.401, on our scale of -2.5 to 10.

• The tracked fleet’s average Maintenance Exposure (an aircraft’s accumulated/embedded maintenance expense) worsened/increased slightly to $1.476m from October’s $1.473m.

Table A

Table B

Exposure to Ask Price (ETP) Ratio

Table B shows that the tracked fleet’s ETP Ratio (an aircraft’s Maintenance Exposure divided by its Ask Price) posted its third consecutive monthly improvement at 52.4%, versus last month’s 54.2%. We consider any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, and the tracked fleet’s average has been above 40% for the past 23 months.

Turboprops posted the best/lowest figure at 43.0%, followed closely by Large Jets at 43.7% (the group’s highest/worst figure for the past twelve months). Small Jets were at 53.9% (their 12-month best), while Medium Jets achieved their worst 12-month figure at 63.0%.

Market Summary

Small Jets continued to offer the best value given the group’s Excellent Quality Rating, 12-month low ETP Ratio, and above average Ask Price – and it appears to be eroding less than that for all other groups with respect to actual transaction pricing. Similarly, Turboprops are seeing less erosion between Ask and actual transaction value.

With the best ETP Ratio among the four groups, reasonable Asset Quality and Maintenance Exposure figures (along with below average Ask Prices), buyers and sellers should be able to find common ground.

The Large Jet Quality Rating once again reached the ‘Outstanding’ level, and the group did post a 5.9% increase in Ask Price. However, a 2.8% increase in Maintenance Exposure raised the ETP Ratio to a 12-month high/worst figure (a 27.8% increase over the past twelve months). Ask Price has decreased 3.3% during the past twelve months, and the Quality Rating trend line turned negative this month. This is unlikely to help the high erosion percentage between Ask and Transaction pricing.

Medium Jets posted a 12-month high/worst ETP Ratio, along with a record low Ask Price. With a 12-month high Maintenance Exposure figure, ongoing deterioration between Ask and Transaction Price was likely to result if owners were seeking to sell before 2016’s end.

These insightful metrics can be challenging to derive without knowledgeable support. If you are contemplating an aircraft purchase, spend the nominal funds to run comprehensive, comparative analytics between all reasonable candidate assets. It only takes a small oversight to misread a low price as good value. T MI www.assetinsightinc.com

26

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

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

Aircraft Index see Page 137

MarketIndicators JAN17.qxp_Layout 1 19/12/2016 12:37 Page 6

Ask Price vs. Maintenance Exposure *

Asset Quality Rating Scale -2.500 to 10.000

Turboprops

Small Jets

Medium Jets

Large Jets

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January 2017 – AVBUYER MAGAZINE

27

Project1_Layout 1 23/12/2016 09:54 Page 1

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Buying & Selling 1 Jan172.qxp_Finance 19/12/2016 12:49 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

2016 Year-End Used Aircraft Market Update

Another Year Passes, Used Aircraft Markets Steadily Slip Drawing together input from a variety of used aircraft Dealers

and Brokers, Dave Higdon offers a review of the 2016 marketplace and looks to used aircraft sales prospects for 2017…

Northeastern US-based used aircraft broker, speaking at NBAA-BACE in early November, noted of the market, “It's been a little bit like trying to stand on a skating rink that's tilted...things can't help but slide toward the low side. That's what we've been doing [in 2016]—sliding down. Not too fast, but steadily.”

If you haven't heard the news, you probably spent

A 30

AVBUYER MAGAZINE – January 2017

more time watching election coverage than following the used business jet and turboprop markets: things are trending down; decidedly down in terms of used aircraft sales, and up in the percentage of the fleet available ‘For Sale’.

Neither trend exacts much enthusiasm among the population of dealers and brokers as we head into 2017 – at least, not from most. But a small collection

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Aircraft Index see Page 137

Buying & Selling 1 Jan172.qxp_Finance 19/12/2016 12:49 Page 2

The Brightest Spot: Turboprops

The used turboprop segment has held the closest to steady over the past year, with an almost imperceptible decline in the percentage of the fleet offered ‘For Sale’; an approximately 5-6% gain in the units sold; and virtually no perceptible change in asking prices. ‘Average time on market’ declined by almost two weeks over the year.

Not coincidentally, the turboprop segment provided the sole “bright spot” among new aircraft deliveries reported by GAMA for Q3 2016, where deliveries gained 1.3% to 379 shipments compared to Q3 2015.

According to our Northeast broker, “The trend is difficult to fathom when you have a growing job base, solid profit reports, good GDP (Gross Domestic Product) numbers and a stock market at all-timehighs. It feels a little like prospective buyers are holding back out of worries over an unknown they can't themselves explain. It's not the same as eight years ago, when everything was crashing down in the Great Recession.

“All in all, the US is doing pretty well,” he summarized, following the November 8 election.

Indeed, UBS labeled the condition of the market as a “global bizjet malaise” in November.

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

“Nobody seems to be running for the lifeboats.

But some are keeping their PFDs (Personal Flotation Devices) handy.”

North America & Europe ‘Soften’ Blow

of brokers AvBuyer contacted offered a slightly different perspective collectively. “On the plus side we've got plenty of inventory available to sell to our prospects.”

But even these ‘glass half-full’ practitioners admit that the market deceleration makes for fewer dollars flowing through the system – while the need grows to advertise, market and promote their wares. What little strength these brokers and dealers see exists mostly overseas.

With all of that said, the market has not “gone over the falls,” a West Coast dealer qualifies.

“Nobody seems to be running for the lifeboats. But some are keeping their PFDs (Personal Flotation Devices) handy.”

Advertising Enquiries see Page 4

According to UBS, Q3 2016 deliveries declined 5% globally – a drop that would have been worse had shipments to North America not grown 9% and those to Western Europe gained 13%. The strength of those two markets helped offset steep drops in deliveries to China, South America, Latin America, and lesser drops in Asia, Middle East and Europe's developing markets.

UBS' report mirrored data from JETNET, which reported global business jet transactions declined more than 2% through the first nine months of 2016 – with projections for continued declines in both business jets and helicopters going forward into 2017.

“All those international markets that helped buoy sales for the past 3-4 years started retreating late in 2015 and continued to contract,” explained a Southeast broker shortly after Thanksgiving. “Two, three years ago we could barely keep up with calls from China and the Pacific Rim markets. Today we can barely get through to prospects unless we have a large-cabin, long-range jet. Even then they're not exactly rushing to buy.

“As for the US market, some prospects aren't thrilled with GDP growth, even though we've had steady, if not stellar, gains in all but a couple of quarters going back to the start of the decade.”

The consensus view is that business aircraft sales perform better when GDP hits and exceeds 3%; the www.AVBUYER.com



January 2017 – AVBUYER MAGAZINE

31

Buying & Selling 1 Jan172.qxp_Finance 19/12/2016 12:50 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

last quarters to show GDP growth of 3% or better came in 2013 and 2014 – including a couple of quarters with GDP growth of 4% or more. Sales of used business jets and turboprops fared well, but didn't exactly leap in growth during those periods.

Last year—2016—began strongly enough, with used aircraft sales showing gains in the first six months. But that changed in Q3 strongly enough to offset the earlier growth. According to various dealers and brokers, Q4 continued the trend of Q3. Only the Heavy Jet segment appears likely to show flat growth or a modest gain over 2015 when 2016’s final statistics are tallied in the next few weeks.

Late in 2016 the used Heavy Jet segment showed gains of between 5-6%.

But at the same time the percentage of the Heavy Jet fleet available ‘For Sale’ edged upward throughout the year, approaching 8% as the year closed out.

A Year-End Rush?

With asking prices down, used aircraft inventory up and transactions down, many brokers and dealers were looking for some help from a year-end surge to close out transactions while buyers could still take advantage of favorable tax treatments. But not all dealers and brokers expected a year-end rush to boost the numbers enough to put them on an even footing with the end of 2015, or even the start of 2016.

“We've been slowing down for six months, and based on what we're hearing we'll be starting-off in a continuing decline going into 2017,” observed a Northeast broker. “If anything pushes some to make their deals in December, it's going to be the prospect of the Federal Reserve finally boosting interest rates, as its been hinting for weeks.

“Personally, with interest rates for aircraft finance where they are (below traditional levels) I don't think a Fed rate increase will be a motive source. The change won't be enough that it can't be offset with a little higher down-payment.”

Then there’s the market saturation, added a West Coast dealer. “Some Light Jet owners I've talked to recently say they're holding-off changing their airplane until some of the newer models begin delivering. Some are hoping to find delivery positions they can get for new production aircraft. That solves all their concerns about ADS-B mandates and 32

AVBUYER MAGAZINE – January 2017

“Personally, with interest rates for aircraft finance where they are (below traditional levels) I don't think a Fed rate increase will be a motive source.”

- Northeast Broker

retrofitting technologies in their current aircraft.”

Indeed, the ADS-B mandate seems to be on the minds of more than a few buyers, according to the Northeast broker.

“There are more solutions today for Part 25 aircraft than a year ago, but most of them are for older aircraft that aren't considered ‘prime metal’ today. The lack of solutions for so many Part 25 aircraft is a drag on their values, because the expense of upgrading most of them will fall in the ‘serious six-figure’ territory.

“Holding out for newer models with (ADS-B) solutions approved is keeping some buyers away from attractive deals right now – and as prices slide, they're looking for a price delta that lets them cover the cost of upgrading,” the dealer concluded.

And there are other technologies coming: Controller/Pilot Datalink Communications (CPDLC) and Required Navigation Performance (RNP), which put

www.AVBUYER.com

more affordable candidates at a market disadvantage - at least, until approved solutions make their way through the Supplemental Type Certificate (STC) processes needed for those aircraft to upgrade.

Those STCs themselves depend on avionics makers and installers tackling the process of developing systems and conducting the testing needed to win approval from airworthiness authorities.

The Sum of it all in 2017…

Taken together, it's not difficult to envision a used aircraft market facing more challenges than just model availability or asking price going into this New Year. And that could be the setting for the used aircraft market to continue its slide for the foreseeable future, say dealers and brokers from across the spectrum. T Are you looking for more market insight articles?

Visit www.avbuyer.com/articles/category/businessaviation-market-insight

Aircraft Index see Page 137

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Used Aircraft Sales Trends Jan17.qxp_Finance 20/12/2016 10:00 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

Used Aircraft Sales Trends Value Retention in Used Airplanes, Q4 2015 vs Q4 2016 Vref’s Fletcher Aldredge offers an assessment of the depreciation trends in 2008-model helicopter, piston, turboprop and jet aircraft to highlight the way of the used aircraft sales market at Year-End 2016.

Fletcher Aldredge is publisher of the industry-respected Vref Aircraft Value Reference Guide. Vref is the industry’s modern price guide, designed especially for professionals operating in today’s challenging marketplace.

Contact Fletcher via info@vrefpub.com

36

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

Used Aircraft Sales Trends Jan17.qxp_Finance 19/12/2016 12:57 Page 2

n our 2016 year-end wrap-up (see Table A), you might notice a pattern: The first five aircraft on the list are all single engine Piston.

The bottom 19 is comprised of turbines.

While the table includes only 2008 model year aircraft, as always it is also important to remember that each serial number is unique.

There are too many variables to consider all in one chart. For example, a non-standard interior in a large cabin jet can make a difficult market seem impossible. There are several noteworthy items the Table presented, however, including:

I • • • • •

Three models increased in value over the last year, including the Cirrus SR22, Diamond DA-40 and Cessna 172S. There are 11 models that have held a steady value, most of which are piston aircraft.

The next group includes a diverse mix of aircraft - there are 18 different aircraft that have lost 1–5%.

There are 13 aircraft in the category that have lost 6-10% in value.

Bringing up the rear is the G550, which lost 22% in the past year and a total of 54% since new (still not terrible when considering that is an average of 6% per year).

The percent of ‘New’ represented in the Table is a comparison of the original MSRP in 2008 to either Q4 2015 or 2016 Vref used retail price. If we were to consider only the percent of New from Q4 2016, there are a total of 19 different aircraft that are still 60% or greater of their new value, meaning that these 19 aircraft are depreciating at a nine-year average of less than 4.5%.

Twelve other aircraft are depreciating at a 9-year average of less than 6% considering that these are all nine years old now, that’s not too shabby. The Quest Kodiak takes the number one spot at 87% of New, while bringing up the bottom of this category is the Learjet 60XR at only 25% of New.

In Summary

The reality is that we don’t buy aircraft as an appreciating asset. Of Course, there are always going to be a few that will surprise us and trend up, but for the rest of us a steady market would be a cheerful improvement. This is the “(not so) New Normal”. It is our love of flying that keeps our heads in the clouds.

More information: www.vrefonline.com T Advertising Enquiries see Page 4

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January 2017 – AVBUYER MAGAZINE

37

Avionics JAN17.qxp_Finance 19/12/2016 15:22 Page 1

FLIGHT DEPARTMENT T AVIONICS

Upgrading Your Aircraft (Part 2)

The Common Sense Approach to Upgrading your Private Jet Over the next several articles, Ken Elliott covers the nuts and bolts of upgrading your aircraft to meet mandates and/or improve its performance and capability. uring the coming months, we aim to discuss how best to determine the upgrade path for your new or used business jet or turboprop. This is a complex and often confusing subject for pilots, aviation directors and aircraft owners, alike.

Acquiring a jet for sale with all the right bells and whistles would be the ideal situation, but even for a new build, the aircraft may not be fully equipped to meet all operational requirements, especially those that are still on the horizon. Because requirements constantly shift and change, some aircraft and equipment manufacturers take a ‘wait-and-see’ approach, incrementally upgrading and approving their boxes, to align themselves with requirements as they solidify.

D

Fully Equipped vs ‘Fully Equipped’

Confusingly for operators, an aircraft listed as fully equipped and complaint may not be all the way there. Typically, the two main issues with equipment are the currency of the part number(s) and the level of its software. Each box, module or card in an aircraft system will have its own part number, software level and 38

AVBUYER MAGAZINE – January 2017

separately, in some cases, a modification status. So, note there are these three elements to consider.

The status of one system can be multiplied for numerous systems, based on the size and complexity of the aircraft you own.

This takes some research on behalf of the company undertaking the technical evaluation of an aircraft. Furthermore, relying on documentation alone can be risky. Log book entries, tracked backwards from most recent, may be the closest to a true reflection of equipment status, apart from a physical inspection of the aircraft itself.

Meanwhile there are robust maintenance tracking systems that should be up-to-date with included part numbers. However, as depicted in Figure A, part numbers are not always the ‘full story’.

Another associated area of confusion is derived from aircraft systems being so integrated. A system being upgraded is only part of the proper solution. So, for example, Version X of System A is dependent upon System B, being Version Z. The way the two systems communicate with each other across their collective data bus is dependent upon a change in one system being accommodated for within another. Today, aircraft are

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Aircraft Index see Page 137

Avionics JAN17.qxp_Finance 19/12/2016 15:23 Page 2

full of ‘Systems of Systems’, where equipment manufacturers control the data dialogue and make it tough for another vendor to ‘bolt on’ a different system.

Taking the control issue a little further, when you purchase a product (or the aircraft that includes it) you may be unaware that all the features you read about online, or in the brochure, may not be automatically available on your specific aircraft. Although the feature is fully capable of being active, it takes an additional fee for your maintenance provider to be given a key code, dongle device or some other means, to turn the feature on.

A common example has been the capability of Multi-Function Displays (MFDs) to display, third-party video inputs, such as EVS, weather or maps. Another example is ‘basic’ versus ‘enhanced’ performance, common across several popular aircraft systems. This way, OEMs can offer basic services for ‘Fee Base A’ and separately, a wider range of services for the higher ‘Fee Base B’.

What is Fully-Equipped?

There are different interpretations of fully equipped, the most relevant being ‘the aircraft is equipped to adequately perform within the airspace and regions for which it was designed’. There are two major categories of equipage that take the aircraft beyond its basic factory configuration, however. For new aircraft, these include options that may or may not be installed upon delivery. The two categories are: Mandates & Requirements for Operations: • ADS-B Out • Data Communication • PBN • Data Recording (with FANS) • TCAS 7.1

most situations (such as ADS-B Out), and those that are elective based on operational choices (such as FANS).

There are a whole series of incremental operational requirements being introduced that translate into mandatory equipage changes for most operators. They are phased in regionally, between now and 2020. These mandates and operational requirements are satisfied by implementing equipage upgrades, replacements and additions, or the loading of software changes. Generally, the older the airframe the more complex will be the solution (see Figure B, overleaf).

It is safe to assume that most ‘nice to have’ upgrades follow the same complexity guideline.

Upgrades & Changes via a STC/TC

As we are mostly dealing with upgrades, it’s worth a few words on the subject of STCs and TCs, these drawn-out certification programs being complex in themselves. Most would say the time and effort to complete an STC is longer than the work undertaken on the aircraft.

For an aircraft owner, understanding these processes is very important - especially if you are the ‘launch aircraft’. Following are a few noteworthy aspects of STCs and TCs: 1 2

3

Ken Elliott is a highlyrespected industry authority on avionics as a member of the NextGen Advisory Council sub-committee and Technical Director, Avionics at Jetcraft.

Contact him via ken.elliott@jetcraft.com or www.jetcraft.com

The STC is for previously delivered aircraft, and is popular with third-party modification facilities.

The TC relates to the aircraft and its equipment, as provided and controlled by the manufacturer.

An Amended STC relates to changes to existing equipage or the airframe, but not replacement by another completely different system.

Someone must be first… The STC relates to the initial installation of a system or major  Figure A: Breakdown of the Currency Status of Just One Typical System Integrated in an Aircraft.

Some Popular ‘Nice to Have’ Upgrades: • High Speed Data • Satcom • Wi-Fi • High Speed ATG Communication • Tablets • Weather & Moving Maps • LED Lights (Internal & External) • Winglets • Engine Improvements • Extended Range • Enhanced & Synthetic Vision • Galley Upgrades • Seat Reconfigurations • Cabin Refurbishment • Exterior Paint • Attitude Heading Reference System (AHRS) • Flight Management Systems (FMS) • Soundproofing Mandates come in two forms. Those that are required by most operators, because they apply to Advertising Enquiries see Page 4

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January 2017 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T AVIONICS

Figure B: Inverse Pyramid of Upgrade Complexity vs Age of Aircraft.

4

“Most ADS-B factory upgrades are system upgrades and not simply a box improvement, unless on the newest models.”

5

6

7

8

component to an aircraft where there is no previous precedent. A version of STCs known as Approved Model List (AML) caters to the precedent case, being used for very similar upgrades across multiple aircraft platforms.

Fortunately, several ADS-B Out solutions fall into the AML STC category, making it less burdensome for operators of different aircraft types then to repeat the whole initial STC process.

If there is not an STC or Amended TC for your aircraft, (or in the case of the OEM, a change order or factory bulletin), then you may need to go through the STC process, which is time consuming and expensive. You can expect volumes of paperwork, significant ground and flight testing, and at least some issues to occur.

Thus it is reasonable to expect a deal with the equipment provider and your MRO. Once an STC has been issued to an aircraft of a single type, it can be applied to other similarly equipped aircraft. That is a huge benefit for an operator. The operator may be forced to go to the MRO that owns the STC, or the STC owner may sell it to another capable MRO and not to the operator.

TCs can cover a range of models for a type of aircraft. One example is the Bombardier Challenger 600 Series (600 through 605), but with the caveat that the upgrade will involve the same activity on each model. For avionics upgrades, that is a tall order!

Sometimes STCs can be deviated from with minor changes that are either covered under ‘Designated Authority’ or locally ‘Field Approved’.

Upgrades & Changes by Service Changes

Just as STCs and TCs are a means to upgrade aircraft, aircraft and equipment manufacturers as designers of the original product have an easier path when it comes to the boxes or minor changes to the aircraft.

Service changes from equipment providers come in the form of Service Bulletins, either as software or 40

AVBUYER MAGAZINE – January 2017

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hardware. They need to be approved by the aircraft manufacturer in many cases and can constitute complex modifications. Different manufacturers use different terminologies; for example, Gulfstream uses ‘Aircraft Service Change’.

A simple way to look at these is to treat box improvements as equipment service bulletins and system upgrades as aircraft service bulletins.

Most ADS-B factory upgrades are system upgrades and not simply a box improvement, unless on the newest models.

Automatic Dependent Surveillance—Broadcast (ADS-B) is great example of upgrade classification.

Many recent ADS-B factory solutions were considered compliant until a new operating standard was introduced in the form of DO260B, which was an improvement on DO260A. So while the initial ADS-B upgrade was a major affair, the implementation of DO260B compliance should be relatively minor. Note the DO260B compliance is mandated for 2020.

Common-Sense Approach to Upgrading

An upgrade assumes anything from adding power outlets in the cabin to a full Satcom with High Speed Data. The same rules apply for any modification.

Significant savings in time and cost, with less aircraft disturbance and risk, can be accomplished with a few common-sense rules when you upgrade your aircraft.

Following is a common-sense approach to upgrading: • Select the Maintenance Repair Station (can be the aircraft manufacturer) that is best for you, including location and not just price.

• Obtain multiple quotes for the work. Make sure reviews of pricing and downtime are compared ‘apples to apples’.

• Combine work to be accomplished with inspections and other maintenance, such as APU and engine service.

• Relationships are very important, and they need to be based on trust and integrity. However, they should not bind you. New, healthy relationships can always be created.

• Look at shop experience and capability for your type and model of aircraft.

• Look at the facility itself. Pay a visit ahead of approving a proposal if the facility is new to you.

Can the facility physically accommodate the aircraft and does it have adequate Ground Support Equipment (GSE)?

• Are the employees adequately trained and experienced? As we draw closer to the ADS-B 2020 deadline, ask the shop how many ‘contract employees’ will be assigned to your aircraft.

• Discuss the project’s certification process and any risks.

• If you do not have a Director of Maintenance on site, hire a technical consultant to babysit the project and request a customer office, if available.

Continued on page 42

Aircraft Index see Page 137

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Hatt & Associates January.qxp_Layout 1 21/12/2016 11:15 Page 1

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Avionics JAN17.qxp_Finance 19/12/2016 15:25 Page 4

FLIGHT DEPARTMENT T AVIONICS

An Early Aircraft Upgrade Underway

Preparing the Wiring Harness for a Modern-Day Aircraft Upgrade

A True Story

“Providing MROs and aircraft manufacturers with adequate information on your aircraft is essential.”

•

To highlight an example of a lack of due diligence in pre-qualifying a quotation, the following story relates to a personal experience that occurred in the mid1990s…

The owner of a Dassault Falcon 50EX had selected a US-based interior shop to complete a ‘rerag’ on its existing interior and to accomplish other cabin improvements. At that time, there existed mandated requirements for significant avionics upgrades that this aircraft needed. Heeding the need to bundle the work and reduce the additional cost associated with separating the activities, the owner requested that our company complete the work at the interior shop.

Having received assurances of adequate hangar space and ground support equipment, we dispatched a full avionics team to undertake the upgrade task. To our dismay the aircraft was positioned in a Quonset Hut-style hangar, fully open on one end. The hangar was full of debris, dirt and dust, with a dead cat found in one corner.

For the aircraft tail to stay below the peak height of the hangar, the nose oleo had been fully extended by adding weights and loading down the tail.

The owner was due in two hours and despite a hurried clean-up he was horrified by what he saw. He eventually confessed that the interior modification had been selected as a ‘great deal’, but because of the extreme cold on the jobsite, much of the aircraft electronics testing had to be finished at avionics shop, requiring an additional trip, expense and downtime.

• • • •

All the above factors can alter the standard quotation and in some cases will do so significantly.

Providing MROs and aircraft manufacturers with adequate information on your aircraft is essential.

Leaving anything to a guess is a huge risk. The ideal situation is to allow the individual providing the quotation to personally review the aircraft records and physically verify (on the aircraft itself) anything that requires clarification.

In Summary

The facility providing the quotation for an upgrade will require a lot of information about your aircraft.

There are many factors that can impact the conformity of the quotation to the actual aircraft.

Some of these factors are:

This article covered a general overview, touching the surface of how to approach an upgrade to your aircraft. The next several articles will delve deeper with respect to the individual mandated and optional systems, equipment options and the facilities that integrate.

As a final thought, it cannot be stressed enough that modifying your aircraft is a serious business with many moving parts. Owners and Aviation Directors should be personally involved in the decision process, ensuring all risks have been mitigated. The selection of the right facility and their primary point of contact is only a small part of that decision process. T

www.AVBUYER.com

Aircraft Index see Page 137

The Quotation Process

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• • • •

Modifications to the aircraft since it was delivered to the initial operator; Service Bulletin status of its equipment; Installation bulletin status of its systems; Software status of its equipment and systems; Equipment options taken upon initial delivery and since; Operational options subscribed to including all service providers; Repair history of the aircraft and its equipment; Antenna locations and other real estate considerations inside and outside of the aircraft; and STC, Amended TC and other change records.

AVBUYER MAGAZINE – January 2017

General Aviation January.qxp_Layout 1 19/12/2016 15:58 Page 1

Avjet multi dps January.qxp_Layout 1 22/12/2016 10:34 Page 1

2000 Boeing 757 SN 29306

2006 Boeing BBJ SN 34683

2014 Global 6000 SN 9548

1994 Dassault Falcon 50 SN 245

2007 Gulfstream G550 SN 5141

2010 Gulfstream G550 SN 5299

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Avjet multi dps January.qxp_Layout 1 22/12/2016 10:35 Page 2

2001 Gulfstream GV SN 619

1996 Gulfstream GIVSP SN 1292

1996 Gulfstream GIVSP SN 1300

2002 Bombardier Learjet 60 SN 245

2006 Challenger 300 SN 20077

2011 Gulfstream G450 SN 4209

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

Maintenance 1 Jan.qxp_Finance 19/12/2016 15:32 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

Key Considerations for Selecting Aircraft Parts

What are the Differences between OEM and PMA Parts?

When your jet comes due for maintenance and the problem comes down to a part needing replacement, options exist for the aircraft owner, notes Dave Higdon. But which is the right option to take: OEM or PMA? e don't hear much anymore about Original Equipment Manufacturers (OEM) creating doubts over the safety of aircraft parts produced by other companies under an FAA-issued Parts Manufacturing Approval (PMA). There was a time when OEMs regularly talked down PMA parts produced in competition with their own products with statements focused mainly on safety claims and violations of OEM warranties.

At the request of the OEMs, in 2008 the FAA and EASA undertook a lengthy and detailed investigation into those claims and, in turn, issued SAIB NE-08-40. The investigation uncovered no evidence pointing to PMA parts being unsafe, and out of the same investigation the agencies concluded that there were no problems with their processes for approving PMA parts.

W

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AVBUYER MAGAZINE – January 2017

Nonetheless, owners and operators remain ultimately responsible for the airworthiness of their aircraft, regardless of the source of parts or the employment of the technicians performing maintenance on their business aircraft. It’s understandable that some operators – particularly those who are relatively new to Business Aviation – might harbor concerns and outright confusion about the safety and legality of PMA-approved parts, and parts from the OEM (be it airframe, avionics, engines, propellers or environmental systems).

Aviation generally is a complex regulatory world.

The number of acronyms alone is enough to make eyes glaze over. The following paragraphs address some fundamentals about maintenance parts, whether produced by the OEM or under PMA.

OEM or PMA: What’s the Difference?

What makes a part ‘approved’; what makes it ‘OEM’; and what makes it ‘PMA’?

Approved: This element is relatively simple. An approved part is one for which the FAA has issued a specific type approval, whether as an individual item or as part of an airframe, engine, etc. Parts in aircraft,

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Aircraft Index see Page 137

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The FAA’s design approval certifies that a replacement part or part modification complies with the airworthiness standards of the aircraft, engine, rotor blade, propeller, etc. The PMA also bars a part or modification from infringing on an OEM’s patent.

Second, the prospective PMA supplier must pass an FAA review of the quality assurance system used in production of the part or component, both to determine that the QA system exists and to verify that each part manufactured adheres to the FAA’s design approval.

Exceptions to Approved Parts Requirements

While certificated aircraft in general must be maintained with approved parts, exceptions do exist under three narrow conditions. None of the following three conditions allow the sale of parts produced for use in other certificated aircraft under any of these exceptions.

•

engines and avionics must meet FAA standards that are specific to their role, so we have approved parts in approved engines and approved parts in approved airframes.

Per FAA regulations an ‘Approved Part’ must conform to FAA-approved production standards (FAR 21.305), or be a part repaired under the terms of Part 43. Those standards cover both OEM Type Certified (TC’d) and PMA’d parts.

OEM: The holder of a Type Certificate for an aircraft is the OEM. Only the TC-holder can produce parts under the TC, and those parts must be shown, labeled and documented to meet the standards of the original approval. In holding the TC, the OEM has already shown that the part(s) in question work safely in the larger product for which they're designed.

That's where OEM parts come from, and the approval process under which the y exist.

PMA: Parts made under Parts Manufacturing Approval can be made by any person or company choosing to undertake the process of designing, making and documenting the part's equivalence – or more – with the OEM part it duplicates. There is a significant process for any person or business pursuing PMA approval for aircraft hardware.

First, they must submit for review to the FAA the design of the part to assure that it is safe and meets the requirements of the FAA regulations. It can be better than the original – but must be no less than equal in its function.

Advertising Enquiries see Page 4

•

•

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

Contact him via Dave@avbuyer.com

The owner of an aircraft can make parts for installation on that owner's aircraft or appliance without a PMA or TC. The parts, as installed, must meet the requirements of FAR Part 43, however.

A commercial carrier (operating under Part 121 or Part 135) may make parts for use in its own aircraft without a PMA. The use and installation of those parts must be approved in accordance with CFR Part 43 and comply with the operator’s accepted maintenance procedures manual and instructions.

A maintenance shop with a repair-station license may produce parts without a PMA for use in TC'd aircraft in that shop for repair or maintenance.

Guidance on meeting the agency's requirements can be found in FAA Advisory Circular 43-18, Fabrication of Aircraft Parts by Maintenance Personnel. If consulting AC43-18, be sure to get the latest version from www.faa.gov, since the agency has issued definition changes and updates since its initial publication a decade ago.

For some parts, the materials and skills necessary to use one of these three exemptions tend to be commonplace (sheet metal parts, in particular). For other parts, few shops possess the combination of the machinery, engineering knowledge and skill necessary to make a part under any of the three above exemptions.

That's when dedicated PMA manufacturers most often offer alternatives to OEM suppliers, and sometimes the PMA part employs technologies that both meet the required standards and raise the gam e of that particular part beyond the part offered by the OEM - at which point the decision becomes less about cost and more about the long-term  advantages of a PMA replacement. www.AVBUYER.com

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FLIGHT DEPARTMENT T MAINTENANCE

Case in Point…

Several decades ago, Dr. Giri Agrawal, founder of R&D Dynamics (http://rddynamics.com/), worked for two mainstream aerospace suppliers. As Chief Project Engineer for one, he received the highest technical award from the supplier’s corporate parent company for his work developing the supplier’s foil bearing designs. These are used in a wide variety of air cycle machines today.

As the acknowledged inventor of foil and air gas bearing technology, Dr. Agrawal founded R&D Dynamics Corp. to further advance the use of foil bearing technology to rotating machines other than air cycle machines; the core mission of R&D Dynamics Corporation.

R&D also supplies foil air/gas bearings to other industries, and performs maintenance under the name of Hartford Aero Maintenance, specializing in replacement and repair of components like those it produces for the aviation industry. Today R&D Dynamics is one of two main suppliers of the driving hardware in air-cycle machines used to pressurize large aircraft.

R&D's parts go into OEM air-cycle machines as PMA parts replacements in air-cycle machines flying on thous ands of aircraft, many of them business jets.

With its components used widely in aircraft environmental control systems, the parts are exposed to some of the most-extreme conditions in aviation, with the need to compress and cool air for pressurizing aircraft flying at high flight levels. Air that heats under compression must then be cooled to a temperature compatible with the occupants in the aircraft ca bin.

“Our parts go through the same steps for approval as the OEMs,” Dr. Agrawal explained to AvBuyer. “We do the same deal as PMA manufacturers, as the OEMs. We go through all the same testing as the OEMs, and the same manufacturing quality assurance.”

The assurance that a PMA producer meets the requisite standards for a part or system exists in the documentation submitted in the PMA application and in the Parts Manufacturing Approval the FAA issues when the applicant satisfies the requirements of the part or system.

In Summary With the same rigorous standards and approvals process in place for both OEM and PMA parts, the operator’s decision when maintenance comes due goes beyond mere cost or convenience. Don’t expect all PMA parts to be less expensive than their equivalent OEM parts; especially when the PMA part offers a longer life as an alternative to a lower cost.

Either way, with an OEM part or a PMA alternative, safety remains the priority - for the producers, for the people at FAA charged with reviewing and approving the PMA application, and for the end-user operating the jet with the replacement part. T

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Aircraft Index see Page 137

Amjet December.qxp_Layout 1 21/12/2016 11:25 Page 1

Taking the Lead -

NEW 2016 Gulfstream 650 SERIAL NUMBER 6198 DELIVERY TIME ONLY • IMMEDIATELY AVAILABLE

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Maintenance Jan17.qxp_Finance 19/12/2016 15:37 Page 1

FLIGHT DEPARTMENT T MAINTENANCE

How to Get the Best from Your Jet Maintenance

It’s Down to us to Exact the Quality Service We’ve Come to Expect…

Previously, Aviation Director Andre Fodor discussed how our industry can improve the level of jet maintenance service to meet the expectations of corporate aviators and managers. This month he discusses the processes he’s honed on the job to get top maintenance service… orporate aviators and managers are people with acute and peculiar priorities. We’re hyper-focused on our airplanes and spend copious time making sure they are perfect and capable of delivering ultimate service and reliability. In short, corporate aviators and managers stand apart, setting the bar at the highest level and settling for nothing less.

The first large cabin jet that I managed was a variant of an airliner. As I structured its operation,

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AVBUYER MAGAZINE – January 2017

I had the engines enrolled in the manufacturer’s ‘power-by-the-hour’ program for a very comprehensive and inclusive coverage.

It can only be described as unfortunate that after a few months of use, one of those engines required removal for the repair and the replacement of the fuel metering unit. As we reviewed the paperwork prior to the reinstallation of the engine, we noticed that the “new” part had 18,000 hours of previous use and more than 24,000 cycles.

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Aircraft Index see Page 137

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

How Did That Happen?

It turned out that since our engine type was also used on airliners, the manufacturer saw fit to pick the replacement part from its rotating parts pool and deemed it ok to install this highly-used part on an engine installed on a very new multi-million dollar business jet.

Most Business Aviation professionals reading this will undoubtedly consider such a solution unacceptable, yet the engine manufacturer failed to spot the problem.

I could understand that both the airlines and we – the corporate operators – have common goals: that is to dispatch the aircraft reliably. Yet the commonality diverges quickly from there, owing to completely different standards. The airlines are emotionally detached from their aircraft while we, as corporate aviators, are not.

It took a great deal of discussi on and some strong arm-twisting to remedy the problem with the Advertising Enquiries see Page 4

manufacturer, but in the end I got my original part re-installed after it was repaired.

“Yet the commonality diverges quickly from there, owing to completely different standards.”

Tips for Picking your Shop

The above experience highlights our discussion – that when choosing a maintenance provider you should not only focus on establishing a long-term relationship but also on establishing that relationship with people who understand the sensitivities of your operation and priorities.

To achieve this, I have found that a close look at the leadership of the service organization is very helpful. Mandates for excellence within an MRO organization will radiate downward from the top.

Without the full commitment of those in charge – with no gold standard to test itself against – the labor force becomes disenfranchised.

I recently took one of ou r large cabin jets for a full re-paint. This included striping it down to bare metal before a new sleek paint scheme I had designed was www.AVBUYER.com

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January 2017 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T MAINTENANCE

“Our due diligence paid off – we found an excellent match for the job.”

applied. Selection of the paint shop took effort on my part, and in making my final choice I took into account how effectively I could communicate with the project manager; how quickly I received my answers; and how organized the flow of information was presented.

With such a big project ahead, I wanted to ensure that our selection not only had the technical expertise but the organizational skills to meet or exceed our expectation.

To my surprise, from all of the serious contenders, no one proposed additional work to our aircraft.

With a customer not shy of spending a quartermillion-dollars on a re-paint, wouldn’t you offer additional services that would not delay completion of the project (perhaps a re-stitch or a color dye of the seats)?

Our due diligence paid off – we found an excellent match for the job. After my initial consultation with the team that would be working on our jet, I presented the paint rendition and asked, “What can we do to make this better?”

To my delight, the seasoned group of painters

held nothing back as we spent hours tweaking and redesigning details that added value and expe rience to our design and excellence to the finished product.

In Summary…

There is nothing worse then a failure to heed valuable knowledge – and that also applies to the maintenance of your jet. Yet, tapping the knowledge of trusted experts does not release me from my responsibility of making final and complex decisions related to the upkeep of the jet within my flight department.

Nevertheless, as I matured in my management skills, I developed a habit to trust people 100%, and then adjusting from there as appropriate. To help me attune that trust level, I insist on hearing insights that help me make the right choices.

Perhaps you have your own methods that you’ve honed and developed to meet or exceed your jet maintenance expectations? If so, AvBuyer wants to hear from you. Pooled knowledge helps us all perform our duties within the flight department better… T

Dear Andre

Dear Joel

With reference to your article ‘Maintenance Delays and How to Avoid Them’, p78, December issue of AvBuyer, great job. I would add that hiring an experienced mechanic to solve those unwanted squawks can help reduce your overall labor cost as well.

Coming from a recognized Service Center, I worked on many jets that came in with dozens of discrepancies that could literally be fixed in less than two hours, all combined. But, we had to justify the time being charged to the customer. Keeping a good mechanic on staff will reduce that cost incredibly.

One of the problems that I see nowadays, as we take the aircraft to a service center or maintenance facility, is the eagerness of some centers to start swapping [very expensive] parts instead of allowing experienced mechanics to use their experience and ability to troubleshoot the source problem and solve it at the root level.

You are absolutely right in saying that having an experienced mechanic saves money and time; although it is possible to structure aircraft ownership that includes pre-paid all-inclusive maintenance by the OEM. As you grow in aircraft size and complexity, having an experienced and type-trained maintenance professional who oversees the airplane’s well-being is a sure investment towards its reliability and lower operational cost.

Best Regards, Joel Ballista, President & Owner, NeatFlight Aviation

Regards, Andre

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Aircraft Index see Page 137

Corporate Concepts January.qxp 21/12/2016 15:06 Page 1

Corporate Concepts International, Inc. Global 5000 – Owner Financing / Trades Considered ■ Recently delivered from an extensive 120 month inspection, Landing gear overhaul, and new Exterior Paint, Woodwork refinished and Interior professionally cleaned and sanitized ■ EASA certified – Extended range mods - 5,200 NM ■ High Speed Internet, HUD, ADS-B, TCAS 7.1, Batch 3, FANS-1/A ■ See www.flycci.com for details

2015 Gulfstream G-650 ■ For Sale – Lease – Lease/Purchase - Trades Considered ■ Rolls Royce Corporate Care and Factory warranties ■ 16 passenger – Forward and Aft Lavatory ■ Fully optioned including Broadband Internet & Satellite TV ■ Financing avialable - Available for Private Viewing ■ 2017 G-650 Coming

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Safety Jan17.qxp_Finance 19/12/2016 15:43 Page 1

FLIGHT DEPARTMENT T SAFETY

Keys to Improving Aviation Safety Management (Part 2) Defining Currency & Recency Targets of the Safety Manager

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Aircraft Index see Page 137

Safety Jan17.qxp_Finance 19/12/2016 15:47 Page 2

Last month we considered how many safety managers in Flight Departments have unrealized expertise potential. Following on, Mario Pierobon presents how organizations can establish the currency of their safety manager’s processes… n accordance with ICAO’s Safety Management Manual Document 9859, a safety manager is responsible for being the focal point in safety data collection and analysis. This duty may be accomplished through Reactive, Proactive and Predictive Methods, as outlined here…

I

Reactive Methods: Include the consultation of Mandatory Occurrence Reports (MORs), Incident Reports and Accident Reports to gather useful safety intelligence for the organization. Reactive Methods are normally available in the public domain and are easily accessible.

What can be difficult, however, is to establish an ideal number of accident reports to be reviewed, interpreted and distributed among the organization each year by the safety manager. Each flight department should determine a target, based on their own specific requirements.

Reactive Methods should make up the majority of the safety manager’s efforts to remain current at the early stages of Safety Management System (SMS) implementation within their Flight Department, and/or at the early stages of being a safety manager.

Proactive Methods: Include administering safetyrelated surveys, accomplishing safety audits and managing voluntary reporting systems, in order to increase the organization’s foresight relating to safety.

Once again, hard numbers are difficult to determine when aviation organizations must manage safety according to their specific requirements. However, organizations that have moved beyond early implementation might want to set more demands on the safety manager’s currency in their role by deriving useful statistics from consolidated voluntary reports, for example.

Predictive Methods: Include Flight Data Analysis (FDA) or direct observations, such as Line Operations Safety Audits (LOSA), thus making the flight department better aware of potential safety hazards in a more quantitative data-driven fashion.

The very best safety managers are using Predictive Advertising Enquiries see Page 4

Methods in fulfilling their safety responsibilities.

While not all business aircraft are required by law to perform FDAs, relatively inexpensive solutions like Quick Access Recorders (QARs) are available, enabling operators of smaller business aircraft to identify operational exceedance trends.

Organizations that are at an advanced level of SMS implementation might want to include the accomplishment of more sophisticated quantitative data analysis exercises among the currency requirements of the safety manager, and enable training in that area, as appropriate.

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

Additional Safety Manager Criteria

Further currency criteria for the safety manager may include setting targets in monitoring and evaluating the results of corrective actions, ensuring that risk assessments are conducted, being involved with actual or practice emergency responses and developing/updating of the Emergency Response Plan (ERP) and procedures.

Safety communication is a significant currency requirement of any safety management method, thereby ensuring that safety-related information (including organizational goals and objectives) is made available to all personnel through established communication processes, according to ICAO’s Safety Management Manual.

It is simply not enough for safety managers to perform safety data collection and analysis if they don’t improve the knowledge of the organization.

Communication is the key to learning. Thus, currency requirements might be determined by how many internal seminars the safety manager should run every year, how many safety briefs they should broadcast and how clearly the content of safety information is distributed.

The mere establishment of currency and recency criteria for the safety manager does not directly improve safety performance. It requires the whole Flight Department to support the role of the safety manager.

Next month, we’ll conclude this series with a look at how to put codified currency and recency criteria to use within the Flight Department, ensuring the SMS develops a critical mass.

Stay tuned! T www.AVBUYER.com

“Safety communication is a significant currency requirement of any safety management method.”

January 2017 - AVBUYER MAGAZINE

57

Project1_Layout 1 23/12/2016 09:55 Page 1

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Safety Jan17.qxp_Finance 20/12/2016 09:49 Page 1

FLIGHT DEPARTMENT T SAFETY

Private Jet Safety: Check & Verify

Business Aircraft Accidents Reveal Lapses in Checklist Use. From the start of flight training, through every rating upgrade and type-rating check ride, pilots hear their instructors drill them on the proper use of aircraft-appropriate checklists, notes Dave Higdon. So why the worrying trend for accidents caused by lapses in checklist use? s pilots advance, their checklists necessarily change. Those essential elements of aviation grow from a single plastic-laminated card into thick binders.

As one might expect, the one-page checklist for a straight-forward, simple vintage single-engine piston aircraft covers fewer details about systems than the checklist for a more-complex multi-engine businessturbine aircraft. And then there's the Pilot Operating

A 60

AVBUYER MAGAZINE – January 2017

Handbook, which goes into more details about systems, their design and function, and their emergency procedures.

Regardless of aircraft type, size, speed and range, however, the purpose of these documents remains unwavering: To help pilots ascertain whether the aircraft is airworthy and ready to fly before the pilot starts the powerplant.

Designated examiners grade pilots on their use of checklist s, and instructors who provide recurrent training follow the same practice monitoring both the use of and adherence to the documents. So it is somewhat inexplicable to read several of the NTSB’s accident reports of recent years.

Specifically, reports have pointed to the flight crews’ failure to properly employ the aircraft checklists as an element in the accident’s probable cause. In some cases the checkl ist was partially used or misused; in others, investigators found no signs to

www.AVBUYER.com

Aircraft Index see Page 137

Safety Jan17.qxp_Finance 20/12/2016 09:50 Page 2

confirm the flight crew used the checklist at all, thanks to Cockpit Voice Recordings (CVR) being completely void of the voices of the flight crew running through the document.

If ever an example of a human-factors failure exists in aviation safety, these reports confirm them.

2014’s Hanscom Field GIV accident

The failure to fully follow check-list guidance emerged full-blown when the NTSB issued its report on the runway overrun crash of a Gulfstream GIV at Laurence G. Hanscom Field (KBED) in Bedford, Massachusetts. All seven souls aboard the twin jet perished.

The board’s investigation discovered that the crew habitually neglected the pre-takeoff checklist; they also failed to use the operating company's proscribed “challenge-response” system in which one crew member calls out items verbally and the other crew member verbally responds to confirm the action on that item.

As with many bad habits that humans develop, this systematic failure led the crew to their demise – along with the other five persons on board—after the crew attempted to take off with the gust lock engaged. The jet overran the runway end, crashed Advertising Enquiries see Page 4

and burned without leaving the ground – all because of a failure to confirm free-and-full cont rol motion as proscribed in every aircraft checklist.

In the probable cause report released in early September of 2015, the NTSB asked NBAA to study flight-crew compliance with checklist procedures.

NBAA agreed to take up the task, analyzing existing data to check for compliance with manufacturerrequired routine flight-control checks before takeoff, and providing the results of this analysis to its membe rs.

The process helped highlight the entire issue of checklist use, and NBAA’s report provided some sobering information. The NTSB’s recommendations also included a request that the International Business Aviation Council (IBAC) establish standards for verifying operators’ use of checklists, including adopting a challenge-verification-response format whenever possible.

In addition, the NTSB asked the FAA t o require that the gust lock system on all existing GIV airplanes be retrofitted to ensure that the gust lock physically limits the operation of the airplane’s throttles to the 6 degrees specified in the certification standards.

Research into other GIV gust locks revealed that throttles moved between 18 and 23 degrees with the locks engaged – almost four times the standard. The NTSB wants the change to en sure that flight crews receive an unmistakable warning at the start of take-off if the gust lock is engaged through the throttle-movement restriction so the locked controls are apparent even if a flight crew fails to check for free and full-range movement of the other flight controls.

The Results Are In, and Disturbing...

On September 20, 2016, NBAA published its report, titled ‘Business Aviation Compliance with Manufacturer-Required Flight Control Checks Before Takeoff’. It analyzed 143,756 Business Aviation flights made between January 1, 2013 and December 31, 2015 and found that on average 15% of those flights began with only a partial flight control check and 2% began without a full, valid check.

The report defined a valid flight check as the stopto-stop deflection of all flight controls specified by an www.AVBUYER.com

Dave Higdon is a highly respected aviation journalist who has covered all aspects of civil aviation over the past 35 years. Based in Wichita, he has several thousand flight hours, and has piloted pretty much everything from foot-launched wings to combat jets. Contact him via Dave@avbuyer.com

“...on average 15% of those flights began with only a partial flight control check and 2% began without a full, valid check...”



January 2017 - AVBUYER MAGAZINE

61

Safety Jan17.qxp_Finance 19/12/2016 16:01 Page 3

FLIGHT DEPARTMENT T SAFETY

OEM’s aircraft flight manual (the check overlooked in the Hanscom Field accident).

More disturbing, the report also found failures to follow pre- and postflight checklist items in areas other than control movement, adding urgency to the entire issue.

In the Executive Summary of the association’s report, NBAA President & CEO Ed Bolen said, “As perplexing as it is that a highly experienced crew could attempt a takeoff with the gust lock engaged, the data also reveal similar challenges across a variety of aircraft and operators. This report should further raise awareness within the Business Aviation co mmunity that complacency and lack of procedural discipline have no place in our profession.”

Among the recommendations NBAA made was that operators establish flight-data monitoring programs (something a mere 1% of operators currently do), and for operators to participate in a formal data-sharing program similar to an existing, successful government-industry program known as the Aviation Safety Information Analysis & Sharing System (ASIAS). ASIAS focuses on the root causes of accidents in order to prevent their recurrence.

The NBAA study also urged OEMs to provide clearer requirements for pre-departure flight-control checks. But with such a diverse group of operators as exists in Business Aviation, some of these recommendations will take more effort and oversight than normally found in many flight departmen ts.

The Checklist Conundrum: Which List?

Pilots who undergo recurrent or new-type training at professional training companies may find that the checklist used in the training environment differs from the one in the aircraft itself.

OEMs produce checklists and manuals for their aircraft. Part 91 operators are, however, free to modify or create their own versions tailored to their operation – without FAA oversight. Conversely, training organizations use checklists tailored to their simulators, based on the factory document. And commercial operators and fractionals can get approval from the FAA to modify the OEM’s checklist to fit their particular operation.

The variation that results can be a source of confusion and mistakes. The closest thing to a viable solution is diligent adherence to the document 62

AVBUYER MAGAZINE – January 2017

approve d for, and used in the aircraft.

For aircraft flown by a two-pilot crew, the challenge-response method can provide consistency and assurance that all the points have been dealt with – per the document used in that aircraft.

Instructors for professional flight training companies suggest that alternating the roles of crew members also helps avoid complacency while increasing the odds that all the items will be a ddressed in the correct order.

They stress that the discovery of any aberration or item that doesn't align with the checklist should be considered a cause to return to the ramp – assuming the aircraft has already taxied off the ramp.

Finally, as more aircraft boast digital panels capable of displaying the aircraft check list, it's incumbent on the operator and the crew to ensure that electronic and paper chec k lists match – exactly. Otherwise, how is the crew to know which list to follow? A mistake here could produce grave consequences.

Single-Pilot Operations: The Weakest Link?

“... the data also reveal similar challenges across a variety of aircraft and operators.”

- Ed Bolen, President & CEO, NBAA

www.AVBUYER.com

The focus on checklist use becomes more acute outside the realm of two-pilot operations. Who is to provide the challenge in a single-pilot operation? That sole pilot can provide an internal check, several flight instructors suggest, by repeating the check list from the end back to the top.

“It requires patience, it requires focus, and it shouldn't be combined with other tasks,” said one instructor. “The repetition can become monotonous, particularly for the single-pilot operator who flies frequently. It’s easy to begin to think you’ve got it all committed to memory, but that’s exactly when failing to follow the document page-by-page can bite you on the empennage.

Any interruption of the process should take the pilot back to the top to start again.”

Interestingly, the majority of accidents reviewed in which failed, partial or total lack of checklist use factored into the event befell aircraft flown by two-pilot crews.

But since most aircraft flown by a single pilot lack a CVR, it’s difficult to know whether some accidents and incidents resulted from the single pilot’s failure to adhere to the checklist. Hence the recommendation to run through the list twice – top to bottom, then bottom to top.

It’s better to be a few minutes late than a late pilot... T Aircraft Index see Page 137

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Values Intro.qxp_Finance 20/12/2016 11:08 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-LongRange business jets.

T

he average Large Cabin and Ultra-Long-Range jets 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. Seats-full range capabilities typically go up to, and into the 6,000nm range, making these effective non-stop continent and ocean-crossing machines. The fewer the stops, the shorter the overall trip time!

One disadvantage the Large Cabin jets have over their Small 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 guarantees stand-up cabin comfort, while seating capacity of 8-18 is typical.

68

AVBUYER MAGAZINE – January 2017

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.

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 1997 through Winter 2016. Each reporting point represents the current average retail value published in the Aircraft Bluebook by its corresponding calendar year.

For example, the Dassault Falcon 900LX values reported in the Winter 2016 edition of the Bluebook show $27.0m for a 2013 model, $25.0m for a 2012 model and so forth. Aircraft are listed alphabetically. With the reader’s knowledge of aircraft, equipment, range and performance, the following Guide allows t he reader to determine the best value aircraft for consideration.

Note: We have included 43 aircraft models in the following Large Cabin average price guide, and for additional assistance, Conklin & de Decker’s Performance and Specifications data for these models can be referred to, beginning on page 73

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

Aircraft Index see Page 137

Aradian May.qxp 21/09/2015 15:27 Page 1

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Retail Values.qxp_RPG 20/12/2016 10:46 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Large Cabin Jets Average Retail Price Guide MODEL YEAR $

2016 US$M

2015 US$M

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

MODEL BOMBARDIER CHALLENGER 850ER

-

-

13.0

12.0

11.0

10.0

9.0

8.0

20.0

18.5

17.0

15.5

12.5

11.5

11.0

9.5

9.0

26.673

18.5

17.5 15.5

14.250

13.250

BOMBARDIER GLOBAL 6000

62.310

45.0

41.0

37.0

33.0

BOMBARDIER GLOBAL 5000

50.441

37.0

35.0

31.0

BOMBARDIER CHALLENGER 650

15.0 32.350

BOMBARDIER CHALLENGER 605

23.5

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350

8.2

BOMBARDIER CHALLENGER 300

BOMBARDIER GLOBAL EXP XRS

12.250

11.250

10.750

9.5

9.0

28.0

23.5

21.5

19.5

17.5

16.0

30.0

28.0

25.0

23.0

21.0

20.0

31.0

29.0

25.0

23.0

22.0

21.0

20.0

19.0

17.0

16.0

15.0

14.0

14.0

12.0

11.0

14.0

13.0

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X

57.5

DASSAULT FALCON 7X

53.8

44.0

39.0

35.0

DASSAULT FALCON 2000LXS

34.115

26.0

24.0

23.0

DASSAULT FALCON 2000S

28.9

22.0

20.0

19.0

DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY DASSAULT FALCON 2000EX EASY

12.0

DASSAULT FALCON 2000EX DASSAULT FALCON 2000 DASSAULT FALCON 900LX

8.8 43.8

34.0

30.0

27.0

25.0

23.0

21.0

DASSAULT FALCON 900DX

16.0

15.0

14.0

13.0

DASSAULT FALCON 900EX EASY

19.0

18.0

17.0

16.0

28.0

DASSAULT FALCON 900EX DASSAULT FALCON 900C DASSAULT FALCON 900B EMBRAER LINEAGE 1000E

53.0

39.0

35.0 32.0

31.0

30.0

29.0

31.6

17.0

15.5

14.5

13.5

11.5

10.5

14.5

13.5

12.5

10.5

-

8.8

8.3

7.8

7.3

18.0

56.0

54.0

36.0

34.0

30.0

27.0

24.0

22.0

20.0

26.0

22.0

21.0

20.0

18.0

12.0

19.0

17.0

16.0

15.0

14.0

13.0

15.0

13.0

12.0

11.0

10.0

9.0

EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ EMBRAER LEGACY 135BJ EMBRAER LEGACY 500

19.995

19.0

EMBRAER LEGACY 450

16.570

16.0

GULFSTREAM G650ER

68.8

64.0

60.0

61.5

44.0

40.0

GULFSTREAM G650 GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450

43.150

26.0

24.0

21.0

GULFSTREAM G400 GULFSTREAM G350 GULFSTREAM G300 GULFSTREAM G280

24.5

18.0

17.0

16.0

15.0

GULFSTREAM GV GULFSTREAM G1V-SP AIRCRAFT BLUEBOOK DATA - CARL JANSSENS, EDITOR. EMAIL: CARL@JETAPPRAISALS.COM

70

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

Retail Values.qxp_RPG 20/12/2016 10:46 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Winter 2016 2006 US$M

2005 US$M

2004 US$M

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

7.0

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 850ER BOMBARDIER CHALLENGER 650 BOMBARDIER CHALLENGER 605

7.8

7.3

6.8

6.3

8.5

8.0

7.5

7.0

5.8

5.4

5.2

5.0

4.8

4.5

BOMBARDIER CHALLENGER 604 BOMBARDIER CHALLENGER 350 BOMBARDIER CHALLENGER 300 BOMBARDIER GLOBAL 6000

15.0

14.0

BOMBARDIER GLOBAL 5000

19.0

17.0

BOMBARDIER GLOBAL EXP XRS

15.5

14.5

13.5

12.5

11.5

10.5

9.5

BOMBARDIER GLOBAL EXP DASSAULT FALCON 8X DASSAULT FALCON 7X DASSAULT FALCON 2000LXS DASSAULT FALCON 2000S DASSAULT FALCON 2000LX DASSAULT FALCON 2000DX EASY

11.0

10.5

8.3

7.8

12.0

11.0

15.0

14.0

9.5

DASSAULT FALCON 2000EX EASY

9.0

8.0

7.3

6.2

DASSAULT FALCON 2000EX 5.7

5.4

4.9

4.3

3.9

3.6

DASSAULT FALCON 2000 DASSAULT FALCON 900LX

10.2

DASSAULT FALCON 900DX 13.0 9.7

12.0

DASSAULT FALCON 900EX EASY

10.2

9.7

9.1

8.6

8.1

7.8

8.8

8.5

8.0

7.8

7.5

7.2

7.2

7.0

6.5

7.5

DASSAULT FALCON 900EX

6.0

DASSAULT FALCON 900B

DASSAULT FALCON 900C EMBRAER LINEAGE 1000E EMBRAER LINEAGE 1000 EMBRAER LEGACY 650-135BJ EMBRAER LEGACY 600-135BJ

6.8

6.3

5.8

5.3

4.8

EMBRAER LEGACY 135BJ EMBRAER LEGACY 500 EMBRAER LEGACY 450 GULFSTREAM G650ER GULFSTREAM G650

19.0

18.0

17.0

16.0

15.0

14.0

-

12.0

10.0

9.0

7.0

6.0

GULFSTREAM G550 GULFSTREAM G500 GULFSTREAM G450

8.7

GULFSTREAM G400

7.7

GULFSTREAM G350 5.4

4.4

GULFSTREAM G300 GULFSTREAM G280 14.0

13.0

12.0

11.2

10.7

10.2

GULFSTREAM GV

7.4

7.0

6.6

6.3

5.8

5.3

GULFSTREAM G1V-SP

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

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January 2017 – AVBUYER MAGAZINE

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ACSpecs Intro.qxp_AC Specs Intronov06 19/12/2016 16:08 Page 1

SPECIFICATIONS T FLIGHT DEPARTMENT

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) 208 255 4000; 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 Advertising Enquiries see Page 4

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

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

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

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

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

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

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

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

Specifications Performance Range: • Range (4 Pax) - The maximum IFR range of the aircraft with four passenger seats occupied. This uses the NBAA IFR alternate fuel reserve calculation for a 200 N.Mi. alternate. This is used for jet and turboprop aircraft.

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

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

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

•

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

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

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

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

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

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

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

January 2017 – AVBUYER MAGAZINE

 73

AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/12/2016 16:09 Page 1

GLO BAL EXP RES BOM S XR BAR S DIER GLO BAL 500 0

BOM BAR DIER

GLO BAL EXP RES S

BOM BAR DIER

CHA LLEN GER 850

BOM BAR DIER

CHA LLEN GER 650

BOM BAR DIER

CHA LLEN GER 605

BOM BAR DIER

CHA LLEN GER 604

BOM BAR DIER

CHA LLEN GER 350

BOM BAR DIER

BOM BAR DIER

CHA LLEN GER 300

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,487.98

$2,537.24

$2,914.55

$2,724.25

$2,724.25

$2,844.39

$4,090.29

$4,070.82

$3,898.82

CABIN HEIGHT FT.

6.08

6.08

6.08

6.08

6.08

6.08

6.25

6.25

6.25

CABIN WIDTH FT.

7.17

7.17

8.17

8.17

8.17

8.17

8.17

8.17

8.17

CABIN LENGTH FT.

23.7

23.7

28.4

28.4

28.4

48.42

48.35

48.35

42.47

CABIN VOLUME CU.FT.

930

1002

1146

1146

1146

1964

2002

2002

1889

DOOR HEIGHT FT.

6.22

6.22

5.83

5.83

-

5.8

6.16

6.17

6.17

DOOR WIDTH FT.

2.5

2.5

3.08

3.08

-

3.08

3

3

3

BAGGAGE VOL. INT. CU.FT.

106

106

115

115

115

202

190

195

195

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

8

8

10

10

10

15

13

13

13

MTOW LBS

38850

40600

48200

48200

48200

53000

95000

98000

92500

MLW LBS

33750

34150

38000

38000

38000

47000

78600

78600

78600

B.O.W. W/CREW LBS

23850

24800

27100

27150

27150

34618

50300

51200

50861

USEABLE FUEL LBS

14045

14150

19850

19852

19852

18274

43158

44642

38959

PAYLOAD WITH FULL FUEL LBS

1105

1800

1263

1298

1298

358

1792

2408

2930

MAX. PAYLOAD LBS

3350

3400

4815

4850

4850

9382

5700

4800

7139

RANGE - SEATS FULL N.M.

3065

3200

3756

3756

3756

2456

5940

6055

5200

MAX. RANGE N.M. (4 PAX)

3340

3600

4119

4123

4123

3096

6125

6226

5350

BALANCED FIELD LENGTH FT.

4950

4836

5950

5950

5950

6800

5640

6200

4960

LANDING DIST. (FACTORED) FT.

3951

3850

4050

3833

3833

4120

3667

3667

3667

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

4240

-

4345

4345

4345

3395

3450

3300

3450

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

474

-

680

581

581

443

522

474

704

MAX. CRUISE SPEED KTAS

470

470

488

488

488

459

505

511

511

NORMAL CRUISE SPEED KTAS

459

459

459

459

459

442

488

488

488

L/RANGE CRUISE SPEED KTAS

459

459

425

425

425

425

459

471

471

2

2

2

2

2

2

2

2

2

HTF 7000

HTF 7350

CF34-3B

CF34-3B

CF34-3B MTO

CF34-3B1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR 710-A2-20 BR 710-A2-20 BR 710-A2-20

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.

74

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Aircraft Index see Page 137



AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/12/2016 16:17 Page 2

DAS SAU LT F ALC ON 200 0 DAS SAU LT F ALC ON 200 0DX DAS SAU LT F ALC ON 200 0EX DAS SAU LT F ALC ON 200 0EX EAS y DAS SAU LT F ALC ON 200 0LX DAS SAU LT F ALC ON 200 0LX S DAS SAU LT F ALC ON 200 0S DAS SAU LT F ALC ON 900 B

BOM BAR DIER

GLO BAL 600 0

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,942.09

$3,294.92

$2,655.18

$2,778.41

$2,653.35

$2,597.73

$2,597.73

$2,597.73

$3,577.03

CABIN HEIGHT FT.

6.25

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6.2

CABIN WIDTH FT.

8.17

7.7

7.7

7.7

7.7

7.7

7.7

7.7

7.7

CABIN LENGTH FT.

48.35

31.2

31.2

31.2

31.2

31.2

31.2

31.2

33.2

CABIN VOLUME CU.FT.

2002

1028

1028

1028

1028

1028

1028

1028

1270

DOOR HEIGHT FT.

6.17

5.64

5.64

5.64

5.64

5.63

5.64

5.64

5.7

DOOR WIDTH FT.

3

2.63

2.63

2.63

2.64

2.64

2.63

2.63

2.7

BAGGAGE VOL. INT. CU.FT.

195

134

131

131

131

131

131

131

127

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

-

-

CREW #

2

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

13

10

10

10

10

10

10

10

12

MTOW LBS

99500

35800

41000

42200

42200

42800

42800

42800

45500

MLW LBS

78600

33000

39300

39300

39300

39300

39300

39300

42000

B.O.W. W/CREW LBS

52230

22750

23190

23190

23190

24750

24750

24750

25275

USEABLE FUEL LBS

44716

12155

14600

16660

16660

16660

16660

16660

19165

PAYLOAD WITH FULL FUEL LBS

2804

1095

3410

2550

2550

1590

1590

1590

1260

MAX. PAYLOAD LBS

5770

5910

6510

6510

6510

4950

4950

4950

2945

RANGE - SEATS FULL N.M.

5890

2841

3378

3878

3878

3970

3970

3970

3450

MAX. RANGE N.M. (4 PAX)

6080

3130

3440

4045

4045

4145

4145

4145

4080

BALANCED FIELD LENGTH FT.

6200

5100

5000

5500

5500

5761

5761

5761

5200

LANDING DIST. (FACTORED) FT.

3667

4333

4333

4333

4333

4484

3384

4484

3633

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

3300

3730

4575

4375

4375

4350

4310

4350

3755

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

474

377

490

490

490

490

565

490

645

MAX. CRUISE SPEED KTAS

511

475

482

482

482

482

482

482

500

NORMAL CRUISE SPEED KTAS

488

459

459

459

459

453

453

453

466

L/RANGE CRUISE SPEED KTAS

471

430

442

442

442

441

441

441

428

2

2

2

2

2

2

2

2

3

PW308C

PW308C

PW308C

PW308C

PW308C

PW308C

TFE 731-5BR-1C

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BR 710-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

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Aircraft Index see Page 137



SCA January.qxp_Layout 1 19/12/2016 16:35 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2006 Global 5000 • s/n 9204

2004 Gulfstream G550 • s/n 5019

3200TT • Engines on RRCC • Batch-3 Upgrades • TCAS 7.1 HUD & EVS • Increased MTOW, Extended Range Modification

5948TT • Engines on RRCC • APU on MSP 12C Inspection c/w by Gulfstream • SAV

2006 Gulfstream G200 • s/n 130

2002 Agusta 109E POWER • s/n 11134 • N725SC

Only 2,500 TT • ESP Gold / MSP Autothrottles • Delivered on N Reg

2350 TTSN • Fresh 2400 hour inspection 0/0 since double HSI by Pratt & Whitney

2014 Citation Mustang • s/n 0448 • N448WT

2008 Lear 60XR • s/n 343 • N343EC

96 TT • Fresh Cessna GSO PPI, Import and 12/24 month inspections • Engines on PA+ • NDH

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

2000 Citation CJ1 • s/n 525-0384 • N684SC

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

New paint in progress • Recent Docs 8, 10 & 11 • One Owner Since New • NDH

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

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

1120 NW 51st Court Ft. Lauderdale, FL 33309 USA

19545 Greentree Way, Suite A Cornelius, NC 28031 USA

AV Copacabana 177-Alphaville 06453-041-São Paulo-Brazil

Conway House - Cranfield MK43 0FQ - United Kingdom

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

Tel: +1 (704) 990-7090 Fax: +1 (704) 990-7094

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/12/2016 16:20 Page 3

EMB RAE R LE GAC Y 50 0

DAS SAU LT F ALC ON 8X

DAS SAU LT F ALC ON 7X

DAS SAU LT F ALC ON 900 EX E ASy DAS SAU LT F ALC ON 900 LX

DAS SAU LT F ALC ON 900 EX

DAS SAU LT F ALC ON 900 DX

DAS SAU LT F ALC ON 900 C

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,384.60

$3,204.52

$3,441.37

$3,174.66

$3,005.54

$3,070.62

$3,019.22

$2,663.09

CABIN HEIGHT FT.

6.2

6.2

6.2

6.2

6.2

6.2

6.2

6

CABIN WIDTH FT.

7.7

7.7

7.7

7.7

7.7

7.7

7.7

6.83

CABIN LENGTH FT.

33.2

33.2

33.2

33.2

33.2

39.1

42.7

27.5

CABIN VOLUME CU.FT.

1270

1270

1270

1270

1270

1506

1695

823

DOOR HEIGHT FT.

5.7

5.6

5.6

5.6

5.6

5.64

5.64

5.22

DOOR WIDTH FT.

2.7

2.6

2.6

2.6

2.6

2.63

2.63

1.91

BAGGAGE VOL. INT. CU.FT.

127

127

127

127

127

140

140

29

BAGGAGE VOL. EXT. CU.FT.

-

-

-

-

-

-

-

126

CREW #

2

2

2

2

2

2

2

2

SEATS - EXECUTIVE #

12

12

12

12

12

12

12

8

MTOW LBS

45500

46700

48300

49000

49000

70000

73000

37919

MLW LBS

42000

42200

44500

44500

44500

62400

62400

34127

B.O.W. W/CREW LBS

25275

25800

24700

24700

26400

36600

36100

23437

USEABLE FUEL LBS

19165

18830

21000

21000

21000

31940

34900

13058

PAYLOAD WITH FULL FUEL LBS

1260

2270

2800

3500

1800

1660

2200

1600

MAX. PAYLOAD LBS

2945

5064

6164

6164

4464

4400

4900

3062

RANGE - SEATS FULL N.M.

3450

4100

4500

4500

4800

5490

6290

3027

MAX. RANGE N.M. (4 PAX)

4080

4290

4725

4725

5000

5870

6630

3153

BALANCED FIELD LENGTH FT.

5200

4500

5050

5215

5215

5600

5820

4013

LANDING DIST. (FACTORED) FT.

3633

3633

3750

3750

3833

3591

3591

2114

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

3755

3880

3880

3880

3880

-

-

3866

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

645

796

755

703

703

615

-

891

MAX. CRUISE SPEED KTAS

500

482

482

482

482

0

-

467

NORMAL CRUISE SPEED KTAS

466

459

459

459

459

488

488

447

L/RANGE CRUISE SPEED KTAS

428

430

430

430

430

459

459

440

3

3

3

3

3

3

3

2

TFE 731-5BR-1C

TFE 731-60

TFE 731-60

TFE 731-60

TFE 731-60

PW307A

PW307D

HTF7500E

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

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

78

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Aircraft Index see Page 137

G35 0

G30 0

GUL FSTR EAM

$3,082.57

$4,409.58

$4,409.75

$2,571.06

$2,542.04

$3,749.18

$3,773.46

6

6

6.58

6.58

6.25

6.25

6.2

6.2

CABIN HEIGHT FT.

6.92

6.92

8.75

8.75

7.2

7.2

7.3

7.3

CABIN WIDTH FT.

49.8

49.8

84.32

84.32

24.5

32.25

45.1

45.1

CABIN LENGTH FT.

1656

1656

3914

3914

869

888

1658

1658

CABIN VOLUME CU.FT.

5.6

5.6

5.97

5.97

6

6

5

5

DOOR HEIGHT FT.

2.5

2.5

2.46

2.46

2.75

2.75

3

3

DOOR WIDTH FT.

286

286

323

323

25

34

169

169

BAGGAGE VOL. INT. CU.FT.

-

-

120

120

125

120

-

-

BAGGAGE VOL. EXT. CU.FT.

2

2

2

2

2

2

2

2

CREW #

13

13

19

19

8

8

13

14

SEATS - EXECUTIVE #

49604

53572

120152

120152

35450

39600

72000

70900

MTOW LBS

40785

44092

100972

100972

30000

32700

66000

66000

MLW LBS

30419

31217

70844

70548

19950

24150

43700

43000

B.O.W. W/CREW LBS

18170

20600

48217

48217

15000

14600

26700

25807

USEABLE FUEL LBS

1169

1909

1530

1826

650

1000

2000

2493

PAYLOAD WITH FULL FUEL LBS

4855

4938

9625

9921

4050

4050

5300

6000

MAX. PAYLOAD LBS

3091

3661

4198

4242

3130

3590

3486

3680

RANGE - SEATS FULL N.M.

3485

3980

4592

4629

3530

3690

3820

3900

MAX. RANGE N.M. (4 PAX)

5749

5804

6344

6315

6991

5160

4912

5060

BALANCED FIELD LENGTH FT.

3835

3910

3402

3402

4352

5083

4417

4417

LANDING DIST. (FACTORED) FT.

2639

3022

2464

2464

3700

5000

3805

3960

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

761

757

720

720

395

844

767

736

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

455

459

472

471

470

482

500

500

MAX. CRUISE SPEED KTAS

447

447

459

459

459

470

476

476

NORMAL CRUISE SPEED KTAS

424

425

455

-

430

459

445

445

L/RANGE CRUISE SPEED KTAS

2

2

2

2

2

2

2

2

AE 3007A1E

AE 3007A2

CF34-10E7-B

CF34-10E7-B

PW306A

HTF 7250G

TAY 611-8

TAY 611-8C

GUL FSTR EAM

$3,000.62

GUL FSTR EAM

GUL FSTR EAM

G28 0

G20 0

EMB RAE R LI NEA GE 1 000 E

EMB RAE R LI NEA GE 1 000

EMB RAE R LE GAC Y 65 0

EMB RAE R LE GAC Y 60 0

AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/12/2016 16:23 Page 4

VARIABLE COST PER HOUR $

ENGINES #



ENGINE MODEL

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

Advertising Enquiries see Page 8

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AircraftPer&SpecOct16.qxp_PerfspecDecember06 19/12/2016 16:24 Page 5

G65 0ER

G65 0

GUL FSTR EAM

GUL FSTR EAM

GUL FSTR EAM

GUL FSTR EAM

$3,752.39

$3,771.59

$3,937.74

$4,121.36

$3,628.04

$3,662.14

$3,790.25

$3,795.20

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

14

13

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

43000

43700

48400

47900

47900

54000

54000

USEABLE FUEL LBS

29281

29281

29281

41000

34940

41000

44200

48200

PAYLOAD WITH FULL FUEL LBS

2019

2719

2019

1500

2660

2500

1800

1800

MAX. PAYLOAD LBS

5300

6000

5300

6100

6600

6600

6500

6500

RANGE - SEATS FULL N.M.

3880

4070

3880

6250

5620

6360

6520

7095

MAX. RANGE N.M. (4 PAX)

4166

4425

4166

6675

5991

6975

7130

7685

BALANCED FIELD LENGTH FT.

5276

5578

5250

6100

5145

5963

6146

6765

LANDING DIST. (FACTORED) FT.

4417

4417

4458

3750

3667

3667

4167

4167

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

3640

3760

3640

3610

3950

3650

3570

-

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

701

712

701

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 611-8C

TAY 611-8

BR 710-A1-10

BR 710-C4-11

BR 710-C4-11

BR 725 A1-12

BR 725 A1-12

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

GUL FSTR EAM

GUL FSTR EAM

G55 0

G50 0 (O LD M ODE L)

GUL FSTR EAM

GV

GUL FSTR EAM

G40 0

G45 0

GIVSP

FLIGHT DEPARTMENT T SPECIFICATIONS

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

80

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

T

AFC January.qxp_Layout 1 20/12/2016 11:37 Page 1

AirCompAnalysis January17.qxp_ACAn 19/12/2016 16:47 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis Cessna Citation Excel vs Bombardier Learjet 40 In this month’s Aircraft Comparative Analysis, Mike Chase provides information on a pair of used Light Jets Mike Chase’s analytical and consultancy services are highly valued within the Business Aviation industry. He is founder and president of Chase & Associates, and works closely with several respected sources to compile his unique Aircraft Comparative Analysis feature. Contact Mike via mike@avbuyer.com

82

for the purpose of valuing the Cessna Citation Excel.

O

ver the following paragraphs, we’ll analyse the performance of the Cessna Citation Excel and Bombardier Learjet 40 to see how they compare in the market. We’ll consider productivity parameters (payload, range, speed, and cabin size), and give consideration to their current market values.

The Citation Excel is a growth/derivative of the Citation V Ultra, offering a shortened Citation X standup cabin and a lengthened Citation V wing, and was

AVBUYER MAGAZINE – January 2017

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produced between 1998 and 2004. The PW545A engines make the Citation Excel faster than the V Ultra, and give it a higher MGTOW and a longer range. The avionics suite includes a Honeywell Primus 1000 flight guidance system and a single AlliedSignal flight management system.

There are 312 wholly-owned Citation Excels, 40 that are fractionally-owned and 17 under shared-ow nership, making a total fleet of 369 in operation worldwide.

Thirty-five units, or 9.5% of the Citation Excel fleet is Aircraft Index see Page 137

AirCompAnalysis January17.qxp_ACAn 19/12/2016 16:48 Page 2

HOW MANY EXECUTIVE

SEATS?

CESSNA

CITATION EXCEL (Manufactured between 1998-2004)

$3.4 Million

vs.

7

(2004 Model)

BOMBARDIER

6

LEARJET 40

(Manufactured between 2004-2007)

$1.55 Million

(2004 Model)

PUTTING THESE TWO LIGHT JETS HEAD TO HEAD HOW MUCH

4100

RUNWAY

DO I NEED?

4000

(Balanced field length, ft) 0

1000

HOW FAR

2000

3000

CAN WE GO?

PAYLOAD

(Nautical Miles. 4 Pax)

(Lbs)

1000

1500

CRUISING SPEED?

(Knots) 2500

0

500

1000

1500

HOW MANY

OPERATION?

EACH MONTH?

38

373

2282 2000

HOW MANY

UNITS IN

6000

LONG RANGE

CAN WE TAKE?

1707 500

5000

WHAT’S THE

HOW MUCH

1839

0

4000

NEW/USED SOLD

2000

428 2500

0

100

200

300

400

500

WHAT’S THE

COST PER MILE?

1 (18.4%) 3 (11%)

369

5 (6%)

$4.23 $3.14

12-Month Average Figure (% = Global Fleet For Sale) Sources used: Aircraft Bluebook, Conklin & de Decker, JETNET, Aircraft Cost Calculator.

Advertising Enquiries see Page 4

www.AVBUYER.com

(Direct operating costs based on 1000nm mission carrying 800lbs payload) January 2017 – AVBUYER MAGAZINE

 83

AirCompAnalysis January17.qxp_ACAn 19/12/2016 16:49 Page 3

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Citation Excel

20,000

6,740

225

2,500

960

1,839

1,045

Learjet 40

20,350

5,375

186

2,282

1,507

1,707

1,115

Model

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

Chart A - Cabin Cross-Sections Cessna Citation Excel

Payload & Range

Bombardier Learjet 40

Source: UPCAST JETBOOK

Chart B - Range Comparison Cessna Citation Excel Bombardier Learjet 40

leased, according to JETNET. The percentage ‘For Sale’ is just 6%, with 75% of those aircraft under an exclusive broker agreement. The average days on the market before a Citation Excel sells is currently 221 days. By continent, North America holds the largest fleet percentage (80%), followed by Europe (9%) and South America (7%), to give a combined total in those continents of 96% of the global fleet.

1412.780 Nm 1533.680 Nm

The data contained in Table A (top, left) are published in the B&CA, May 2016 issue but also sourced from Conklin & de Decker. As we have mentioned previously, a potential operator should focus on payload capability as a key factor. The Citation Excel ‘Available payload with Maximum Fuel’ (960 lbs) is significantly less than that offered by the Learjet 40 (1,507 lbs).

Table A also shows the fuel usage b y each aircraft (sourced from Aircraft Cost Calculator).

There is a difference of 39 gallons per hour (21%) between the fuel usage of the Citation Excel at 225 GPH and the more frugal Learjet 40 at 186 GPH.

Cabin Cross-Sections

According to Conklin & de Decker, the Citation Excel cabin volume is 422 cubic feet, with 18.5 ft. cabin length. The Learjet 40 has less cabin volume (369 cu. ft.) and shorter cabin length at 17.67 ft. Chart A (middle left), courtesy of UPCAST JETBOOK, offers a cabin cross-section comparison and shows the Citation Excel has greater width (5.5 ft. vs 5.12 ft.) and greater height (5.7 ft. vs 4.92 ft.) than the Learjet 40.

Range Comparison

Chart B (left), using Wichita, Kansas as the origin point, shows that the Citation Excel offers less range coverage than the Learjet 40, per data from Aircraft Cost Calculator (ACC).

Note: For jets and turboprops, ‘Seats-Full Range’

84

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Aircraft Index see Page 137

AirCompAnalysis January17.qxp_ACAn 19/12/2016 16:50 Page 4

AIRCRAFT COMPARATIVE T FLIGHT DEPARTMENT

Chart C - Cost Per Mile*

represents the maximum IFR range of the aircraft at LongRange Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for a 200nm alternate. The lines depicted do not include winds aloft or any other weather-related obstacles.

Learjet 40

Cost Per Mile

$0.00

The Citation Excel is powered by two Pratt & Whitney Canada PW545A engines each offering 3,991 lbst, while the Learjet 40 is powered by two Honeywell TFE 731-20AR engines with 3,500 lbst each.

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2016 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2016 edition was $4.90 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published.

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

Chart C (top, right) details ‘Cost per Mile’ and compares the Citation Excel to its competition, factoring direct costs and with each aircraft flying a 1,000nm mission with an 800 pound (four passengers) payload. The Learjet 40 shows the lowest cost per nautical mile at $3.14 compared to $4.23 for the Citation Excel – a significant difference of $1.09 in favor of the Learjet 40.

$4.00

$6.00

*1,000 nm Mission costs, 800lbs payload

Chart D – Total Variable Cost

Q $1,693 Q $1,367

Citation Excel Learjet 40

$1,500

$1,000

$500

US $ per hour

Table B - Aircraft Comparisons

The ‘Total Variable Cost’ illustrated in Chart D (center, right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the Citation Excel computes at $1,693 per hour, which is significantly greater than the Learjet 40 at $1,367 per hour.

Long Range Speed (kts)

Cabin Volume (cu ft.)

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

Used Vref Price $ US Mil

In-Operation

% For Sale

Average Sold Per month*

Citation Excel

373

422

1,045

$3.4

369

6%

5

Learjet 40

428

369

1,115

$1.6

38

18.4%

1

Model

Aircraft Comparisons

Advertising Enquiries see Page 4

$2.00

$4.23

Q $3.14

US $ per nautical mile

Total Variable Cost

Table B (right) contains the preowned prices from Vref Pricing Guide for each aircraft. The average speed, cabin volume and

Q

Citation Excel

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

 www.AVBUYER.com

January 2017 – AVBUYER MAGAZINE

85

AirCompAnalysis January17.qxp_ACAn 19/12/2016 16:51 Page 5

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Part 91 & 135 MACRS Schedule MACRS SCHEDULE FOR PART 91 Year Deduction

1

2

3

4

5

6

-

-

20.00 %

32.00 %

19.20 %

11.52 %

11.52 %

5.76 %

-

-

1

2

3

4

5

6

7

8

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction Source: NBAA

Table D - MACRS Depreciation Schedule

Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a sixyear recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year.

Table D (left) depicts an example of using the MACRS schedule for a 2004-model Citation Excel business jet in p rivate (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a used retail price of $3.4m, per Vref Pricing guide.

Asking Prices & Quantity

2004 Cessna Citation Excel - PRIVATE (PART 91) Full Retail Price - Million

$3.400

Year

1

2

3

4

5

6

20.00 %

32.00 %

19.2 %

11.5 %

11.5 %

5.8 %

Depreciation ($M)

$0.7

1.1

0.7

0.4

0.4

0.2

Depreciation Value ($M)

$2.7

1.6

1.0

0.6

0.2

0

Cum. Depreciation ($M)

$0.7

1.8

2.4

2.8

3.2

3.4

Full Retail Price - Million

$3.400

Rate (%)

2004 Cessna Citation Excel - CHARTER (PART 135) Year

1

2

3

4

5

6

7

8

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

8.9 %

8.9 %

4.5 %

Depreciation ($M)

$0.49

0.83

0.59

0.42

0.30

0.30

0.30

0.15

Depreciation Value ($M)

$2.91

2.08

1.49

1.06

0.76

0.46

0.15

0.00

Cum. Depreciation ($M)

$0.5

1.3

1.9

2.3

2.6

2.9

3.2

3.4

Rate (%)

Source: Vref

The current used jet market for the Citation Excel shows a total of 20 aircraft ‘For Sale’ with six displaying an asking price ranging from $1.5 million to $3.7 million. We also reviewed the used Learjet 40, which display asking prices ranging from $1.55m to $3.5m.

While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price.

Of course, the final negotiated price remains to be decided between the seller and buyer before the sale of an aircraft is completed.

Productivity Comparisons

maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft inoperation and percentage ‘For Sale’ are as reported by JETNET. The Citation Excel has 6% of its fleet currently ‘For Sale’ and the Learjet 40 is at 18.4% ‘For Sale’. The average number of pre-owned transactions (sold) per month for the Citation Excel is more at five units per month compared to the Learjet 40 at one.

Depreciation Schedule

Aircraft that are owned and operated by businesses are

86

AVBUYER MAGAZINE – January 2017

often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C (top)).

In certai n 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 fa ctors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period.

www.AVBUYER.com

The points in Chart E (overleaf) are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and ame nities.

Aircraft Index see Page 137

AirCompAnalysis January17.qxp_ACAn 20/12/2016 14:37 Page 6

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Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range, Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the Citation Excel displays a high level of productivity.

The Citation Excel shows higher retail price, but greater productivity compared to the Learjet 40. The Learjet 40 has a very large operating cost advantage, higher cruise speed and higher payload with full fuel capability, but the Citation Excel offers a substantially larger cabin with Mid-Size Jet cross-section.

The used Citation Excel jet shows good monthly full retail sale transactions averaging five units per month, and is still a very popular mode l within the fractional ownership sector.

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 that might factor in a buying decision, Advertising Enquiries see Page 4

Chart E - Productivity Comparisons $5.0

Price (Millions)

A

YEARS

LI

19

T

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 B

$4.0

2004 Citation Excel

$3.0 $2.0 $1.0

2004 Learjet 40

$0.0 0.000

0.200

0.400

0.600

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

however. The Citation Excel continues to be popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Citation Excel will continue to do well on the used jet sales market for the foreseeable future. T www.AVBUYER.com

ONLINE I PRINT I BROADCAST I EVENTS

January 2017 – AVBUYER MAGAZINE

87

Casestudy Jan17.qxp_Layout 1 20/12/2016 12:09 Page 1

BOARDROOM T CASE STUDY

High-Flyers’ Interview How the Phenom Provides Concrete Help to One Construction Company

Rani Singh discusses with the owner of Head, Inc. how his Phenom 300 opens up a new world of business opportunities and increased

responsiveness over what the non-BizAv-flying competition could achieve…

im Head, Owner of Columbus, Ohio-based construction company Head, Inc., seldom flies to sites closer than 700 miles away, yet the places he visits are hard to reach flying commercially. For that reasons, and a whole host of others, Head’s Embraer Phenom 300 is indispensable.

Jim is a qualified pilot who has amassed 11,000 hours since he first began flying 30 years ago, and so far he’s clocked up 225 hours in his Phenom. “I can’t speak too highly of the aircraft,” he extols.

J

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

88

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Over the years he’s scaled up from a Cessna 421 and 441, but the longer range and efficiency of the Phenom 300 appeals to him. “There are only a few airplanes [within this category] that meet these criteria,” he explains.

Founded in 1927 as the George W. Timmons Company, Jim Head’s group has always been a family owned business based in Ohio. In the 1960s the Head family took over proprietorship of the firm, and Middleton E. (Ed) Head, Jr. was joined in ownership by his son James M. (Jim) Head in 1972, Aircraft Index see Page 137

Casestudy Jan17.qxp_Layout 1 20/12/2016 12:10 Page 2

THE EMBRAER PHENOM 300 HELPS HEAD INC. UNDERTAKE CONSTRUCTION PROJECTS IN HARD-TO-REACH PLACES

“With his Embraer Phenom 300, Jim can be at a construction site within three hours of receiving a phone call.” at which time the company name was changed to Head, Inc. Since its inception, Head Inc. has been involved in public works projects; specifically, concrete paving on airfields. These activities included projects for the Department of Energy, the Navy, the Corps of Engineers, and various municipalities as well as private industry. In 1984, Jim decided to take the company in a new direction by contracting to build an aircraft test facility at Cherry Point Marine Corps Air Station in North Carolina, representing the firm’s Advertising Enquiries see Page 4

first project outside the state of Ohio.

Nearly all of the firm’s projects can be found outside of Ohio these days, mainly within America’s south-eastern states.

With his Embraer Phenom 300, Jim can be at a construction site within three hours of receiving a phone call. He never has to worry about being late, and he can attend to two or three jobs per day - or as often as he likes.

“My hangar is in Columbus, Ohio, and my office is within walking distance of the hangar,” Jim www.AVBUYER.com



January 2017 – AVBUYER MAGAZINE

89

Casestudy Jan17.qxp_Layout 1 20/12/2016 12:11 Page 3

BOARDROOM T CASE STUDY

RUNWAY CONSTRUCTION UNDERWAY THROUGH HEAD INC.

highlights. “We can fuel up and go to any of our jobs quickly, and that’s quite a comfort. It means I am able to have access to my jobs at any time.”

One of the advantages of Business Aviation over Scheduled Airlines is the coverage it gives its users. “We’re not a very large contractor. Most contractors our size don’t work such a big range,” Jim observes. “We work as far as 1,400 miles away from Ohio. To fly to a project commercially, he adds, would take all day. “Most of my jobs are in remote places.”

Increased Responsiveness

Jim highlights how the Phenom 300 helps his busy executives whose time is most valuable. “We recently had an issue requiring my immediate attention in Abeline, Texas. At a moment’s notice I prepared the airplane, took a couple of key people with me, headed down to the job site and got involved in solving the problem.”

He got the initial call at 8am in the morning and was on the job site by 1pm. “That type of occurrence happens quite often.”

The issue he was called to address was remedied within 24 hours. “Quite often I can do it in the space of one day.

I’ll get up early in the morning, fly at first light and be back by dark. Without the Phenom, I would waste a whole day just getting there, assuming the tickets are available.”

90

AVBUYER MAGAZINE – January 2017

Every Situation Different

“ Without the Phenom, I would waste a whole day just getting there, assuming the tickets are available.”

www.AVBUYER.com

Each situation in which he uses the Phenom 300 is different, Jim notes. “I remember a time when we had an emergency. One of our concrete mixers was down. I literally threw a part in the airplane and was there in three hours. I got the machine up and running that same day. That was unique as I don’t normally run parts.”

Naturally, the jet is used for a lot of meetings, and once in a while it’s used to move sick people around. “I’ve had one of my employees fall ill in the past. I needed to pick him up and bring him back home.

“That’s actually happened a couple of times… One of the things about the Phenom is that it’s cabin differential pressure of 9.2 psi makes it very comfortable, even at 45,000 ft, where the cabin altitude is only 6,600 ft, so if people are unwell I fly at 30,000 ft, and it’s like barely being above the ground.

It happened as recently as a few months ago; when people are ill, flying Scheduled Airlines is never fun.”

Head, Inc. presents the picture of a versatile business tool enabling a construction company to be more responsive and extending the firm’s reach well beyond the area where it could otherwise operate. Both the company’s owner and employees benefit. There’s little wonder Jim Head is delighted with his Embraer Phenom 300 business aircraft. T Aircraft Index see Page 137

rolls-royce.com

Nobody does it like CorporateCare® Bringing you the most comprehensive and sought-after business jet engine maintenance program in the world, with industry leading service and expertise provided by the original manufacturer. Regardless of where you travel, CorporateCare will be there to support you. To help maximize your asset’s availability, value and liquidity, Rolls-Royce is proud to offer CorporateCare.

To find out more contact Steve Friedrich, Vice President – Sales and Marketing, at +1 (703) 834-1700, or email corporate.care@rolls-royce.com.

Trusted to deliver excellence.

Ownership Jan17.qxp_Layout 1 21/12/2016 12:49 Page 1

BOARDROOM T OWNERSHIP

Aircraft Deadlines Approach An Aviation Manager who ignores the proximity of avionics mandates risks future employment. David Wyndham reviews two rules that must be met to assure the use of business aircraft in the not-too-distant future.

F • • David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force.

Contact him via david@conklindd.com

92

ollowing are two critical dates that will impact the usability of all business aircraft.

January 1, 2020 for operations over much of the business airspace in the US. December 7, 2017 for operations across the North Atlantic.

Given the close proximity of both upgrade deadlines, it’s alarming that a recent estimate had over 14,000 aircraft still needing to upgrade. Let’s take a look at the background behind these requirements...

Save for GPS, the air traffic control (ATC) and navigation system here in the US is predominantly based on 1940s agreements and is still using 1960s technology. The FAA has long advocated advancement toward what it refers to as NextGen -

AVBUYER MAGAZINE – January 2017

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the next generation of ATC and navigation.

Upgrading these legacy systems is a slow and costly process. On the ground, this is far more complicated than getting new computers and updating software. It’s probably more complex than swapping SAP/Oracle systems for cloud computing.

The FAA has promoted several different options and plans.

The agreed program for modernization requires some significant changes in the navigation and communication equipment on our aircraft, and today that is where the issues arise.

Understanding ADS-B

A fundamental requirement for this modernization involves how aircraft transmit their location and movement to ground-based ATC. The equipment that enables aircraft to meet that fundamental requirement is called ADS-B. Aircraft Index see Page 137

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ADS-B (Automatic Dependent Surveillance-Broadcast) allows air traffic controllers to see traffic with more precision than currently available with today’s radar systems by using highly accurate GPS signals. Here in the US you’ll need to be equipped with ADS-B “Out” by January 1, 2020. While there are a few exceptions, such as balloons and gliders that do not have electrical systems, all aircraft typically used for business must be ADS-B (Out) equipped.

Understanding FANS

Outside the US, there are other navigation requirements that will also enhance the accuracy for ATC to have a more precise location, speed and direction of aircraft. Much of this airspace is well away from ground-based radar (such as the busy North Atlantic air routes). These mandated improvements require digital communications and datalink capabilities.

As these capabilities are used far from land-based ATC, they require satellite-based communication, and they are classified as part of what is referred to as Future Air Navigation System (FANS). If you operate a jet over the North Atlantic, you will need to have new equipment installed on your aircraft by December 7, 2017 if you want to fly the most fuel efficient routes and attitudes.

Where Do the Problems Lie?

Since FANS developed over many decades, what is the problem with implementation?

To start with, development of the standards and specifications took time and involved many delays.

The ‘final deadline’ was advanced several times, and avionics manufacturers could not develop new equipment until the specifications were complete.

Meantime, maintenance facilities capable of performing these upgrades have a limited capacity, and they may have difficulty hiring new staff for these one-time deadlines. The upgrades can take weeks or even months to accomplish, and shop schedules are filling up.

Getting the required equipment can involve order backlogs, and not all the equipment needed is available at this time for all aircraft types. Avionics manufacturers have started with the newer systems first. Third party avionics providers have searched for their opportunities based on underserved aircraft types, but all the aircraft have not been covered.

Furthermore, costs vary. Newer aircraft with the current generation avionics require the equivalent of a software or firmware update. Many such changes have been done or can be done easily.

Much older aircraft models lacking integrated avionic systems may only need a single piece of equipment, the transponder, replaced.

In between there are many aircraft with first or second generation integrated digital (‘glass cockpit’) systems that require significant equipment Advertising Enquiries see Page 4

changes that can run to hundreds of thousands of dollars and take considerable time to accomplish.

As the deadlines approach, the costs to do the work are likely to rise.

What if I Delay?

Not performing the upgrades will result in aircraft that are almost unusable. Selling these aircraft without the upgrades will be difficult and their values greatly reduced. For some models, the cost of the upgrade relative to the aircraft value is very high.

The monies spent on the upgrade will not result in a 100% return, but they are required in order to get full use of the aircraft.

If your aircraft has been updated or is scheduled for upgrading, then you are all set. However, if your aircraft is waiting on the equipment or is not yet scheduled for modification, you may be facing a difficult decision. The ADS-B mandate of 2020 is not far away.

If you operate across the Atlantic, time has almost run out. Less than a year is left to make the modifications. These issues are not new, but time is running out to make plans. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership www.AVBUYER.com

“The upgrades can take weeks or even months to accomplish, and shop schedules are filling up.”

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Why an On-Site Jet Appraisal Is so Important The Certified Appraisal versus a Desktop Valuation There are real dangers in cutting corners on an aircraft appraisal.

Jeremy Cox draws on some of his real-life appraisal experiences to highlight the value of getting the job done properly…

Jeremy Cox is Vice President at JetBrokers, Inc, a National Aircraft Appraisers Association (NAAA) Senior Certified Aircraft Appraiser, as well as a NAAA Qualified Buyer’s Agent. Jeremy has been a Director of Maintenance for several different companies and employed by several airframe OEMs’ independent Service Centers. Contact him via jcox@jetbrokers.com

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here are multiple reasons why an aircraft owner might need to know what his aircraft is worth on a specific date, including: Making the decision to sell; wishing to put the aircraft up as collateral against a loan; divorce settlement; an estate sale; tax settlement; insurance claim; or charitable donation.

Except for the situation of making a ‘sales decision’, all the other events listed require that the selected appraiser provide the owner with a certified appraisal instead of merely a market valuation.

“The weight given an appraisal depends on the completeness of the report, the qualifications of the appraiser, and the appraiser’s demonstrated knowledge of the donated property. An appraisal must give all the facts on which to base an intelligent judgement of the value of the property.

“The appraisal will not be given much weight if:

The Essence of a Certified Appraisal

“The appraiser’s opinion is never more valid than the facts on which it is based; without these facts, it is simply a guess.

“The opinion of a person claiming to be an expert is not binding on the Internal Revenue Service.” 

When an aircraft is being donated, a certified appraisal submitted to the US Internal Revenue Service (IRS) must meet specific requirements for it to be accepted. IRS Publication No. 561 states:

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

• • •

All the factors that apply are not considered; The opinion is not supported with facts, such as purchase price and comparable sales; or The opinion is not consistent with known facts.

Aircraft Index see Page 137

ACQUIRE WITH CONFIDENCE. 2000 FALCON 2000 S/N: 0085

2003 GLOBAL EXPRESS S/N: 9124

2010 GULFSTREAM G550 S/N: 5265

2007 GULFSTREAM G450 S/N: 4063

2001 GULFSTREAM IVSP S/N: 1450

Our commitment. Your advantage.

When you’re in the market for a pre-owned aircraft, the ability to make an informed decision is critical. We provide the most comprehensive aircraft purchasing experience available; from the aircraft’s ownership and maintenance history, technology and refurbishment requirements, to market comparisons and financing alternatives. As one of the largest financial services companies in the industry, Global Jet Capital manages several billion dollars in aircraft assets.

When you purchase from our fleet, you’re getting more than just a quality pre-owned aircraft – you’re gaining access to a dedicated team with a commitment to ensuring the experience you deserve.

When you make a purchase with us, you’re getting much more: – Comprehensive unscheduled maintenance package with JSSI providing coverage for 6 months or up to 150 flight hours, whichever occurs first - Coverage includes airframe, avionics and engine if applicable - 24/7 Worldwide Technical Support – Professional Aviation Training from FlightSafety - Initial Pilot Training Program - Initial Maintenance Training Program – Vetted and well-maintained fleet – Complimentary purchasing and financing services upon request

Call for details: Brian Huber 203.448.4486 : Mike Ellis 682.251.5500 Proudly partnering

Tom Mekis 336.940.7988

P 844.436.8200 aircraftsales@globaljetcapital.com

globaljetcapital.com/aircraftsales

Maintenance and pilot training programs are customized per individual aircraft. Specifications subject to verification upon inspection and aircraft is subject to prior sales or withdrawal from the market.

GJCP 21230 - AvBuyer Jan 2017 Ad.indd 1

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“ The only sure way to determine the overall condition of an aircraft, and ultimately its value, is by inspection.”

Jeremy Cox is experienced in presenting his expertise at aviation meetings, seminars and conferences.

If you have an upcoming event and would like to discuss having Jeremy present, you can contact him via jcox@jetbrokers.com

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To prove ‘demonstrated knowledge’ of the aircraft that is the subject of the appraisal, the appraiser must physically see and evaluate the aircraft and all its logbooks, on-site and in person. In the unfortunate instance where the subject aircraft will be written-off by an insurance company due to the total-loss of the aircraft, it is still required that all logbooks are reviewed before an appraisal report can be written.

The National Aircraft Appraisers Association (NAAA) asserts that “The walk around examination, and inventory of the aircraft, followed by the thorough study of the logbooks, and records, contribute approximately 85-90% of the data in our written report. The other 10-15% of our work is outside research.”

A sales specification that has updated hours, landings and equipment hand scrawled on it, along with a handful of images, does not come close to being a suitable substitute for an on-site inspection.

It is impossible to apply a rating to the condition of the paint and interior by only examining an onscreen, or printed image, in-place of seeing the actual aircraft in person.

I also downloaded a CAMP Status Report after being granted ‘read-only’ access through my CAMP-Online account. If I had utilized this supplied specification and CAMP Report instead of creating my own, I would have been very wrong on multiple equipment and inspection status issues.

For example, Collins TDR-94 Transponders had reportedly been installed, when in reality Honeywell MST-67 Transponders were the actual units onboard (installed over 10 years before).

Furthermore, the ‘C Check’ date reported was later than the actual sign-off and release for return to service (another potentially very costly error).

And while doing the audit, I even found two engine logbooks among the archives that did not belong to the subject aircraft…and never did at any time in its history...

This was not an isolated incident. Other examples over the years have included:

Why Have an Inspection?

•

Rarely will a sales specification ever mention the existence of any damage history, or accurately assess current maintenance and inspection status.

The only sure way to determine the overall condition of an aircraft, and ultimately its value, is by inspection. The logbooks are a critical part of the determination process.

An excellent example of why an on-site inspection and log book audit is so vital to accurately report on an aircraft happened in an audit of a Dassault Falcon 900B I was involved with recently. The Falcon 900B was in the late stages of a work scope at a major MRO, and I was provided with a sales specification that was produced by an aircraft broker who had sold this aircraft a little over a year before the date of my audit.

AVBUYER MAGAZINE – January 2017

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• •

• •

A Learjet ‘wide’ cargo door (reported) versus the narrower executive door (actual); Citation CJ2 ‘3-tube EFIS’ (reported) versus ‘2tube’ (actual); Falcon 20-5 thrust reversers (reported) versus ‘none’ (actual); Gulfstream GV crew-rest compartment (reported) versus ‘none’ (actual); Global Express with a ‘heads-up guidance system’ (reported) versus ‘provisions-only’, i.e. an empty box above the #1 pilots’ head (actual).

I could go on, and on with tales of aircraft that were reported as ‘perfect’, only to find otherwise in the aircraft’s logs.

The bottom-line: if the certified appraisal that you paid for and used to satisfy an official requirement was created without an on-site inspection and audit by an appraiser, even with disclaimers, it is questionable and probably unreliable. T Aircraft Index see Page 137

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Used Jet Buyer Opportunity amid Uncertainty Is 2017 a Better Time to Buy a Business Jet? There is little consensus on what steps Donald Trump will take first as US President.

His candidacy included central themes encompassing lower corporate tax rates and renegotiation of some major trade deals. American Aircraft Sales president Jet Tolbert reflects on possible opportunities for buyers of pre-owned jets in 2017... ower corporate tax rates would have wide-ranging benefits within the US. We could expect corporations to have more money available for expansion, debt reduction, infrastructure and capital. Business Aviation flight departments are already beginning to think ahead.

Yet there are questions to be answered. For example, will Trump’s anticipated ‘protectionism’ lead to freer, lower-cost cross-border transactions, or will they have an adverse impact on International trade? Will countries like Brazil, which

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has traditionally been discouraging of US Business Aviation imports, see a mutual advantage in lowering their up-to-28% import taxes, in order to move more Embraer jets stateside?

Lenders, generally, are awash with cash but their lending standards are higher now than a decade ago. Will Trump’s tax and tariff policies make more firms and HNWIs eligible to finance purchases at more attractive rates? And will Trump be able to convince the EU nations that their (minimum) VAT on US imports is a bad idea?

If taxes and import-export rules do change, they

www.AVBUYER.com

Aircraft Index see Page 137

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Russia, Russian owners sought to liquidate assets as the Russian ruble fell. Could we see similar outflow from Mexico?

Many of Mexico’s newer, financed Light and Mid-Size jets are internationally registered. But they are overwhelmingly maintained at US factory service centers.

Trump is sufficiently sophisticated to know that the US business jet landscape is built around OEMs with strong International roots. Cessna and Gulfstream have engines and parts imported from around the globe. Learjet is part of Bombardier (Canadian). Boeings are made all over the world, while Brazil’s Embraer Phenoms and Legacy 450/500 are assembled in Florida.

Jet Tolbert is president of Florida-based American Aircraft Sales where he oversees all aspects of aircraft sales and acquisitions, marketing, business development and market research. He has been working in the industry since joining the family business at the age of 17, and is also an instrumentrated pilot.

2017? Act Now!

certainly won’t be happening overnight. What can happen overnight is a change in interest rates, however, and currency realignments as have occurred in Brazil, Russia and China.

Perhaps the tariff policies will not materialize and overseas companies won't be impacted, but one would expect to see changes to foreign policy with some impact on international companies that, in turn, will be overleveraged and forced to liquidate some of their newer aircraft still being financed.

Many flight departments have been holding on to their business jets for longer periods of time on average (compared to pre-recession averages) or have reduced the size of their fleets. Now if billions of dollars were to flow back into US corporations, it could spark a buying spree, which could generate price increases in used jets ‘For Sale’.

As we embark on a New Year, and with a renegotiation of the North American Free Trade Agreement (NAFTA) high on the incoming US President’s agenda, Mexico in particular could be the source of some great deals on Light to MidSize jets. When sanctions were imposed against Advertising Enquiries see Page 4

So, what’s my point from all of the above? If you find the aircraft you need, and you can arrange financing, don’t wait too far into this New Year – step into the market now.

We recently watched lending rates rise from 3.169% to 3.969% as we negotiated the delivery of one used jet! When you’re dealing with years of financing and millions of dollars, timing is paramount. Wasted time can kill a deal.

When the Chinese market realignment caught everyone by surprise last summer, we watched a ‘done deal’ evaporate. Escrow was lost; business relationships were soured; flight departments scrambled; and inconvenience rained down on everyone on both sides of the deal. It was nobody’s fault, but a day or two quicker would have bought a successful deal for everybody.

As of the beginning of 2017, we’re faced with the choice to follow our plans through or delay them. The Dow Jones stock index has reached new highs since the election. There are smiles on longsuffering faces. Money is available at near-record low rates. In the used jet market inventories are sufficient in every segment of the market.

Will interest rates rise? If they do, will that dampen this new enthusiasm? Will the dollar continue to strengthen – and if so, will it matter?

One economist will say ‘no’, while another will say ‘yes’.

This is a New Year – and used jet prices are probably as good as you’ll see. This is a great time to act. T More information from www.americanaircraftsales.com www.AVBUYER.com

“Now if billions of dollars were to flow back into US corporations, it could spark a buying spree, which could generate price increases in used jets ‘For Sale’.”

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BOARDROOM T TAX

Importing Used Business Aircraft (Part 3 of 3)

How to Deal with Commonly Encountered Issues.

Attorneys Keith Swirsky and Chris Younger conclude their analysis of challenges facing companies and individuals desiring to import business aircraft registered outside the US. urchasers of aircraft imported from outside the US for the purpose of entering ondemand service for hire must consider whether the aircraft has been maintained and its records documented in such a manner as to permit it to be placed on a Part 135 certificate.

If the buyer desires to allow the aircraft to be operated in Part 135 charter post-closing, the buyer needs to involve the Part 135 certificate holder’s Director of Maintenance in the acquisition process during the pre-purchase inspection, to determine that there are no equipment issues or deficiencies in the aircraft’s records preventing it from being placed on the certificate holder’s Part 135 certificate.

Several other issues may arise in the course of negotiating the purchase agreement. For example, foreign sellers customarily require that buyers insure the seller for a two or three year period post-closing.

In other words, the seller requires the buyer to

P

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

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place the seller on the buyer’s insurance policy, as an additional insured, to cover the potential that the buyer’s operations post-closing could lead to litigation that names the seller as a defendant. In addition, the amount of coverage may be relevant.

In our experience, foreign sellers often want more coverage than US buyers customarily place on their aircraft.

If the delivery location is outside the United States, the purchasing company must engage foreign advisors to address legal and tax issues relating to delivery in the foreign location.

Additionally, the choice of governing law under the purchase agreement is contentious.

Also, all parties to the transaction must agree upon which country’s courts will have jurisdiction to hear a case in the event of a dispute, or whether an arbitration clause will require arbitration in a distant foreign location. Naturally, each party will want the laws of their own country to apply, and each party Aircraft Index see Page 137

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“The company will need knowledgeable advisors who are experienced in the field of international transactions...”

will want the convenience of local courts in the event of a dispute. There is no easy resolution to this issue.

Still More

Finally, we have occasionally seen currency fluctuation issues affect a pending transaction. In particular, if the transaction is denominated in US Dollars, and the US Dollar weakens relative to the foreign currency, the foreign seller will be yielding a lower purchase price for the aircraft. This situation provides an incentive for the seller to default and refuse to deliver title to the aircraft.

As it is most common that a seller’s default will only cause the seller to be liable to reimburse the buyer for its out-of-pocket expenses, the seller may be financially compelled to default on a contract.

However, if the transaction is denominated in US Dollars and the US Dollar strengthens against the foreign currency, there will be no added cost to the buyer.

Nevertheless, a sophisticated buyer will realize that the seller is yielding a higher purchase price

Business Aviation leaves nothing to chance.

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Analysis Planning Procedures Backup Debrief Feedback Benchmarking

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than anticipated, and might desire to ‘negotiate’ the deal further prior to closing. Other variations on this theme are clearly possible.

In Summary

This three-part series on importing used business aircraft has addressed some of the issues that may arise. Certainly there are other issues not addressed, and as the used aircraft import (and export) market continues to mature, custom and usage between and among the US and other countries will converge.

Until such time, however, US buyers will experience these and other difficulties in negotiating a purchase agreement, and coordinating the logistics of inspection and closing.

The company will need knowledgeable advisors who are experienced in the field of international transactions, thereby increasing the likelihood of a successful foreign-based aircraft acquisition. T Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax/

Aviation Solutions, Inc.

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

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

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

Aircraft Index see Page 137

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“I would like to commend JetBed for developing such a wonderful tool for use in our aircraft fleet. The JetBeds are such a great addition to our cabin requirements.

Your custom design is well thought out and deployment is extremely easy. We are definitely a satisified JetBed customer.�

- Charles E. Reeves, Chief Pilot Qualcomm Flight Department

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COMMUNITY NEWS T REVIEW

TOP LEFT: VIPs ARRIVE AT THE GRAND OPENING OF JET AVIATION BASEL IN 1967. TOP RIGHT: IN 1977 JET AVIATION PURCHASED AND OUTFITTED AN OLD CONVAIR 880, DISPLAYING IT AT THE PARIS AIR SHOW, AND REPRESENTING JET AVIATION’S MOVE INTO THE COMPLETIONS BUSINESS. BELOW: AN AERIAL PHOTO OF JET AVIATION’S BASEL FACILITY IN 1972.

Jet Aviation to Celebrate in Style!

Celebrating 50 Years of

Vision, Innovation, Improvement & Growth This is a milestone year for Jet Aviation, as it celebrates its 50th anniversary in style with a new logo and the Eighth invitation-only Vienna Roundtable this month... his New Year brings extra significance for the staff and customers of Jet Aviation as it celebrates a half-century serving the needs of owners and operators in the Business Aviation industry. To commemorate the five decades’ service to the industry, Jet Aviation unveiled a new corporate logo (right) and branding initiative.

“Milestones such as this provide an excellent opportunity to reflect on the past as we look to the future,” Rob Smith, president, Jet Aviation Group outlined.

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“We wanted to do something special in honor of the occasion and I believe our new branding initiative really makes a statement.

“As we continue to grow and expand our capabilities, it’s important for our customers to recognize the strength and consistency of our standards, culture and service philosophy no matter where we are…I look forward to building upon the traditions of quality, service and continuous improvement that make Jet such a great company.”

Annual Roundtable

Celebrations begin with the invitation-only 8th Annual Roundtable assembly on January 26 at the Casemates, part of Vienna’s underground fortification system dating back to the 16th century, at the infamous Palais Coburg Hotel. As the industry’s only private gathering of its kind in Europe, the Vienna Roundtable attracts guests from the global Business Aviation community.

Approximately 230 BizAv executives, www.AVBUYER.com

including more than 45 different operators, all OEM’s and a significant number of owner representatives have attended the networking event each year of late, and in this anniversary year, the company expects another record-breaking attendance. “The Vienna Roundtable offers industry members an excellent opportunity to casually meet, exchange ideas and discuss business,” explains Mr. Smith.

Where it All Began…

Jet Aviation’s story is one of foresight and vision. In 1967, Carl W. Hirschmann recognized that Business Aviation was coming to Europe, and when Basel-based charter company Globair filed for bankruptcy in 1967, he wasted no time in taking the opportunity to rent the hangar Globair had vacated. Hiring Elie Zelouf, Globair’s deputy technical director, Hirschmann founded Jet Aviation as a maintenance services company on November 27, 1967.

Within two years, Jet Aviation had used its Swiss-connections to utilize ground Aircraft Index see Page 137

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OEM Bites

TODAY, JET AVIATION’S FACILITIES AND SERVICES SPAN MANY LOCATIONS AROUND THE WORLD, INCLUDING DUBAI (TOP RIGHT) AND SINGAPORE (LEFT).

handling and maintenance services from Pilatus AG in Zurich and Geneva, and began providing additional services to business jet owners and operators, as well as to charter airlines, government and military aircraft.

The 1975 acquisition of a maintenance base in Dusseldorf, Germany represented the company first foray outside of Switzerland. Yet those early years had their challenges, including facing resistance from the aircraft OEMs and other competition, making it difficult to obtain the necessary parts and tools. But then Jet Aviation did something completely unprecedented, never looking back…

In 1977, the company surprised many within Business Aviation when it purchased an old Cathay Pacific Convair 880, outfitting it with a luxury interior, and displaying it at the 1977 Paris Air Show to launch into the completions business.

Going Global

As the 1980s approached, Jet Aviation became the first Business Aviation services company to set up an FBO with local partners in Saudi Arabia, opening a ground handling/maintenance services facility for the private aviation industry in Jeddah. Two years later, a second FBO was opened in Riyadh, setting the tone for the coming decades.

Throughout the 1980s and 1990s, Jet Aviation continued to expand in Europe and the Middle East, while also successfully moving into the US and Asian markets. Jet Aviation’s US venture began in 1982 with an office in Washington, D.C., and then FBOs in Boston and West Palm Beach.

Teterboro-based Aero Service FBO and Executive Air Fleet, the largest aircraft management and charter company in the US was acquired in 1988, and in 1996, K-C Aviation’s aircraft management and charter services were purchased, increasing the company’s charter capacity by nearly 50%, along with Jet Professionals enabling Jet Aviation to move into staffing solutions.

As the use of business jets began to

increase in Asia in the 1990s, Jet Aviation was ready and poised, purchasing DHP Aviation at Seletar airport (Singapore) in 1995, to offer MRO and FBO services in the region. And by 2001 an aircraft management and charter office was opened in Hong Kong, which today operates a fleet of more than 30 aircraft.

Beechcraft is offering Pratt & Whitney Canada PT6A-67A engines for improved performance on its King Air 350HW and King Air 350ER turboprops along with an increased gross weight option for these platforms that enables MTOW to be 17,500 lbs. Both enhancements are now FAA and EASA certified. The more powerful engines provide superior field and climb performance, including hot and high operations. www.txtav.com BEECHCRAFT

Company Acquisition

Jet Aviation was acquired by a private equity specialist in October 2005, which purchased US-based Midcoast Aviation the following year, further strengthening the company’s position as a full Business Aviation service provider in the US. Within two years, the company established its wide-body completions hangar in Basel and opened maintenance facilities in Moscow and Hong Kong.

Then on November 5, 2008, Jet Aviation was sold to General Dynamics, beginning a new era for the company under American leadership. With the acquisition coinciding with the Great Recession, although the pace of growth of the company’s network slowed temporarily, the focus turned toward improving efficiencies.

Since the start of this decade, the FBO in Jeddah moved to its new facility and the company opened an aircraft management and charter office in Van Nuys. An FBO facility has opened in Houston and corporate headquarters have moved from Zurich to Basel.

Jet Aviation has returned to its steady rate of growth, substantially extending its global FBO network, building up its entire US West Coast operations, and expanding its MRO network - including significant investments in Asia.

As it looks to the next 50 years, there is much to be excited about at Jet Aviation.

More from www.jetaviation.com

Boeing Business Jets unveiled the BBJ Max 7 in November, and gained its first order for the model from Orient Global Aviation.

“The 7,000nm range will connect key city pairings that were previously not possible in a BBJ,” said BBJ President David Longridge. www.boeing.com CESSNA

Cessna announced that the second aircraft in the Citation Longitude flight test program successfully completed its first flight just over one month after the first prototype.

The flight lasted approximately 90 minutes and reached all performance targets. The aircraft will be used in the flight test program primarily for systems testing. www.txtav.com Embraer delivered two Phenom 300s recently to Colorful Yunnan General Aviation Co., Ltd., Southwest China – representing the first time Embraer has delivered its US-made executive jets to a Chinese customer. www.embraerexecutivejets.com

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Continued on Page 108

Advertising Enquiries see Page 4

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LIFE CYCLE COST (LCC)

- New 5-Year Condensed Format - Budgeting & Financial Analysis Solution - New & Fresh Operating Cost Data - Compare Three Aircraft Side-By-Side

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NEW LOCATION WYCOMBE AIR PARK – EGTB –

Exhibition // Demo Flights // Seminars // Lifestyle Area // Air Display Evening Fly-In Parties // Helicopter Games

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COMMUNITY NEWS T PEOPLE

Chris Zarnik

Pauline Smith

Viktor Peters

Debbie Mercer-Erwin

Howard Henry

Thierry & Daniela Boutsen

Bill Boisture

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Bill Boisture is now chairman of Global Jet Capital.

Boisture, an operating partner at Global Jet investor AE Industrial Partners and previous executive director of Global Jet, has more than 35 years of industry experience, leading companies including Gulfstream, NetJets, SimuFlite and Beechcraft. He succeeds Shawn Vick, who recently took the role of CEO at Global Jet.

Wright Brothers. Debbie has grown her business and made it one of the most well respected and recognized Title & Escrow Companies in Oklahoma City. She loves working with her clients and prides herself on developing personal relationships with them, and attributes much of her success in the industry to personalized and prompt service.

Thierry & Daniela Boutsen, founders of Boutsen Aviation, were recently awarded the Special Jury Prize at the 5th Annual “Trophées de l’Eco” at the Grimaldi Forum in Monaco, hosted by the Monaco Economic Board.

Kenneth Parzygnat has joined JetLease Capital as director of aircraft finance. Parzygnat has more than 20 years of finance experience.

Scott Brooks moves to Pentastar Aviation to the newly created position of director of avionics solutions. Brooks previously served as principal regional sales manager at Rockwell Collins.

Don Campion, president of Banyan Air Service, has been honored by The Greater Miami Aviation Association (GMAA) with the Edward Rickenbacker Award. Campion was recognized for his dedication to aviation and leadership in building Banyan Air Service over nearly four decades.

Edgar Guerreiro has been appointed manager of Jet Aviation’s Geneva FBO. He succeeds Joao Martins, who has taken the role of general manager of the company’s Zurich operation.

Howard Henry has joined the Eagle Aviation team as an aircraft sales and acquisition representative specializing in Citation Excel/XLS/XLS+ aircraft. Eagle Aviation is a full-service FBO centrally located on the eastern seaboard in Columbia, South Carolina, with bases at both the Columbia Metro (KCAE) and Jim Hamilton-L.B. Owens Airport (KCUB).

Robert Keepers, based in Dallas, and Theresa Härtel, based in Germany were both named by STG Aerospace as regional sales managers.

Vickie Mahoney joined ExcelAire as vice president, business development. Mahoney has more than 25 years of sales and marketing experience.

Neil Marshall has joined Asian Sky Group (ASG) as vice president, Southeast Asia, and will help to further develop ASG’s fixed wing and rotary presence in the region.

Debbie Mercer-Erwin, owner and president of Wright Brothers Aircraft Title (a full service Title & Escrow Company) and Aircraft Guaranty Company (an aircraft Owner Trust Company) both located in Oklahoma City is celebrating her 15 year tenure at

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

Viktor Peters has been appointed managing director of Aero-Dienst, Nuremberg, Germany, succeeding Oliver Weissenberger, who is now part of the executive board of its owner, ADAC. Peters has been with Aero-Dienst since 2014, most recently as head of maintenance.

Andreas Pfisterer joins Nomad Aviation as senior vice president for aircraft management and accountable manager.

Ted Pietrolaj has been appointed vice president of charter sales at Priester Aviation, with responsibility for the US Midwest region.

Cyrille Pillet was appointed vice president, maintenance operations for TAG Aviation Europe, which has restructured its maintenance service operations. John-Paul Williams is the new commercial manager for TAG Farnborough Maintenance services, and Greg Hoggett, formerly accountable manager of TAG Farnborough Maintenance Services, was named COO, TAG Aviation UK. Bill Reeves has been named by Elliott Aviation as director of maintenance services. He re-joins Elliott from Cessna/Textron Aviation, where he was manager of aircraft maintenance.

Pauline Smith has joined Falcon Aviation in the role of FBO Manager.

Barry Tilson was announced by Pentastar Aviation as director of maintenance.

Olivier Villa was recently elevated to the position of executive vice president, Civil Aircraft at Dassault Aviation. Meanwhile, Carlos Brana was appointed senior vice president, Civil Aircraft and will act as his deputy. John Rosanvallon will continue to serve as president and CEO of Dassault Falcon Jet. Chris Zarnik of Corporate Concepts International, Inc. has been certified as a senior aircraft appraiser by the American Society of Appraisers.

Aircraft Index see Page 137

Community News Dec2016.qxp_Layout 1 20/12/2016 14:53 Page 4

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European Corporate Aviation Summit Mar 8, London, UK www.aeropodium.com

Rotorcraft Asia Apr 18 - 20, Singapore www.experiaevents.com

NBAA Security Conference Jan 24 – 25, West Palm Beach, FL, USA www.nbaa.org

AEA International Convention Mar 13 - 16, New Orleans, LA, USA www.aea.net

NARA Annual Spring Meeting Apr 26 - 28, Miami FL, USA www.naraaircraft.com

NBAA Regional Forum Jan 26, Palm Beach, FL, USA www.nbaa.org

NBAA: International Operators Conf Mar 13 – 16, Las Vegas, NV www.nbaa.org

AOPA Regional Fly-In Apr 28 – 29, Camarillo, CA, USA www.aopa.org

Corporate Jet Investo Jan 30 - 31, London, UK www.corporatejetinvestor.com

NAFA Conference Mar 21 - 24, Fort Lauderdale, Fl, USA www.nafa.aero

NBAA: Maintenance Management Conf May 2 – 4, W.Palm Beach, FL, USA www.nbaa.org

NBAA: Schedulers & Dispatchers Feb 7 - 10, Fort Worth, TX, USA www.nbaa.org

NBAA Regional Forum Mar 23, Fort Worth, TX, USA www.nbaa.org

Business Aviation Safety Summit May 4 - 5, Phoenix, AZ, USA www.flightsafety.org

NBAA: Leadership Conference Feb 14 – 16, Miami, FL, USA www.nbaa.org

Sun’n’Fun Int’l Fly-In Expo Apr 4 - 9, Lakeland, FL, USA www.sun-n-fun.org

The Elite London May 11 - 13, Biggin Hill, UK www.theeliteevents.com

Australian Int’l Airshow Feb 28 – Mar 5, Geelong, Australia www.airshow.com.au

Aero Friedrichschafen Apr 5 - 8, Friedrichschafen, Ger www.aeroexpo.com

EBACE: (European Bus. Av. Convention) May 22 – 24, Geneva, Switzerland www.nbaa.org/www.ebace.aero

HAI HELI-EXPO 2017 Mar 6 - 9, Dallas, TX, USA www.heliexpo.rotor.org

ABACE 2017 Apr 11 – 13, Shanghai, China www.abace.aero

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Advertising Enquiries see Page 4

www.AVBUYER.com

January 2017 – AVBUYER MAGAZINE M – AV

2015

109

Airbound Aviation October.qxp_Layout 1 21/12/2016 11:34 Page 1

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IAG January.qxp 11/01/2017 16:09 Page 1

Dassault Falcon 2000EX EASy FOR LEASE ONLY SN 064 • Low Time; One US Owner Since New • Airworthiness / In-Service 2005 • Engines - ESP Gold • Avionics - Honeywell HAPP • 2C Inspection and Gear Overhaul- 2016 • Beautiful Interior and Paint

Gulfstream IVSP - $6,500,000 USD SN 1457 • Elegant 16 Passenger Interior • Aft Galley • Rolls-Royce Corporate Care • Honeywell Avionics Protection Plan (HAPP) • Currently Operated FAR 135 • Interior Refurbishment / New Paint 2010 • No Known Damage History • Two Experienced Gulfstream Operators Since New • Pristine Pedigree, Maintenance and Records

Dassault Falcon 2000 - $5,795,000 USD SN 183 • Fortune 100 Owner • Two US Owners Since New • 10-Passenger Configuration • GoGo Biz • Interior Refurbishment 2014 • New Paint 2014 • 2C Inspection, Landing Gear Overhaul, Dry Bay Mod Complied With 2014 • Fresh 4A+ Inspection at DAS RENO

Gulfstream G400 - $5,995,000 USD SN 1529 • Two US Corporate Owners Since New • Airworthiness / In-Service 2004 • Aft Galley • Upgraded -150 APU • Heads-Up Display • Enhanced Vision Aircell ATG-5000 High Speed Internet • Productive 14 Passenger Interior

Managing Partners Cass Anderson and Jeff Habib +1 212 888 7979 info@iagjets.com www.iagjets.com

D A S S A U LT F A L C O N 7 X

|

YEAR: 2013

AIRFRAME HOURS: 625

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

SERIAL NUMBER 218 AIRFRAME CYCLES: 278

HIGHLIGHTS • • • • • • • •

Interior in exceptional condition High quality finishes Low time Engines covered by Eagle Service Plan (Gold Plan) APU enrolled on Honeywell’s Service Plan (Gold Plan) Always been hangared Equipped with RAAS and LSS Certified for commercial operations under EU-OPS1

EASy II upgraded with: • • •

SBAS / LPV CPDLC-ATN CPDLC-FANS 1A

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BOMBARDIER GLOBAL 6000 YEAR: 2014

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

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SERIAL NUMBER 9559

AIRFRAME HOURS: 577

AIRFRAME CYCLES: 262

HIGHLIGHTS • • • • • • • •

Immaculate interior Less than 600 hrs Always hangared Engines covered by Rolls-Royce Corporate Care APU enrolled on Honeywell MSP State-of-the-art equipment on avionics Forward Galley Certified for commercial operations under EU-OPS1

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08.12.2016 14:19:45

GULFSTREAM 550 | SERIAL NUMBER 5078 YEAR: 2006

C A PA C I T Y: 1 8 PA X

AIRFRAME HOURS: 5661

AIRFRAME CYCLES: 1347

HIGHLIGHTS •

Engines enrolled on RRCC

•

Certified: EASA EU OPS 1, RVSM, MNPS, PRNAV, BRNAV, Cat II, FANS1-A CPDLC Compliance

•

Inspection 9C completed and released - March 2015

•

Interior in a perfect condition

•

Very meticulous owner

•

Average of 2 passengers

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08.12.2016 14:19:55

GULFSTREAM 550 YEAR: 2013

|

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

SERIAL NUMBER 5395 AIRFRAME HOURS: 1362

AIRFRAME CYCLES: 399

HIGHLIGHTS • • • • • •

Elite interior option Immaculate interior Airframe covered by Plane Parts Engines covered by Rolls Royce Corporate Care APU enrolled on Honeywell’s Service Plan Certified for commercial operations under EU-OPS1

Compliant with the new airspace regulations: • •

TCAS 7.1 (ASC 103) - ADSB OUT (ASC 105) Enhanced Navigation including CPDLC/FANS 1A (ASC 084)

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08.12.2016 14:20:00

GULFSTREAM 150 YEAR: 2008

|

C A PA C I T Y: 6 PA X

SERIAL NUMBER 243 AIRFRAME HOURS: 2713

AIRFRAME CYCLES: 1629

HIGHLIGHTS •

One owner since new

•

Low operating cost

•

Highly reliable aircraft

•

Range close to 3000 NM

•

Collins proline 21 avionics

•

Great value

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

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

08.12.2016 14:20:08

AIRBUS A318-112 ELITE+ YEAR: 2009

C A PA C I T Y: 1 9 PA X

|

SERIAL NUMBER 3985

AIRFRAME HOURS: 3002

AIRFRAME CYCLES: 978

HIGHLIGHTS •

C Check – Completed in June 2016

•

Utmost comfort and luxurious cabin

•

EASA - FAA - ETOPs compliant for commercial operations

•

Newly refurbished cabin - July 2015 at LHT

•

Full Galley and Bar

•

Dome Ceiling Lights in all areas

•

High Speed internet – Wi-Fi

•

DVD player in each zone – Airshow 4000

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

08.12.2016 14:20:12

Jet Sense Aviation, LLC Excel Janaury.qxp_Empyrean 20/12/2016 12:43 Page 1

S H O W C A S E

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

560-5172 N562P 4962 4194

• Will Be Delivered with Zero-Time Engines - Overhauled by Pratt & Whitney • Externally Serviceable Lav • Single Point Refueling • APU • TCAS II Change 7 • Enrolled in CESCOM Engines Pratt & Whitney 545A Left THSN: 4962 Hours TCSN: 4194 Cycles TSOH: 0 Hours

Right 4627 Hours 3915 Cycles 0 Hours

APU Description: Honeywell RE100 Serial Numbers: P-221/3800722-1 Total Hours Since New: 2683 Hours Avionics HONEYWELL PRIMUS P-1000 AVIONICS SUITE 3-Tube Honeywell Primus P-1000 2 Universal UNS-1Csp 1Allied Signal TCAS II w/ Change 7 1Allied Signal EGPWS w/ Windshear 2 Honeywell NAV NV-850

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

Asking $3,495,000

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

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AVBUYER MAGAZINE – January 2017

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

Aircraft Index see Page 137

Jet Sense Aviation, LLC Lear 40XR December.qxp_Empyrean 20/12/2016 12:46 Page 1

S H O W C A S E

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

2104 N550DN 4786.2 3888

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

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

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

January 2017 – AVBUYER MAGAZINE

119

Flight Force 7X January.qxp 21/12/2016 15:08 Page 1

S H O W C A S E

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

056 3693.11 1542

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

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

FlightForce Giovanni Luciolli Sales Director

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Tel: +33 6 46622320 gluciolli@flightforce.aero

Aircraft Index see Page 137

Flight Force CL605 December.qxp 21/12/2016 14:31 Page 1

S H O W C A S E

2009 Challenger 605 Serial Number: Airframe TT: Landings:

5764 3216:26 1462

The Challenger 605 is the next step in the evolution of the world’s best-selling family of large business jets.

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

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

FlightForce Giovanni Luciolli Sales Director

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +33 6 46622320 gluciolli@flightforce.aero

January 2017 – AVBUYER MAGAZINE

121

Aviatrade Falcon 2000 November.qxp 20/12/2016 11:49 Page 1

S H O W C A S E

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

1999 Falcon 2000 Serial Number: Registration:

098 M-ABCD

Airframe TT: Landings:

9748.3 6073

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

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

Weights Gross Weight (Ramp): 36,000 lbs Max Take Off Weight: 35,800 lbs Max Landing Weight: 33,000 lbs Max Zero Fuel Weight: 28,660 lbs Empty Weight 22,372 lbs Interior Ten (10) passenger seating cabin. The forward cabin has four (4) executive seats upholstered in beige leather. The aft cabin has a four (4) place club arrangement upholstered in beige leather opposite two (2) executive seats. There is a forward galley with coffee maker and microwave oven. The cabin is outfitted with an aft lavatory.

The woodwork finish is dark high gloss veneer.

Interior is fire-blocked Exterior Overall White with Taxco Silver, Ming Blue and Black Pearl Stripes Location Farnborough: UK

Best Offer Over $3.00 MM

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

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Aircraft Index see Page 137

Aviatrade Falcon 2000 November.qxp 20/12/2016 11:49 Page 2

S H O W C A S E

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

www.AvBuyer.com

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Aviation Consultants of Aspen January.qxp 20/12/2016 11:50 Page 1

S H O W C A S E

Dan Savinelli Photography

1992 Gulfstream IV Serial Number: Registration: Airframe TT: Landings:

1191 N403TB 10,162.7 5148

MAKE OFFER Honeywell HAAP program, Rockwell Collins CASP Avionics program, Corporate Jet Support Brite Parts program, MSG-3 maintenance program.

All inspections current. Specifications are subject to verification upon Engines LEFT ENGINE: Rolls-Royce Tay 611-8, S/N 16485, 10,086.1 TSN, 5,117 CSN, 2,484.3 TSO, 1,080 CSO, Overhauled by Dallas Airmotive, June 2009.

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

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

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

124

AVBUYER MAGAZINE – January 2017

www.AVBUYER.com

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

Tel: +1 720-328-6008 Fax: +1 720-328-5641 Mob: +1 603-930-7575 Email: andy@acajets.com Aircraft Index see Page 137

Altea January.qxp_Empyrean 20/12/2016 11:52 Page 1

S H O W C A S E

1996 Fokker 70 Serial Number: Registration: Airframe TT: Landings:

11547 PH-KBX 8,514 6,306

• Steeped in aviation history this aircraft will become available after 20 years dedicated service to Dutch government officials and the Royal family • Versatile jet ideal for delegations of up to 24 passengers on short and medium haul sectors • Unrivalled cabin space; widest and tallest in its class. Quiet, spacious and comfortable • Unmatched baggage hold volume in its class. Fully autonomous at airports; integral airstrips • Excellent airfield and climb performance allowing access to remote or challenging airports • Excellent remaining life / time to next engine and landing gear scheduled overhauls • EASA compliant for commercial air transport operations • Most capable in its class and competitively priced A LOW UTILISATION AIRCRAFT AVERAGING ONLY 400 HOURS A YEAR, IT HAS BEEN METICULOUSLY MAINTAINED BY BOTH KLM AND FOKKER. THE INTERIOR IS IN EXCELLENT CONDITION, SEATING 12 VIPs AND 12 ENTOURAGE, IN TWO PARTITIONED CABINS

THE INTERIOR WAS REFURBISHED IN 2008 WITH NEW SEATS, LED LIGHTING AND AN ARRAY OF AVIONIC UPGRADES. Upgrades include FlightVu© Defender System, upgrade of Rockwell Collins SATCOM and installation of Audio International in-flight entertainment system with Internet access.

Engines Rolls-Royce TAY Mk 620-15 Engine time (hrs) #1 - 8,106 #2 – 8,154 Engine cycles #1 - 6,011 #2 – 6,060 Avionics 8.33 KHz spacing FM Immunity B-RNAV and P-RNAV RVSM MNPS RNP 10 ELT 121.5/243.0 /406.0 MHz Mode S Enhanced Surveillance TCAS II Software 7.1 EGPWS ACARS Cat IIIb

ALTEA Power Road Studios 114 Power Road London United Kingdom Advertising Enquiries see Page 4

ANDREW BUTLER Tel: +44 (0)7880 717362 Email: andrew.butler@altea-aero.com www.altea-aero.com www.AvBuyer.com

JEAN SEMIRAMOTH Tel: +33 (0)6 3313 9717 Email: jean.semiramoth@altea-aero.com www.altea-aero.com January 2017 – AVBUYER MAGAZINE

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Orion January.qxp 20/12/2016 11:55 Page 1

S H O W C A S E

2005 Global Express Serial Number: Airframe TT: Landings:

9145 4386 1520

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

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

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www.AVBUYER.com

Aircraft Index see Page 137

CAI January.qxp 21/12/2016 11:14 Page 1

S H O W C A S E

2008 Legacy 600 Serial Number: Registration: Airframe TT: Landings:

1069 N600YC 595 381

Engine Rolls Royce Model AE 3007A1E - Rolls Royce Corporate Care Left Engine: S/N CAE-313127 595 TTSN 381 TCSN Right Engine: S/N CAE-313135 595 TTSN 381 TCSN APU: Honeywell Sunstrand APS500R (with APU Silencer) 895 hrs/396 cycles since new Avionics/Radios Honeywell Primus 1000 Five 8” X 7” displays (2 PFD, 2 MFD, and 1 EICAS) Dual integrated computers Dual communication system (Integrated VHF/ mode S diversity transponder) with 8.33 kHz frequency spacing Dual navigation systems (NAV/ADF/DME) Dual FMS + GPS Dual Inertial Reference System (IRS) Dual Radio Management Units (RMU) Communications Management Unit (CMU) with 3rd VHF Emergency Locator Transmitter (ELT) Solid state Cockpit Voice Recorder (CVR) Solid state Flight Data Recorder (FDR)

EFB with EPOP s/w Aural warning unit Additional Equipment Provisions for Extended Over-Water Operation (storage space for life rafts; 1 life raft for 6 pax + 1 life raft for 12 pax + lifeline) Mid Cabin Curtain Divider Separating the Divan Zone Offset Recessed Floor EGPWS w/windshear detection & escape guidance EFIS w/multi-reversionary capabilities, Dual RVSM compatible air data computers Dual stall protection system Autopilot/flight director Dual integrated computers w/display driving EICAS Dual radio management units Passenger address & cabin interphone system Interior Elegant 13 passenger cabin interior plus cockpit jump seat and forward lavatory, features a forward four (4) place club with foldout tables, a mid cabin conference grouping (4 place with table) that converts to a double bed, with a credenza opposite and a mid cabin dividing bulkhead leading into the aft cabin with a 3 place divan that opens into a flat bed, opposite two (2) place club seating Exterior Original custom Paint in the current model Legacy paint scheme of Dark Blue, Grey and White with Light Blue high-lighting

J.P. Hanley Corporate AirSearch Int'l Inc. Palm Beach, South Florida

Advertising Enquiries see Page 4

www.AvBuyer.com

Palm Beach Tel: Fax: Cellular: Email: Website:

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com

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JetPro Texas 1998 Learjet 45 December.qxp_Heeren Cit Ultra sep 20/12/2016 11:57 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

5,020 3,599

Airframe On CAMP 5,020 Hours Since New 3,599 Landings Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 5,020 SNEW. 3,599 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,906 SNEW. 3,506 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT

Artex C-406-2 ELT Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior New overall Matterhorn White with Black, Silver Metallic and Red stripe and a striking custom layout, 9/2015 Inspections Phase A c/w 10/2016 next due10/2017 Phase B c/w 10/2016 next due 9/2018 Phase C c/w 10/2016 next due 9/2020 Phase D c/w 6/2013 at 4,436 next due 6/2021 96 Month Landing Gear c/w 8/2012 next due 8/2020 4,800 Hour Inspection and cable changes c/w at 4,744 by BAS TUS Fresh Full Bombardier Prepurchase Inspection by BAS ICT 2/2016

Please contact: Don and Sam Starling

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com Aircraft Index see Page 137

Mente January.qxp 21/12/2016 11:20 Page 1

S H O W C A S E

1998 Dassault Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

32 N794SE 9491.2 5601

Engines Honeywell TFE731-60-1C Engine Program: MSP GOLD No 1 Engine s/n P112204 9490.2 hours, 5600 cycles No 2 Engine s/n P112205 9478.3 hours, 5594 cycles No 3 Engine s/n P112200 9490.4 hours, 5600 cycles APU Honeywell GTCP36-150F 4587.6 hours. APU Program: MSP Avionics Programs: HAPP & CASP ADF Dual Collins ADF-462 Air Data Computer Dual Collins ADC-3000

Avionics Package Honeywell Primus Elite w DU-875 upgrade Broadband Go-Go Global Coverage Comm Radios Triple Collins VHF-422A w 8.33 spacing & FM immunity CVR (Digital) Honeywell Solid State DME Dual Collins DME-442 FDR (Digital) Honeywell Solid State FMS w LPV Triple Honeywell NZ-2000 w 6.1, GPS w WAAS Dual Honeywell GNSSU Hi-Frequency Dual Bendix King KHF-950 w single Coltech SELCAL IRS Triple Honeywell Laseref III Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Dual Honeywell AA-300 RVSM Compliant SATCOM Honeywell MCS-7120 Satcom for FANS1/A (Go-Go service)

Jim Lewis, Cell: +1 503-5503 Tel: +1 503-291-1650 E-mail: jlewis@mentegroup.com SATPHONE Go-Go Global Coverage (3 handsets) TAWS Honeywell Mark V EGPWS w/ windshear TCAS Collins TCAS-94 w/ change 7.1 Transponder Dual Collins TDR-94D VHF Comm Triple Collins VHF-4000 Weather Radar Honeywell Primus 880 XM Graphical Weather XM Interior Cockpit seating rebuilt in 2010. 12 pax interior; Fwd 4 place club, mid-cabin double conference and dining group, aft cabin with 3 place berthable divan and VIP seat with 17” monitor. Neutral tan leather seats and carpet replaced in 2015. Forward Galley with dual coffee makers, convection oven, and microwave oven.

Exterior Matterhorn White by Duncan Av. (Aug 2016). Buyer can choose striping.

2012 Bombardier Global 6000

Jim Lewis, Cell: +1 503-5503 Tel: +1 503-291-1650 E-mail: jlewis@mentegroup.com

Serial Number: Registration: Airframe TT: Landings:

Limited Edition Interior 14 passenger configuration with forward club, middle conference group, aft workstation and 3-place 16G divan: • Wide, stand-up cabin • Forward left storage area • Forward right large galley • Forward bulkhead pocket door • Mid cabin left conference group • Aft Vacuum lavatory w/sink, vanity, storage Additional Option Details EnviroClean System, Main Entry Door with Aft Handrail Extension, Carbon Fiber Trim Package (table, PSU, bulkheads, galley, sideledge), Standup Shower, Electric Floor Tracking Assist Certification Transport Canada TCDS A-177 FAA TCDS T00003NY EASA TCDS IM.A.009 JAA TCDS JAA/25/99-020

9381 N381GX 2766 1084

APU Honeywell RE-220, Serial Number P-617 • 2194 Hours • On MSP Engines 2 Rolls-Royce Deutschland BR710A2-20 turbofans: #1: 2700.7 Hours / 1063 Cycles #2: 2700.7 Hours / 1063 Cycles • 14,750 pounds thrust each, flat rated at ISA + 20°C • FADEC • On-condition maintenance • Two-door full flow type thrust reversers • Rolls Royce Corporate Care

Avionics Rockwell Collins ProLine Fusion Avionics Suite: • EFIS with four 14”x11” landscape active matrix LCDs • Dual 3-axis CAT II automatic flight control system • Triple VHF Comm, 25 and 8.33 KHz, (1 unit data capable) • Dual SELCAL • Two hour CVR • ELT, 3 frequencies, nav interface • Electronic charts • One class II Electronic Flight Bag • LCD Head-Up Display • Synthetic Vision System • Three air data computers • Triple IRS • Dual ADF • Dual WAAS GPS • Dual radio altimeter

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Donath Aircraft Sales January.qxp_Empyrean 21/12/2016 11:28 Page 1

S H O W C A S E

Price Reduced $750,000. Now $9,250,000 USD! 2008 Challenger 605 Serial Number: Registration: Airframe TT: Landings:

5729 N540BA 6114.4 3571

• One U.S. Fortune 50 owner since new!

• Recent 96-month inspection • No known damage history • Airframe enrolled in Smart Parts Plus • APU enrolled in MSP • WiFi – GoGoBiz and Swift Broadband • Inmarsat w/ Safety Services capability • ADS-B Out • RAAS • 3rd IRS • 3rd VHF Comm • Datalink w/ Inmarsat Satcom and VHF Comm interface • 3D Flight Plan Map and Long Range Cruise • XM Graphical Weather • Rockwell Collins Ascend Aircraft Information Manager • TOSE Upgrade Engines Maintained On Condition General Electric CF34-3B S/N: #1 Engine 950613. #2 Engine 950612 Engine #1: 6114.4 hours / 3579 cycles Engine #2: 6114.4 hours / 3583 cycles APU Enrolled in Honeywell MSP Honeywell GTCP 36-150 Serial Number P-174

Hours Since New 4971.9 Avionics EFIS: Collins ProLine 21w/ 4 Adaptive Flight Displays FMS: Dual Collins FMC-6000 w/ V-Speed Database Control Display Unit: Dual Collins CDU-6200 GPS: Dual Collins GPS 4000A IRS: Triple Honeywell Laseref V Air Data Computer: Dual Collins ADC-850E ISIS: Thales Integrated Stand By Instrument System Radio Altimeter: Dual Collins ALT-4000 Airphone: Aircell Axxess Iridium Satcom: Honeywell HSD-440 w/ Inmarsat SwiftBroadband HSD (cabin) and Safety Services (cockpit) VHF Comm: Triple Collins VHF-4000 w/ 8.33 Spacing Interior (Original. New carpet Nov. 2014) Configuration Ten passengers seating plus jump seat certified for take-off/ landing - Forward: Four-place club arrangement - Aft: Four-place divan opposite a two-place club arrangement Forward galley equipped with Enflight oven, TIA microwave, and Endura auto-fill coffee maker Aft lavatory and aft baggage compartment Exterior 2011. Base: Pearl Grey Stripes: Aristo Blue and Deep Red

Donath Aircraft Services Contact: Jim Donath

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Tel: +1 773 935 9871 Email: jimdonath@donathaircraft.com www.DonathAircraft.com

Aircraft Index see Page 137

Sean advertorial - Products & Services January.qxp_Layout 1 22/12/2016 10:48 Page 1

PRODUCTS & SERVICES Updated NBAA Charter Guide

Jet Aviation Dubai joins ACJ service centre network

The National Business Aviation Association (NBAA) has released a new edition of its Aircraft Charter Consumer Guide, with additional information to help consumers make better-informed decisions when selecting a charter operator. The revised publication focuses on topics including illegal charter through certain dry-lease arrangements and chartering through Crowd Sourcing.

Jet Aviation’s maintenance, repair and overhaul (MRO) facilities in Dubai are to join the ACJ Service Centre network, adding to the choice of Airbusapproved facilities around the world for ACJ customers and operators. Its Basle facilities became part of the ACJ Service Centre Network earlier this year.

The guide also provides procedures developed by NBAA’s Part 135 Subcommittee for identifying credible charter operators, and tips for selecting the best charter operator to meet a customer’s on-demand travel needs.

“The Aircraft Charter Consumer Guide is one of NBAA’s most popular member publications,” said Brian Koester, NBAA’s manager of operations. “We updated this guide to help prevent customers from falling victim to scam charter arrangements, and to provide guidance regarding Crowd Sourcing, which is growing in popularity as a lower-cost option for charter customers.”

While dry-lease arrangements can be legally drafted and executed, some Part 91 operators attempt to evade Part 135 commercial operator regulatory oversight by providing a sham dry lease to customers. Dry leasing results in the customer holding operational control over the aircraft and incurring all liabilities in regards to that customer’s operations. The sham dry-lease scenario is typically conducted without proper authorizations from the FAA, including, for example, letters of authorization for RVSM in the customer’s name as the operator.

To further complicate matters, some Part 91 operators participating in this illegal activity dry lease a single aircraft to multiple parties.

“Customers should be wary of dry-lease arrangements offered in lieu of a charter flight, particularly on short notice,” said Koester. “Legally executed dry-lease agreements take some time to draft and coordinate and should be reviewed by legal counsel familiar with aircraft dry leases.”

The updated guide also offers new guidance regarding Crowd Sourcing of charter flights through the internet and mobile applications. Through Crowd Sourcing, charter brokers and operators can match potential customers with other consumers who are willing to share available seats on a charter flight. Especially when using mobile applications, NBAA recommends asking the charter broker or operator if the flight will be shared or wholly chartered by one customer.

The guide includes a list of suggested pre-screening questions to use when vetting a potential charter operator or considering a legal dry lease, as well as a form to request proposals for specific air charter flights. The request for proposals form includes several questions regarding safety, logistics and pricing for the charter broker or operator to answer as part of the vetting process. www.nbaa.org

The ACJ Service Centre AIRBUS SIGNING network now comprises Comlux Benoit Defforge, President ACJ (L) America in Indianapolis, HAECO Robert Smith, President Jet Aviation (R) Private Jet Solutions in Xiamen, Jet Aviation in Basle and Dubai, Sepang Aircraft Engineering (SAE) in Kuala Lumpur and ST Aerospace in Singapore. It will grow to include others over time.“Airbus Corporate Jets continually strives to provide excellence in customer care, and the ACJ Service Centre Network that we are building with our business partners is the latest addition to a worldwide support network that is sized for more than 500 customers and operators,” says Benoit Defforge, Managing Director, Airbus Corporate Jets. www.airbuscorporatejets.com

AMAC Sign Four New Contracts Four new contracts on mid size and wide body aircraft have been awarded to AMAC Aerospace in Basel, Switzerland.

A privately owned A340 from a new customer will be welcomed by AMAC for an A-Check package. An Asian customer has already brought an Airbus A319 aircraft to the facility in Basel, where AMAC will perform a heavy C-check in conjunction with a partial cabin removal and a landing gear overhaul.

A second wide body contract has been signed by AMAC for another Airbus A340. The Head-of-State aircraft will undergo a C-Check programme along with a KA-band installation.

AMAC will also install a KA-Band on a privately-owned Boeing BBJ aircraft. The STCs for these two KA-Band installations are both developed by AMAC Aerospace. www.amacaerospace.com

Jetex Opens New FBO Terminal Jetex Flight Support, a global leader in executive aviation, announced the opening of its newly built FBO Terminal at Al Maktoum International Airport in the recently rebranded Dubai South Aviation District (previously known as Dubai World Central [DWC]). The addition of the 1,500m2 terminal and dedicated ramp parking space of 50,000m2 makes the facility the largest FBO in Jetex’s worldwide portfolio. Jetex FBO Terminal. www.jetex.com

Advertising Enquiries see Page 4

www.AvBuyer.com

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Marketplace Cessna Citation Encore

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales Price:

Make offer

Year:

2000

S/N:

560-0541

Reg:

C-FXSS

TTAF:

5036

Well-maintained, beautiful 2000 Cessna Citation Encore with freshly overhauled engines! 5036 hours of total flight time on the aircraft, and only 80 hours of total flight time since overhaul. Always professionally flown. This aircraft features a beautifully appointed seven-passenger executive interior, with a belted lavatory, and XM Radio in the cabin.

Location: Canada

Cessna Citation CJ3

Price:

$3,900,000 USD

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Bombardier Learjet 45XR

Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3611.7

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com Well-maintained 2004 Learjet 45XR. 3611.7 total flight time on aircraft. Always professionally flown. This aircraft is equipped with Honeywell Primus avionics, Airshow, CAMP maintenance tracking, SSDTU (Solid State Data Transfer Unit) and much more.

Engines: Honeywell TFE-731-20BR-1B Engine #1 Engine #2 Serial No. P-116503C (ON MSP) P-116504C (ON MSP) TTSN: 3611.7 TTSN: 3611.7 TCSN: 2260 TCSN: 2260 Time Since Hot Inspection (HRS) 323.3 323.3 APU Total Time: 1616.27 hrs

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales Price:

$4,600,000 USD

Year:

1999

S/N:

88

Reg:

C-GSMR

TTAF:

5595

Location: Canada

Citation Mustang

Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. The aircraft is located in Calgary, Canada.

TCSN: 1168 cycles (as of April 2016). Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins.

Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display. Interior Rating: 9.5/10

Skyservice Jet Sales

Location: Canada

Dassault Falcon 2000

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

Well-maintained, beautiful 1999 Falcon 2000. 5595 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with VIP seating, executive tables, full galley and much more. Avionics: Enrolled in Corporate Aircraft Service Program (CASP). Dual Collins VHF422C Comms (8.33 MHz).

Dual Collins VIR432 NAV Receivers (w/ FM Immunity). Interior: Jumpseat. Flush Fit Folding Hangar Bar above 3rd Flightdeck Seat. Crew Seat Sheepskin Inserts. Additional Features: Teledyne Magnastar C2000 Flight Phone w/3 Handsets.

Facsimile/Copier (interfaced with digital airborne telephone system). (2) PC to SATAFIS Ports

Aviation Marketing Group Price:

$1,500,000 USD

Year:

2009

S/N:

510-0246

Reg:

TBD

TTAF:

1050

Tel: +1 (704) 651 4637 E-mail: ajd@aviationmarketing.com

2009 Citation Mustang. One owner with only 1050 hours.

Outfitted for international flight to include KHF-1050 high frequency radio, Iridium Satellite communication, commercial certified air operation with mandatory 40 cubic foot oxygen bottle, G1000 avionics suite with DME and ADF. Recently refurbished interior and new paint. Worldwide delivery available. Aircraft now excess to owner’s fleet and highly motivated to sell. See web site for full details

Location: USA

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P132-136.qxp 21/12/2016 14:23 Page 2

Marketplace Cessna Citation Encore

International Jet Markets Price:

Make Offer

Year:

2004

S/N:

661

Reg:

N682CE

TTAF:

3,743.3

Location: USA

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

Airframe: 3300 Landings. Engines: 1390 Hours Since Hot Section.

O/H due at 5000 hours. Avionics: EFIS System: Flight Director: Autopilot: Comms: Navs: ADF: DME: Transponders: Weather Radar: Long Range Nav.: Collision Avoidance: Ground Warning: RVSM: Radar Altimeter: High Freq. Radio: Flight Telephone.

Interior: Eight passenger interior with four place center club arrangement in Tan leather, single aft facing forward seat, two forward facing aft seats all track or swivel. Exterior: Overall Matterhorn White. Additional Features: Freon air conditioning Cockpit Speaker Mute Switch Cabin Fire Extinguisher.

Single-point fueling. CVR. NI Computer. Ski Tube Installation

Email: JETMARKETS@aol.com

Hawker Beechcraft 1000 A

International Jet Markets Price:

Make offer

Year:

1998

S/N:

259003

Reg:

N261PA

TTAF:

10,058.9

Location: USA

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

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

Email: JETMARKETS@aol.com

Cessna Citation XLS+

ABA Aviation Management GmbH Price:

Make Offer

Year:

2014

S/N:

C560-6173

Reg:

D-CGAA

TTAF:

2050

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

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

Location: Germany

Cessna Citation Bravo

Northern Jet Management Price:

Make Offer

Year:

2003

S/N:

550-1073

Reg: TTAF:

6,927

Location: USA- MI

Bombardier Challenger 601-3R

Roman Ivanov Price:

FOR LEASE ONLY

Year:

1994

S/N:

5149

Reg:

T7-CCM

TTAF:

5953

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

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

Tel: +357 96697808 E-mail: rivanov@vtble.com 9 seats certified for take off and landing Interior refubrished in 2013 10 year inspection completed in 2014 Engines CF34-3A1 TSLSV/CSLSV: 781/288

Location: Russia

Advertising Enquiries see Page 4

www.AVBUYER.com

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Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

Offer/Trade

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range.

Recent paint and interior, RVSM. Competitively priced at US $1,375,000, may take trade on a King Air or a helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,775,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

Offer

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

Full EMS Medical 4 patient and 4 attendant interior.

Recent ‘no expense spared’ airframe refurbishment at Acro Helipro within the last 100 hours.

Both engines are fresh Pratt and Whitney overhauled.

Immediate delivery, Meticulous records.

Current with medical interior and 13 passenger utility interior are included, aircraft is ‘turn-key’ will provide Fresh annual /Export C of A

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

Five, Late Model, Bell 212s In 'Off Shore’.

Available for immediate use.

Asking $3.1M to $3.6M USD. Serial numbers: 35034, 35048, 35060, 35088 and 35096

Location: USA

Cessna Citation Mustang

Jak Air Price:

$1,890,000 USD

Year:

2010

S/N:

510-347

Reg:

ZKJAK

TTAF:

915

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

Location: New Zealand

134

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Aircraft Index see Page 137

P132-136.qxp 21/12/2016 10:59 Page 4

Marketplace Gulfstream G150

Bristol Associates Price:

Please call

Year:

2006

S/N:

202

Reg:

N703HA

TTAF:

3,480

Location: USA- WA

Global 6000

Bristol Associates Price:

Please call

Year:

2012

S/N:

9519

Reg: TTAF:

1,198.9

Location: USA- CA

Learjet 60

Capital Jet Group Price:

$1,450,0000 USD

Year:

1994

S/N:

031

Reg:

N841TT

TTAF:

8164

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Gulfstream Demonstrator Aircraft. Cycles Since New: 2,627.

Engines: Honeywell TFE731-40AR-200G. APU: Honeywell RE1000CS. Avionics: ADF: Collins ADF-4000. Autopilot: Dual Collins FGC-3000 IFCS (CAT II certified). Communication Radios: Triple Collins VHF-4000E w/8.33 kHz spacing. DME: Dual Collins DME-4000. Flight Director: Dual Collins FGC-3000 IFCS w/cursor control device. Interior partially refurbished 06/07. Airframe enrolled in MSG-3 Maintenance Program.

Engines and APU enrolled on Honeywell MSP Gold. Enrolled on Collins Avionics Service Plan

Tel: +1 (202) 682 4000 E-mail: akopinski@bristolassociates.com Landings: 467. Bombardier-Approved MSG-3 Maintenance Program. Enrolled in Flight Docs Maintenance Tracking Program.

Engines: BMW Rolls-Royce BR710A2-20. Engines enrolled on Rolls Royce Corporate Care Program. APU: Allied Signal RE220(GX). Manufacturers S/N: P-649. Total Time: 836 Hours. Total Cycles: 987. Triple Collins VHF-4000 Radios with 8.33 KHz Tuning Dual Collins Nav 4000s VOR/ADF. Dual Collins DME-4000s.

Dual Collins Integrated Flight Information System (IFIS). Cabin: Collins Cabin Entertainment System (CES) with 10.3 load Forward Lavatory Custom Galley with 2 Coffee Makers and Large Trash Bin

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

Location: USA

Challenger 601-3A/ER

Capital Jet Group Price:

$2,495,000 USD

Year:

1992

S/N:

5106

Reg:

N523JM

TTAF:

5469

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

Location: USA

Cessna Citation X

Dragon Leasing Corp Price:

$4,200,000 USD

Year:

2000

S/N:

122

Reg:

N577JC

TTAF:

6562

Location: USA- IL

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +1 (630) 577-4070 E-mail: kdanielson@calamos.com FAR 135 Current, CESCOM Maintenance Tracking, Engines Rolls Royce Corporate Care, APU Cessna Aux Advantage, Extended Range Dual Oxygen System, Honeywell USB Data Loader, Lead Acid Batteries, 8-Passenger, Double club config.

Fwd r/h galley, Espresso Machine and Coffee, Microwave.

Cabin entertainment includes Airshow 400 w/Three 8” individual monitors, cockpit controller, and cabin audio, ATG 4000 WIFI. Primus 2000, TCAS 7 w/change 2, 8.33 Spacing, RVSM, Current all Maintenance, New Paint June 2016

January 2017 – AVBUYER MAGAZINE

135

P132-136.qxp 21/12/2016 14:28 Page 5

Marketplace Hawker Beechcraft 4000

Cumhur Kaynak Price:

$5,900,000 USD

Year:

2010

S/N:

RC-44

Reg:

TC-NRN

TTAF:

1.505

Location: Turkey

Alberth Air Parts

+1 832 934 0055

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

Par Avion Ltd

Spare Parts

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SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Advertiser’s Index 21st Century Jet Corporation .........................138 Airbound Aviation...............................................110 Aircraft Finance Corp ..........................................81 ALTEA...................................................................125 AMAC Aerospace...................................................5 AMJET.....................................................................49 Aradian Aviation....................................................69 Aviation Consultants of Aspen .......................124 Aviatrade...................................................122 - 123 Avjet Global ..................................................44 - 45 Avpro ..............................................................10 - 14 Bell Aviation ..................................................64 - 65 Bombardier ............................................................33 Boutsen Aviation...................................................97 Central Business Jets ..................................1, 139 Conklin & de Decker .........................................106 Corportate Airsearch Int...................................127

Corporate Concepts ...........................................55 Dassault Falcon Jet .........................................2 - 3 Donath Aircraft Services ..................................130 Duncan Aviation....................................................75 Eagle Aviation........................................................25 Elliott Jets ..............................................................17 FlightForce ...............................................120 - 121 Freestream Aircraft USA .......................................9 General Aviation Services ..................................43 Global Jet Capital.................................................95 Global Jet Monaco .................58 - 59, 112 - 117 Hagerty Jet Group................................................21 Hatt & Associates.................................................41 IAG ........................................................................111 Jet Aviation.............................................................63 JetBed ..................................................................103 Jet Sense Aviation ..................................118 - 119

JetBrokers .....................................................50 - 51 Jetcraft Corporation ..........................28 - 29, 140 Jeteffect .........................................................34 - 35 JetPro Texas ........................................................128 Lektro....................................................................109 Mente Group ......................................................129 Mesinger Jet Sales ......................................66 - 67 OGARAJETS................................................18 - 19 Orion Aircraft ......................................................126 Par Avion ................................................................87 Rolls-Royce............................................................91 Southern Cross Aviation.....................................77 Sparfell & Partners ......................................22 - 23 Survival.................................................................109 The Elite New York ...............................................72 The Jet Business...............................................6 - 7 Wright Brothers Aircraft Title ..........................101

Copy deadline for the February Issue - Wednesday 18th January 2017

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

AvBuyer (USPS 014-911), January 2017, Vol 21 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.

136

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Aircraft Index see Page 137

P137.qxp 22/12/2016 12:57 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 . . . . . . . . . . 58, ACJ318-ER . . . . 7, A318 - 112 . . . . 9, 117,

BAE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

EMBRAER

800XP . . . . . . . . . 12, 18, 29, 34, 41,

Legacy . . . . . . . . 23, Legacy 500 . . . . 6,

CJI+ . . . . . . . . . . . . 23, CJ2. . . . . . . . . . . . . 17, 28, 29, 35, 51, 64, . . . . . . . . . . . . . . . 67, 140,

Legacy 600 . . . . 12, 22, 50, 97, 127, Legacy 650 . . . . 6, 12, 140,

. . . . . . . . . . . . . . . 67, 69, 140, 850XP. . . . . . . . . 69, 900XP . . . . . . . . . 29, 41, 69, 97,

Phenom 100 . . . 12, 23, Phenom 300 . . . 17, 23,

CJ2+ . . . . . . . . . . . 12, CJ3. . . . . . . . . . . . 25, 87, 132,

BOEING/MCDONNELL DOUGLAS

CJ3. . . . . . . . . . . . 67, Bravo . . . . . . . . . 29, 133, 140, Columba 400. . . 51,

BBJ . . . . . . . . . . . 22, 29, 44, 55, 66, . . . . . . . . . . . . . . . 140,

Conquest I . . . . . 25, 65, Conquest II . . . . 65,

Super 727-200 VIP . .55, 757 . . . . . . . . . . . 44,

Excel . . . . . . . . . . 21, 64, 69, 118, Encore . . . . . . . . 35, 132, 133, Jet . . . . . . . . . . . . 25, 51,

Gnatt . . . . . . . . . . 51,

M2 . . . . . . . . . . . . 18, Mustang . . . . . . . 69, 77, 132, 134,

III . . . . . . . . . . . . . 29, V. . . . . . . . . . . . . . 18, 45, IV . . . . . . . . . . . . . 10, 124, IVSP . . . . . . . . . . 10, 21, 29, 34, 45, . . . . . . . . . . . . . . . 75, 95, 97, 111, 100 . . . . . . . . . . . 69, 150 . . . . . . . . . . . 21, 50, 58, 69, 116, . . . . . . . . . . . . . . . 135, 200 . . . . . . . . . . . 10, 11, 18, 29, 67, 69, . . . . . . . . . . . . . . . 77, 140, 280 . . . . . . . . . . . 10, 400 . . . . . . . . . . . 10, 111, 450 . . . . . . . . . . . 7, 9, 10, 18, 21, 22,\

BOMBARDIER Global 5000 . . . . 18, 28, 29, 55, 77, 87, . . . . . . . . . . . . . . . 97, 140, Global 6000 . . . . 28, 44, 55, 58, 67, . . . . . . . . . . . . . . . 113, 129, 135, 140, Global Express . 95, 126, Global Express XRS. .9, 28, 29, 33, . . . . . . . . . . . . . . . 58, 97, 140,

Challenger 300 . . . . . . . . . . . 12, 18, 22, 33, 45, . . . . . . . . . . . . . . . 59, 350 . . . . . . . . . . . 22, 600 . . . . . . . . . . . 43, 601-3AER. . . . . . 135, 601-3R . . . . . . . . 28, 133, 604 . . . . . . . . . . . 34, 67, 75, 605 . . . . . . . . . . . 29, 34, 58, 97, 121, . . . . . . . . . . . . . . . 130, 140, 850 . . . . . . . . . . . 29, 140,

Learjet 31A . . . . . . . . . . . 34, 43, 50, 35A . . . . . . . . . . . 50, 36A . . . . . . . . . . . 134, 40XR . . . . . . . . . . 17,

PAGE

XLS . . . . . . . . . . . 35, 69, XLS+ . . . . . . . . . . 25, 28, 29, 133, 140, CJI . . . . . . . . . . . . . 35,, 64, 77,

AVRO RJ70. . . . . 50,

DC-8-62 VIP . . . 55, DC-8-72 VIP . . . 55,

AIRCRAFT

FOKKER 70. . . . . . . . . . . . . 125,

FOLLAND

P10 ER . . . . . . . . 65, Sovereign ......28, 43, 69, Sovereign+ .....35, SII . . . . . . . . . . . . 64, 210M . . . . . . . . . . 50, 310J . . . . . . . . . . 50,

CIRRUS SR22T GTS . . . . 50,

DAHER SOCATA

GULFSTREAM

. . . . . . . . . . . . . . . 29, 45, 69, 75, 95, . . . . . . . . . . . . . . . 140, 550 . . . . . . . . . . . 9, 10, 18, 21, 29, 44, . . . . . . . . . . . . . . . 58, 67, 69, 77, 95, 97, . . . . . . . . . . . . . . . 114, 115, 140,

TBM700B . . . . . . 35, 50, TBM900 . . . . . . . 17,

DASSAULT FALCON

1000A . . . . . . . . . 133, 4000 . . . . . . . . . . 41, 136,

PILATUS PC12/45. . . . . . . 65,

PIPER Cheyenne IIIA . . 50, Meridian . . . . . . . 25,

SABRELINER 65 . . . . . . . . . . . . 50,

HELICOPTERS AGUSTAWESTLAND A109 Grand . . . . 50, A109 Power . . . . 29, 140, A109E Power . . 13, 77, Koala. . . . . . . . . . 69,

BELL 206L4 . . . . . . . . . 134, 212 . . . . . . . . . . . 134, 412 EMS . . . . . . 134, UH1H Super Huey. .50,

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 23, AS355N . . . . . . . 13, 23, 97,

7X . . . . . . . . . . . . 3, 7, 11, 59, 64, 97, . . . . . . . . . . . . . . . 112, 120, 138, 139, . . . . . . . . . . . . . . . 140, 20C-5AR. . . . . . . 51,

650 . . . . . . . . . . . 7, 10, 34, 49, 55, 650ER. . . . . . . . . 7, Astra SPX. . . . . . 51,

EC 120 B . . . . . . 55, EC 135 P2+ . . . . 13, 69, EC 155 B1 . . . . . 13,

50 . . . . . . . . . . . . 12, 44, 138,

HAWKER BEECHCRAFT

MCDONNELL DOUGLAS

50EX . . . . . . . . . . 3, 12, 23, 75, 138, . . . . . . . . . . . . . . . 139, 900B . . . . . . . . . . 11, 51, 138, 139,

King Air

MD900 . . . . . . . . 50, 69,

200 . . . . . . . . . . . 50, B200 . . . . . . . . . 12, 69, 300 . . . . . . . . . . . 17,

SIKORSKY

900EX EASy . . . 11, 67, 138, 139, 900F EX EASy. . 3, 900LX . . . . . . . . . 3, 11, 138,

350 . . . . . . . . . . . 13, 18, 35, 51, 69, 77, C90 . . . . . . . . . . . 50, 69, 97, C90A . . . . . . . . . . 97, E90 . . . . . . . . . . . 65,

S-76C+ . . . . . . . . 23, 29, 140, S-76C++ . . . . . . 9,

75. . . . . . . . . . . . . 97,

2000 . . . . . . . . . . 43, 59, 95, 97, 111, . . . . . . . . . . . . . . . 122, 123, 132,

Beechcraft

CESSNA

2000EX EASy . . 6, 111, 2000LX . . . . . . . . 3, 139,

45 . . . . . . . . . . . . 87, 128, 132, 45XR . . . . . . . . . . 29, 33, 119, 140, 55 . . . . . . . . . . . . 50, 60 . . . . . . . . . . . . 12, 34, 45, 135, 60SE . . . . . . . . . . 97, 60XR . . . . . . . . . . 6, 75, 77,

900C . . . . . . . . . . 64, 138, 139, 900EX . . . . . . . . . 11, 22, 129, 138,

Citation III . . . . . . . . . . . . . 51, 75, X . . . . . . . . . . . . . 17, 34, 67, 135,

Advertising Enquiries see Page 4

S-76B . . . . . . . . . 75,

Duke A60 . . . . . . 50, Premier I . . . . . . 13, 35,

Hawker

DORNIER

400XP . . . . . . . . . 17, 41, 69, 750 . . . . . . . . . . . 69,

328 . . . . . . . . . . . 97,

800B . . . . . . . . . . 97,

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January 2017 – AVBUYER MAGAZINE

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

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' '/ ' % 22 ' & $2

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

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CBJ November.qxp_CBJ November06 22/11/2016 16:50 Page 1

General Offices

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

PROLINE 21 FALCON 50EX SN 302

FALCON 900B SN 139

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

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