AvBuyer Magazine June 2016 by AvBuyer Ltd.

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AVBUYER June 2016

™

B U S I N E S S

A V I A T I O N

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

THIS MONTH Aircraft Comparative Analysis – Pilatus PC-12 NG GAMA Q1 2016 Analysis International Flight Operations – Europe www.AVBUYER.com

See pages 32 - 33 for further details

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Editor’s

Welcome

A Worthy Profession eaders of this publication are engaged in an endeavor that contributes to society. As users of Business Aviation or as professionals providing their knowledge and acumen to owners and operators of business aircraft, AvBuyer’s audience participates in a unique form of transportation that is essential to the ebb and flow of commerce throughout the globe. Transportation is an enabling technology for economic growth and improved quality of life. History bears witness to the pervasive role that improved mobility of people and goods play in the progress of societies. When a region established roads in ancient times, commerce expanded and people benefited. The nautical abilities of European and Asian nations enabled commerce and culture to expand throughout the globe before there were other means to travel long distances. Colonial America built canals and eventually the railroads to facilitate growth. Today, long-range jets shrink the time and effort needed to bring peoples and businesses into productive contact, enabling better understanding and cooperation between different societies and cultures. As described with detailed introspection in the recently published book ‘Door to Door’ by Edward Humes, every part of our daily lives is impacted and improved by transportation. Business Aviation is an essential component of transportation today. The form of travel that AvBuyer embraces with conviction and passion augments the role of the Scheduled Airlines by enabling mobility between locations unserved by airliners. Entrepreneurs and business leaders require the mobility and scheduling flexibility of Business Aviation to work their magic, thereby creating jobs by expanding a company’s reach and facilitating commerce by returning dividends to investors and shareholders. Business Aviation contributes uniquely to economic growth and improved quality of life as it facilitates the productive use of time by creative business men and women. AvBuyer is dedicated to serving the informational needs of those who are engaged in the worthy profession of Business Aviation. To the many readers who participated in the recent Editorial Survey of this publication’s content, we offer our sincere thanks. AvBuyer is focused on serving you, the Business Aviation user and professional. The more we know about

your needs for meaningful intelligence, the better we can do our job. We value your input and encourage your dialogue with this publication. In This Issue Adding to Rolland Vincent’s insightful analysis of today’s Business Aviation marketplace, Mike Potts provides coverage of the Q1 2016 Shipment Report from General Aviation Manufacturers Association. Mike Chase adds to that collection of intelligence with his presentation of JETNET data to analyze new and used airplane sales trends. (Reader response to AvBuyer surveys consistently show that articles such as those presented by Vincent, Potts and Chase provide important data that Business Aviation professionals use in pursuit of services to the owners and users of business aircraft). Ken Elliott presents the first of a two-part series updating developments in the ongoing saga of NextGen, this month concentrating on ADS-B and the latest directives related to FANS. Dave Higdon continues his examination of operating and equipment required throughout the globe’s Flight Information Regions, this month focusing on Europe. Readers tell us that AvBuyer coverage of government mandates and regulatory issues are essential and greatly appreciated. Articles on safety, such as Mario Pierobon’s analysis of a seemingly harmless incident involving the misidentification of a destination airport, also are sought by our readers while discussions of new technologies, such as Dave Higdon’s perspectives on EFBs and the application of offthe-shelf commercial hardware (e.g., iPads), address current operational challenges facing AvBuyer readers. For Aviation Managers, we present Jodie Brown’s feature on employee motivation, David Wyndam’s treatment of financial tools for communicating with the company’s CFO, and Andre Fodor’s discussion on the need to buy a jet with the long view in mind. In continuing response to Reader demand, we offer Mike Chase’s unique Comparative Analysis—this month examining the Pilatus PC-12 NG. We trust you will find this issue, and all issues of AvBuyer, essential reading as you seek Business Aviation Intelligence. Jack Olcott - Editorial Director & Publisher AvBuyer Your source for Business Aviation Intelligence

EDITORIAL Editorial Director / Publisher J.W. (Jack) Olcott 1- 201 572 9284 Jack@avbuyer.com Commissioning & Online Editor Matthew Harris 1- 800 620 8801 +44 (0)20 8255 4000 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8255 4000 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 4000 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)20 8255 4000 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)20 8255 4000 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)20 8255 4000 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

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Aircraft Index see Page 153

Swiss Excellence in Business Aviation

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

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Editorial Focus 34 GAMA Q1 2016 Shipment Analysis & Report: With new business aircraft shipments

down from Q1 2015, what finer details will Mike Potts uncover in his analysis?

60 Time Value of Money: The Chief Pilot and CFO need to speak

the same language when discussing aircraft

transactions, suggests David Wyndham.

Here’s how…

82 International Business Aviation Operations: Dave Higdon continues a new series on transiting the world’s airspace with an overview of Europe

112 Aircraft Comparative Analysis – Pilatus PC-12 NG: How does Pilatus’ PC-12 NG square up

against Daher’s TBM 900? Find out here…

AVBUYER MAGAZINE – June 2016

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Aircraft Index see Page 153

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Volume 20, Issue 6

Contents June2016

BizAv Intelligence

Business Aviation Market Summary: Market trends, indicators, assessments and forecasts, introduced by Rollie Vincent Q1 2016 Business Aircraft Market Update: Using JETNET data, Mike Chase and Marj Rose assess the Q1 2016 new and used Business Aviation market trends… Business Aviation Market Insights: Discover the perspectives and thoughts on the BizAv Market of Welsch Aviation’s Hunter Weiss

The Benefits & Risks of EFBs: What are the benefits and cautions of using an Electronic Flight Bag? Dave Higdon investigates

How to Motivate in Changing Times: Jodie Brown offers a case study in successful flight department management.

Buying a Jet – The Need for the Long View: When buying a business aircraft, experience and commitment matter, notes aviation director, Andre Fodor. Here’s why…

Managing Flight Dept. Interfaces Well: Highlighting an airport misidentification incident, Mario Pierobon highlights the need to handle third-party interfaces well…

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

102

Specifications: Medium jet performance and specifications comparisons

Boardroom 56

China’s Exciting BizAv Market: What’s it like to operate business aircraft in China? Global Jet’s David Mezenen speaks with Rani Singh to illustrate…

The BizJet Insurance Policy Time-Bomb: When insuring your business aircraft, being too casual can result in painful surprises. Stuart Hope offers an example

Flight Department 68

2016 NextGen Update (Part 1): Ken Elliott provides an update on NextGen beginning this month with a summary of ADS-B, FANS and more…

Community 120 BizAv Review: News; OEM Bites; Arrivals & Events

Next Month

Aircraft Comparative Analysis – Dassault Falcon 7X International Business Aviation Ops Series (South America) Part NCC & CAMO

BUSINESS AVIATION INTELLIGENCE

Advertising Enquiries see Page 4

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June 2016 – AVBUYER MAGAZINE

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2007/2009 Boeing BBJ S/N: 36714 • Reg: VP-BFT • Make Offer

• Into Service 2009

• Total Time Airframe: 2849 Hours • Landings: 741

• Fresh out of 6 year 2C check

• Basic Operating Weight: 101,611 Lbs • Pat’s 6 Tanks, 5 aft, 1 fwd

• Airshow Network- Aero H+ Satcom – Swiftbroadband- Iridium

• 5 external cameras - EFB

• 18 Passenger Interior/ Andrew Winch Design

1998 Boeing BBJ S/N: 29273 • Price reduced to $21,950,000 • Total Time Airframe: 3814.54 Hours • Landings: 938 • APU TT: 3552 • Delivered with a Fresh A2 Check • C1 check completed 2014 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network • 18 Place Interior • One Owner Since New

2014 Gulfstream G650 S/N: 6085 • Price reduced to $64,950,000 • Customized 15 Passenger Layout • Honeywell L5Z-860 Lighting System • Part 135 Certified • Enhanced Soundproofing • Secureplane 500 System • 7220 CabinView™ Passenger Flight Information System • 7720 Honeywell SwiftBroadband Data System • External Color Camera System • Forward Galley and Crew Rest • Honeywell INMARSAT Satellite Communications System FREESTREAM AIRCRAFT LIMITED

London +44 207 584 3800 sales@freestream.com

FREESTREAM AIRCRAFT (BERMUDA) LIMITED

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

FREESTREAM AIRCRAFT (H.K.) LIMITED

Hong Kong +852 2724 5620 info@freestreamhongkong.com

FREESTREAM AIRCRAFT USA LIMITED

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

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2015 Gulfstream G650 S/N: 6159 • Make Offer

• Delivery hours only • Freestream Supervised Completion • Engines on Rolls Royce Corporate Care • Part 135 and EASA Validated • Enhanced Soundproofing • Honeywell SwiftBroadband Data System • ViaSat Ku-Band Broadband Data System • Forward Galley and Crew Rest • Available to View at Groton, CT (KGON)

2008 Gulfstream G550 S/N: 5176

• Price now only $22,495,000 • Total Time: 3483.5 hrs • Landings: 964 • Engines on RRCC • APU on MSP • Honeywell APP & Parts Programs • Securaplane External Camera System • Airshow 4000 • 18 passenger interior • Forward crew rest • Currently at Gulfstream Savannah • Delivered with Fresh 12/24/36/48/96 Month inspection on the N Register

2011 Gulfstream G450 S/N: 4211 • Total Time: 1060.3 hours • Total Landings: 545 • APU: 1552 hours 1530 cycles • Delivered with fresh Savannah 5C Inspection on US FAA register • Engines Enrolled on Rolls Royce Corporate Care • Honeywell HD-710 High Speed Data System (Swift Broadband Capable) • ADS-B • 14 passenger aft galley interior

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

2001 Falcon 900EX S/N: 87

• New Asking Price $10,950,000 • Aircraft to be delivered with engines on 100% JSSI • TTAF: 5652.40 • TTAC: 3079 • Honeywell Avionics Protection Plan (HAPP) • Engines & APU: JSSI • All three Engines: 3000/6000 • Fresh MPI Eng No. 2 • New 3rd Stage high pressure turbine ENG No. 2 • Fresh 2A, Fresh 2A+ • Dual GPS Honeywell HG2021GD02 • Airshow 400/Genesis • Securaplane Back up Batteries

2009 Challenger 605 S/N: 5824 • Reg: N304KR

• Price Reduced • Total Time: 1847 Hours • Landings: 762. TAPU: 1558 • Engines on GE OnPoint • Rockwell Collins Pro Line 21 • Dual FMC-6000 flight management system w/ 3DMAP and long range cruise • MNPS and RNP-5 navigation compliance • Aircell ATG 5000 Aircell GoGo Biz wifi • 11 Passenger Interior

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2001 Learjet 45 S/N: 167 • Make Offer

• AFTT: 6763 hours. Landings: 5403 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

2000 Eurocopter EC 135P2 • S/N: 0193

• Reg: ZK-HLH • Price reduced to $1,950,000 USD • Manufactured in 2000 and delivered in 2001 • TTAF • 527.4 • Very Low Time 2000 EC-135P2 • No Damage History • Pop-out Floats • Air Conditioning • Dual Controls

2009 Sikorsky S-76C++ S/N: 760757 • New asking price $6,495,000 USD • TTAF: 211.54 hours • Lowest Time Pre-Owned S-76C++ On The Market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System • TRADE-IN WELCOME (rotary or fixed-wing)

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BIZAV INTELLIGENCE T MARKET INDICATORS

Business Aviation Market Summary With inventory for sale on the increase, and asking/transaction prices continuing to

slide, the market for pre-owned business jets remains active as we near the halfway mark in 2016, notes Rollie Vincent, Editor, Market Indicators... ith the closing of 2,300 whole retail business jet transactions through the end of April on a trailing 12-months (TTM) basis, pre-owned jet sales continue to outpace new business jet deliveries by more than 3-to-1, according to JETNET records. Dealers, brokers, financiers, lawyers, title and escrow agents, and other professionals who participate in the business of business jet sales are collectively a very busy bunch, with worldwide pre-owned transaction levels remaining at their highest levels yet, measured on a TTM basis. With all that activity, it is important to note that this is truly a buyers’ market, with exceptional quality aircraft available at prices that offer unsurpassed value-for-dollar.

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

New Aircraft Markets

As always, GAMA’s highly anticipated aircraft shipments report (Q1 2016) provided numerous insights into the state of the market. Factoring in an estimate for missing Dassault Falcon Jet deliveries (they have shifted to reporting shipments only twice per year), new business jet shipments are essentially flat Yearover-Year (YoY). Recognizing that shipment data are mostly lagging indicators of past order activity, we note that aircraft manufacturer book-to-bill performance was below 1.0 for the industry in Q1 2016, implying backlog erosion. Based on regulatory filings, the ‘Big 5’ OEMs (Bombardier, Dassault, Embraer, Gulfstream and Textron) collectively had US$37bn of firm orders in backlog at the end of 2015, which was down 18% YoY. Q1 2016 book-to-bill performance was improved over that for the entire year 2015, but was still below 1.0. Bombardier (which accounts for almost half of the industry backlog) had a good order experience in Q1 2016, notably booking 20 Challenger 350s from an unidentified customer.

Used Aircraft Inventory

Taking a look at the market from a 50,000-foot perspective, pre-owned inventory for sale 20

AVBUYER MAGAZINE – June 2016

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levels have been creeping upwards across almost all aircraft size categories, although the traditional “mid-size” and “large” jet segments are among the hardest hit over the past 6-12 months. Compared to pre-2008 crisis conditions, there is now considerably less distinction among business aircraft size categories in terms of available inventory (see Chart B, opposite). Large cabin and long range jet categories have been the absolute darlings of the market up until recently, with very limited availability of aircraft in these segments prior to 2008. Collectively, inventory for sale has now increased into the 9-12% range for large cabin business jets, with the ultra-long-range jet category having the least availability within the high-end of the market. Attractively priced aircraft are presenting some tempting step-up opportunities for owners and operators eager to see themselves in a larger aircraft. In some cases, though, buyers should be aware of, and consider the total costs of ownership and operation before making such a commitment. As always, we recommend that buyers seek out the services of reputable dealers, brokers and other transaction advisors to guide them through these decisions. What might look like an attractive buy could end up being a poor fit and essentially the wrong aircraft for a customer’s primary missions, with higher operating costs and potential maintenance ‘gotchas’ that could lead to buyer remorse.

A Note on Model Retirements...

Besides aircraft transaction trends, we always keep a high-watch on aircraft operations as an indicator of industry health. Based on the latest FAA data through the end of Q1 2016, total business jet cycles were up about 1.4% YoY on a TTM basis, buoyed by higher domestic flying (up 2.2%) offset by less international operations (down -2.8%). US domestic flying accounted for about 84% of all FAA business jet cycles in the most recent 12-month period, up marginally YoY. At 4.3 million cycles, US business jet operations Aircraft Index see Page 153

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rule of early returns and quick paybacks. With the industry still in its infancy stages – more than 60% of the world fleet of business jets is in just one country that has only 25% of the world’s wealth – prospects for growth are everywhere. This is an important investment consideration in what is absolutely a dramatically cyclical market. As always, opportunities come to those who are actively prepared to find them.

pickin’. For manufacturers, we suspect that this will be a very tough call – a decision that impacts the entire supply chain, top line revenues, payback periods on prior investments, employment levels, and market share if competitors do not follow. This is a most unfriendly market for new entrants, particularly those with aspirations of an early payback. In a world no longer accustomed to longrange strategic planning, capital-intensive industries like aircraft manufacturing are an exception to the

have only just recently returned to 2003 levels, despite the fact that the underlying fleet has grown 50% (from 8,500 jets to more than 12,800 jets today). We are clearly in an oversupplied market, and pressures are mounting for both lower new aircraft production rates and higher retirement rates of older aircraft. With such reduced flight activity in the world’s most significant business jet jurisdiction, it seems clear that older aircraft that have not flown much if at all recently may be ripe for the (boneyard)

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CHART A - WHOLE RETAIL TRANSACTIONS OF PRE-OWNED JETS WORLDWIDE (2006-2016, YTD)

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CHART B - AVAILABLE USED AIRCRAFT INVENTORY (BY CATEGORY)

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Very Light Jets, 12.5% Large Jets, 11.9% Total Jets, 11.7%

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Super Mid-size Jets, 10.6% Large Ultra-Long Range, 8.6%

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June 2016 – AVBUYER MAGAZINE

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BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - North America April Business Aviation flight activity posted its usual Month-over-Month (MoM) decrease from March, down -4.7%, notes ARGUS. Reviewing Year-over-Year (YoY) flight activity (April 2016 vs. April 2015), April 2016 posted a slight decrease of -0.6%; snapping a 13-month streak of continuous YoY increases… Month-over-Month results by operational category were all in the red for April. Fractional operators posted the largest monthly decline, down -6.9% while the Part 135 and Part 91 markets recorded monthly decreases of -4.9% and -4.2% respectively. Looking at the aircraft category, the top and bottom of the market posted the largest drops, with turboprops and large cabin jets down -5.1% and -6.0% respectively. The small and mid-size cabin markets posted decreases of -4.0% and -4.4%, in that order. The largest monthly change, for an individual segment, occurred in the fractional large cabin segment, down -8.8% from March.

Year-over-Year

Reviewing YoY flight activity (April 2016 vs. April 2015), the results by operational category were mixed with the Part 91 market recording the only YoY increase, up 0.3%. The Part 135 market posted a slight decrease, off

BizAv Activity Europe

-0.5% from April 2015. The Fractional market saw red for the month, posting a decrease of -4.7%. Flight activity for the aircraft category was more negative than positive, with large cabin aircraft recording the only YoY increase, up 1.4%. Small cabin and turboprop aircraft posted slight decreases, down -0.2% and -0.4% respectively. Mid-size aircraft recorded the largest YoY decrease, down -2.1%. The largest gain for an individual segment occurred in the fractional large cabin segment, which saw an increase of 8.3%.

There were 63,602 Business Aviation departures in Europe in April 2016 according to WINGX’s latest monthly Business Aviation Monitor, representing 0.1% YoY growth in activity. Business jet flights were up 2.0%, although Turboprop and Piston activity declined 2-3%. Year-to-Date (YtD) 2016 still trails 2015 by -1.6%. Relatively strong growth was seen in Western Europe, with activity up in all leading markets except Switzerland, and an overall YoY trend of 1.6%. Germany and Spain were the strongest markets whilst most of Europe’s growth in April came in AOC flights, up 2.8% for business jets. Several smaller markets also saw some growth this month, with flights from Norway up 8%, Czech Republic up 10%, and Belgium up 15%. From each of France, Turkey, Sweden and Russia, April’s activity was down by at least 100 flights YoY. Flights from South and East Europe declined -2%, deteriorating on 12 month trends. Arrivals from Russia into Europe were down -11%, an improvement on the recent trend, while transatlantic flights were up 5%, and Middle East connections were up 2%.

MI www.argus.aero

Aircraft Segments

The strongest growth came in the Very Light Jet segment with activity up 22% YoY. Both Mustang and Phenom 100 flights were well up, especially for Charter activity. The Light Jet segment was up 2.5% overall, ahead of the 12month trend of 1.3%. Most of the decline in Turboprop activity came in AOC flights, down by -6% although private flights on PC-12 and Piaggio Avanti aircraft continued to make strong gains in activity. Richard Koe, Managing Director of WINGX noted, “The declining trend in Q1 did not extend into April, with stabilization in the UK market and growing activity in Germany making for a small recovery… The longer term activity trend is still pointing to a cool-off in large cabin activity, growth in light aircraft flights, and more resilience in the midsize jet segments.” MI www.wingx-advance.com

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Aircraft Index see Page 153

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BIZAV INTELLIGENCE T MARKET INDICATORS

JETNET Q1 2016 Used Aircraft Market Review Key worldwide trends across all aircraft market segments, comparing March 2016 to March 2015, reveal that generally inventories are up and asking prices are down, notes JETNET… Business Jets showed the largest increase in the For Sale numbers, with 155 (6.8%) more jets at the end of Q1 2016 compared to Q1 2015. Turbine helicopters increased by 122 (9.1%) and Business Turboprops by 109 (9.5%) in For Sale numbers. Across all aircraft sectors, there were 6,657 more aircraft For Sale in Q1 2016 compared to 2015 the first increase in the number of business jets For Sale since 2009. Accordingly, Fleet ‘For Sale’ Percentages for business jets, business turboprops, and commercial turboprops are showing the largest increases of all market sectors in the quarterly comparison, at 11.7% (up 0.4 pt.), 8.5% (up 0.6 pt.), and 6.2% (up 1.0 pt.), respectively. Business Jet retail sale transactions showed a 4.4% increase, and are taking more time to sell (11 days) than last year,

SOURCE: JETNET

with a 12.8% decrease in average asking price. However, Business Turboprops showed a decrease of 12.1% in sale transactions, with a 9.1% decrease in asking price, and are selling in less time (30 days). Turbine and Piston Helicopters saw declines in sale transactions in Q1 2016, at 19.8% and 19.0%. They took fewer days to sell. However, the average asking price for turbine helicopters

decreased by 25.5%. Business Jets (at 540) and Commercial Jets (at 433) accounted for 52.7% of the total full sale transactions (1,846). While pre-owned Business Jets saw an increase of 23 (4.4%) full sale transactions, new Business Jet deliveries decreased by 6 units (4.7%). MI www.jetnet.com

AMSTAT Q1 2016 Resale Market Update According to AMSTAT, Resale Retail Transaction activity was essentially unchanged in Q1 2016 versus Q1 2015... The Light Jet Resale Retail Transaction activity was brighter than the other segments covered, with Q1 performance at 2.7%, up from 2.4% in Q1 2015 and 2.5% in Q1 2014. Otherwise, 1.8% of the Heavy Jet fleet turned over (versus 1.6% in Q1 2015) and 2.2% of the Medium Jet fleet turned over in Q1 (versus 2.5% in Q1 2015). In each year since 2013, Turboprop transaction activity in Q1 has declined year-to-year. This trend continued in Q1 2016 with 1.7% turnover (versus 1.9% in Q1 2015). Quarterly activity in this segment remains below a 20-Year Quarterly Average of 2.8%.

Inventory Heavy Jet inventory: has largely plateaued of late, up only modestly to 10.6% by April from 10.4% at the start of the year and 10.5% a year ago. Heavy Jets are currently the only jet segment above its 20-Year Monthly Average. 24

AVBUYER MAGAZINE – June 2016

Medium Jet inventory: is up to 11.6% from the start of year and up almost 1% since April 2015. The percentage of these aircraft for sale has been steadily increasing since the start of 2015, but currently remains below its 20-Year Monthly Average (12.2%). Light Jet inventory: remained flat since the start of year but is up modestly to 11.5% from 11.3% a year ago. The trend in this market has been upward since early 2015 although the rate of increase has slowed since mid-2015 and current levels remain below the 20-Year Monthly Average (14.3%). Turboprop inventory: rose since the start of 2015 having previously plateaued around 8%. It’s currently at 8.5% up from 8.2% at the start of the year and 8.1% a year ago. Inventories have been slowly increasing since early 2015 but also remain below their 20-Year Monthly Average (10.8%). Heavy Jet Average Asking Prices: have been trending upward since mid-2011. Perhaps reflecting recent transaction www.AVBUYER.com

softness and an increased inventory, since the start of 2015 this trend has reversed. This continues into 2016 with Average Asking Prices down -3.1% since the start of the year. Medium Jet Average Asking Prices: peaked around the start of 2015 and then contracted through the summer of the same year. This trend has continued into 2016, with Medium Jet Average Asking Prices down -6.4% since the start of the year. Light Jet Average Asking Prices: have been trending upward since the start of 2015. This positive direction has continued into 2016, with Average Asking Prices up 4.5% since the start of the New Year. Turboprop Average Asking Prices: trending downwards since mid-2013 prices picked up in 2015. So far the Average Asking Prices for Turboprops are up 0.8% since the start of the year and are up 4.3% since last year. MI www.amstatcorp.com



Aircraft Index see Page 153

Eagle June.qxp 26/05/2016 10:11 Page 1

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

2009 CITATION CJ3, S/N 525B-0296

2014 CITATION M2, S/N 525-0822

2002 CITATION CJ2, S/N 525A-0100

2007 CITATION CJ3, S/N 525B-0162

2010 MERIDIAN, S/N 4697438

1982 CONQUEST I, S/N 425-0108

2004 CESSNA T182T, S/N T18208308

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MarketIndicators June16.qxp_Layout 1 24/05/2016 09:27 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Gulfstream Quarterly Market Update The following Q1 2016 Gulfstream Quarterly Market Update is presented by Hagerty Jet Group, a leading brokerage firm providing aircraft sales, marketing and acquisitions services… Deutsche Bank’s aerospace and defense analyst, Myles Walton, recently downgraded General Dynamics’ stock citing “alarming” inventory and sales trends surrounding its Gulfstream business jets. He said the G650 inventory and price trends are “quickly becoming a problem”, noting that production has been as much as 20-30% ahead of true demand. The article prompted a buzz in the Business Aviation community, but the news wasn’t a surprise to those who have been closely watching the G650 market over the past 12 months. Less than a year ago pre-owned G650s demanded a sizable premium, earning several order holders $10m+ from their initial contract price. Demand came primarily from buyers who did not participate in the introductory 2008 lottery. In April 2008, buyers signed contracts for G650s before the ‘Great Recession’ started. Placing a non-refundable deposit with Gulfstream for a few million dollars appeared to be a safe and smart bet. The first airplanes wouldn’t deliver until late 2012 and for most order-holders, large deposits wouldn’t come due until 2014/2015. Further, Gulfstream increased the base price by nearly 10% for all subsequent orders, so most speculators thought they had some cushion. The first G650 resale closed in September, 2013. Prices started in the high $60millions, quickly crept into the low $70millions, and topped out in the mid-$70millions in January, 2015. There was little or no supply of aircraft for sale in the secondary market and the manufacturer was the only option due to backlogs of over three years. Position-holders who no longer needed or wanted their G650s proceeded with their contractual obligations and took delivery of their airplanes with intent to re-sell them for premiums. It worked for a while until the supply started to increase in mid-2015. There have been approximately 36 G650 resale transactions since 2013 which means that nearly 20% of the current fleet has been re-sold over that period; an average of one per month. The current supply of 21 aircraft for sale means we have almost a two-year absorption rate.

secondary market as a basis to determine whether selling is a viable option. Therefore, with increased market weakness, there’s a good chance that Gulfstream will begin to see a trend of cancelled orders. Keep in mind, the majority of G650 orderholders intend to put their aircraft into service. However, 20% of speculators or those whose financial situation has changed will continue to list their aircraft and bring this market down thus making it harder for the OEM to sell new positions. Duetsche Bank estimates that two thirds of the profit in the aerospace segment is coming from G650 deliveries. GD already reduced production for the G550 and G450 models citing weak foreign demand. Although initial demand for the new G500 has been good, the first airplane won’t deliver until 2018. It’s also possible that potential G500 and G600 buyers will be cannibalized by pre-owned G650s that will sell for less and offer greater cabin size and capability. General Dynamics has three options to address the over production of G650s. 1) They can cut production at the expense of their shareholders but increase values for their customers; 2) They can continue current production rates and flood the market with unwanted aircraft, which will drive values down and eventually cannibalize their new product line with used G650s; or 3) They can pray that the Global Economy has a dramatic recovery in the next 24 months. MI www.hagertyjetgroup.com



Slowing Transactions

Today, transaction levels are slowing substantially. Demand has diminished because the majority of the buyers who were frustrated by the wait between 2013 and 2015 have already purchased used G650s. There are nine Ferry Time Only aircraft currently on the market, none of which have sold since last September. It’s time to acknowledge that buyers no longer need to pay a premium for a new G650 and they don’t need to get in line at the OEM. Very large deposits come due one-year ahead of delivery for original order-holders. If an order-holder is uncertain whether they plan to put the aircraft into service, they will need to make a decision to forfeit their liquidated damages or complete their contractual obligations and face a potentially more competitive re-sale market? Speculative order-holders look to the strength of the 26

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

Aircraft Index see Page 153

Hatt & Associates June.qxp_Layout 1 23/05/2016 15:17 Page 1

2002 Hawker 800XP

S/N: 258592. Reg: N892VR Total Time: 8,291.9 5,893 Landings

Engines: Honeywell TFE731-5BR-1H Enrolled on MSP ATG-5000 High Speed Internet

Paint completed in Feb. of 2016 by Duncan Aviation in Lincoln

Unique in Experience, Global in Scope.

2009 Gulfstream G150 S/N: 0275. Reg: C-FTIX 1,172 Hours since New Collins ProLine 21 Avionics suite XM Weather Provision GoGo Biz ATG-5000 High Speed Internet

2000 Gulfstream G200

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1-(303) 790-1050 hattaviation.com

2009 Beechcraft Premier 1A

S/N: RB-267. Reg: C-FJTN 1,325.5 Hours Since New XM Weather Artex C406-2 ELT w/ Nav Interface Collins ECH-5000 Electronic Charts Enrolled on TAP Blue

Hatt & Associates: Global Aviation Sales

Acquisitions Brokerages Consulting Pre-Buy Management Contract/Legal Services

MarketIndicators June16.qxp_Layout 1 24/05/2016 09:27 Page 6

BIZAV INTELLIGENCE T MARKET INDICATORS

AEA Q1 2016 Avionics Market Report In the first three months of 2016, total worldwide Business and General Aviation avionics sales amounted to >$566m, reports AEA... The Q1 2016 figure represented a -3.6% decrease in sales compared to Q1 2015, which was >$587m. The $566m reported for Q1 2016 (using net sales price) includes all Business & General Aviation aircraft electronic sales, excluding repairs and overhauls, extended warranty or subscription services. Of the >$566m in Q1 2016 sales, 54.7% came from forward-fit sales (avionics equipment installed by airframe manufacturers during original production). By contrast, the retrofit market (avionics equipment installed after original production) amounted to 45.3% of Q1 sales. According to the companies that separated their total sales figures between North America (US and Canada) and other international markets, 64.9% of the Q1 2016 sales volume occurred in North America while 35.1% took place in other international markets. “It's disappointing that total worldwide sales are off to a slower start compared to the first three months a year ago,” summarized AEA President Paula Derks. “Sales in the forward-fit market were nearly identical to last year, so the overall decline was mostly felt in the retrofit market. With more than 30 new avionics products and services introduced to the market at the recent AEA Convention, industry will hopefully see improved sales figures later this year.” MI www.aea.net/marketreport

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AVBUYER MAGAZINE – June 2016

In-Service Aircraft Maintenance Condition & Price An Asset Insight Quarterly Market Analysis was conducted on April 29, 2016 covering 91 fixed-wing models and 1,908 aircraft listed ‘For Sale’. Here are the findings. The analysis revealed: ‘Excellent’ Asset Quality; record low average Ask Price; a better/lower than average Maintenance Exposure value; and, a 2.2% worse/higher Maintenance Exposure to Ask Price (ETP) Ratio.

Asset Insight Quality Rating (AIQ Rating): The Asset Insight

Quality Rating worsened slightly, falling 1.7 AI2 basis points, to 5.344 from last month’s 5.361, on the AIQ Rating scale of -2.5 to 10.

Maintenance Exposure (ATFE Value): Maintenance Exposure (an aircraft’s accumulated maintenance financial exposure) worsened by 3.1% over the past month, increasing over $42k to $1.42m from $1.38m. By aircraft group, the Asset Quality Rating and Maintenance Exposure figures were as follows... Large Jets: ‘Outstanding’ asset quality (consistently the best among all groups) at 5.501, slightly worse than last month’s 5.531; Maintenance Exposure worsened over 5%, increasing from $2.885m to $3.033m. • Medium Jets: ‘Excellent’ asset quality at 5.376 (versus last month’s 5.386), keeps the group in third place; Maintenance Exposure worsened slightly, increasing to $1.262m from $1.235m. • Small Jets: Once again retained second place with ‘Excellent’ asset quality at 5.385, versus last month’s 5.414; Maintenance Exposure improved $5k, decreasing to $710k – the group’s best figure for the past twelve months. • Turboprops: ‘Very Good’ asset quality at 5.016, a slight degradation from last month’s 5.024; Maintenance Exposure remained virtually flat at $556k, versus last month’s $558k. •

Exposure to Ask Price (ETP) Ratio

Spread in the ETP Ratio (the aircraft’s Maintenance Exposure divided by its Ask Price) remained virtually unchanged since last month, while the average ETP Ratio worsened slightly; increasing to 51.3% from 50.2%, with all four groups losing ground. Generally higher Maintenance Exposure figures and a slight Ask Price decrease – resulting in a record low average Ask Price figure – were the primary drivers. Asset Insight considers any ETP Ratio over 40% to represent excessive Exposure in relation to Ask Price, so the increase – even though slight – is not a positive development for Sellers. By aircraft group: • Large Jets: ETP Ratio worsened 4.7%, increasing to 35.4% from 33.8%, but was still the best ETP Ratio among all groups. Ask Price fell to $14.39m from $14.89m – a 3.3% change leading to the group’s lowest 12-mointh figure. For Buyers, this group continues to offer great values. For Sellers, falling Ask Prices for high quality assets has to be creating consternation. Considering the pricing challenges faced by OEMs, we doubt that in-service aircraft Sellers will see much improvement any time soon – especially if their aircraft’s Quality Rating is in the lower half of the range. • Medium Jets: ETP Ratio worsened slightly, increasing to 54.0% www.AVBUYER.com

Aircraft Index see Page 153

MarketIndicators June16.qxp_Layout 1 24/05/2016 09:27 Page 7

•

from 53.3%, but remained noticeably below the group’s 12-month 57.0% average. With the group’s Ask Price decreasing another 1.5%, prospective Buyers can find good values and are encouraged to act. Small Jets: ETP Ratio worsened slightly for this group too, increasing to 67.0% from March’s 12month low of 66.3%. Ask Price, on the other hand, continued climbing, registering another record high at $2.21m. While this might be good news for some Sellers, Asset Insight does not believe the price increases are sustainable, and believes market saturation is approaching for a number of popular models. Turboprops: The group’s ETP Ratio was second best among all sectors but worsened noticeably, increasing to 44.7% from last month’s 43.5% – just below the group’s 12-month 44.8% average – while Ask Price increased under $10k to match the group’s annual average. Over the past 12 months, the Ask Price high/low differential has been under $81k, making large value swings for this group unlikely.

Market Summary

Asset quality of the ‘For Sale’ fleet continues to be Excellent, with this month’s figure only slightly below March’s record best. With overall Ask Prices at an alltime low, great values are available within all groups – with the possible exception of a few Small Jet models. Most Sellers that assumed their asset would increase in value are probably not pleased right about now. For those not making that mistake, their aircraft’s Asset Quality Rating will play a major role in its marketability. As for Buyers, it is statistically unlikely they will see asset quality post a substantially better figure than what is presently available, so there is every reason to act – but only after appropriate due diligence. Remember, a low price does not necessarily mean good value, and it could make you the asset’s unintentional final owner. MI www.assetinsightinc.com T

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June 2016 – AVBUYER MAGAZINE

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GAMA June16.qxp_GAMA DEC05 24/05/2016 09:33 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA Q1 2016 Shipment Analysis

Anyone looking for recovery in the business aircraft market will find the Q1 2016 delivery numbers from GAMA a distinct disappointment, notes Mike Potts. GAMA reported new business aircraft shipments totaled 422 units, down 3.7% from the 438 shipped in Q1 2015.... Mike Potts is respected industry-wide as an aviation journalist. He has worked in the communications departments of Beech Aircraft, Sino Swearingen and M7 Aerospace, and has been analyzing GAMA’s delivery reports for AvBuyer since 2003 where he has built an excellent track record for accurate shipment predictions. Contact him via mpotts1@satx.rr.com

his was the lowest Q1 for unit deliveries since 2012 and the fourth worst since the turn of the century. Deliveries in every category of aircraft – jets, turboprops and pistons – were down, and total billings for the first three months of 2016 were listed at $4bn, down 9.5% from $4.4bn a year ago. The reduction in billings indicates trouble in the highend of the jet market, which had previously been relatively immune from the market difficulties of less expensive aircraft in recent years. As listed by aircraft category, jet deliveries totaled 122 units, off 4.7% from 128 a year ago. Turboprops were reported at 109, down 6.8% from 117 in Q1 2015. Piston aircraft were essen-

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

tially flat at 191 units (off two units from 193 last year). GAMA President and CEO Pete Bunce cited “retrenchment in the energy sector as well as global geopolitical and economic insecurity” for the market’s difficulties. Perhaps the soft market should not be too surprising. Both Honeywell and JETNET iQ predicted that the business jet market might not be as strong this year as it was in 2015. Based on these Q1 results, the forecasters may prove to be accurate. Unfortunately, a change in how one jet maker reports its data is causing the GAMA report to be a less reliable indicator of subtle changes in the market than it once was…  Aircraft Index see Page 153

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GAMA June16.qxp_GAMA DEC05 24/05/2016 09:33 Page 2

BIZAV INTELLIGENCE T OEM SHIPMENTS The Jet Market

Jet deliveries are off to their worst start since 2004 when just 114 jets delivered in the first three months. First, however, a little history to help offer perspective: The worst year for jet deliveries in the 21st century was 2003, when just 101 jets would be delivered in Q1, and 518 for the whole year. The second weakest year was 2004, although the market was picking up fairly strongly from 2003, so at the time things will have seemed good. In fact 2004 marked the beginning of the big turnaround. The market would explode over the next five years, peaking at 1,313 jet deliveries in 2008. The over-heated market of 2007-2008 was unsustainable. Accompanied by a worldwide financial crisis that began at the end of 2008, the jet market plummeted and never recovered. For a time there was speculation about when the market might return to levels above 1,000 jets per year. The consensus now is that it won’t happen in this decade and deliveries in the 1,200 range may never recur at all. Today, an 800-unit annual jet market would be considered a significant recovery. The last time we were there was 2009 when deliveries reached 870. Since 2010 jet deliveries have been in the high 600s to low 700s, peaking in 2014 at 722. Based on this year’s start we may do well to reach 700 jet deliveries at the end of 2016. This year’s jet market is actually a little bigger than the 122 units GAMA is reporting. That’s because Dassault is only reporting its delivery total every six months rather than quarterly. The change is related to how Dassault reports its overall financial results, but the impact will affect the GAMA report from this point forward, causing the jet market for Q1 and Q3 to be somewhat understated. To keep the YoY numbers comparable, at least for this past quarter, GAMA has reduced the 2015 jet total in its comparison report removing the Dassault Q1 2015 delivery total (6 units). Would Q1 2016 still be the worst for jet deliveries since 2004 if Dassault had reported? Perhaps - but based on the performance of its closest competitors, not very likely at all. Of the eight jet OEMs reporting deliveries to GAMA, four had improved results and four lagged behind their 2015 performance. Among the four with negative results were both of the major big cabin jet builders, Bombardier and Gulfstream, which had double-digit percentage reductions. If Dassault’s performance was similar, its total might have pushed 2016’s Q1 jet total above 2012’s, making 2016 only the 36

AVBUYER MAGAZINE – June 2016

second worst Q1 for jet deliveries since 2004. Bolstered by the delivery of seven of its new Latitude models, Cessna captured first place in the business jet category – a position it routinely held up until the middle of 2012 but has since ceded to Bombardier when the market for lighter jets softened. Cessna finished Q1 with 34 deliveries, up by a single unit from the 33 it had last year. Bombardier finished in second position with 31 deliveries, down 31.1% percent from the 45 it reported in Q1 2015. Gulfstream was third in jet deliveries with 27 units, down from 32 a year ago. In spite of this percent reduction, Gulfstream is still in its typical first place position for billings with a total $1.39bn. Bombardier was second with $1.28bn. As it did with the unit deliveries, GAMA www.AVBUYER.com

adjusted its billings numbers for comparison purposes to account for Dassault reporting no Q1 2016 billings. Dassault had contributed $212m to the $4.59bn GAMA reported in Q1 2015. Fourth place in jet deliveries went to Embraer with 23 units, up an astonishing 83.3% from a year ago when it shipped 12. Like Cessna, Embraer’s total was boosted by deliveries its new Legacy 500 model. In some respects what didn’t happen in the jet market in Q1 is as interesting as what did occur. Honda’s deliveries were expected to accelerate sharply now that the HondaJet is certified. The company forecast delivery of 36 or more units this year, but in Q1 only three were made, putting Honda in a tie for fifth place in jet deliveries with One Aviation (formerly Eclipse). Aircraft Index see Page 153

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Global Express XRS 2010 S/N 9251 | Hours 1695

Challenger 300 2011 S/N 20331 | Hours 994 | Engine program

FO R I N Q U I R I E S CO N TAC T YO U R D E D I C AT E D SA L E S D I R E C TO R U S W E S T E R N S T E V E R A H N 7 1 4 - 4 0 1 - 2 3 3 7 | U S U P P E R C E N T R A L Z A C WA C H H O L Z 3 1 6 - 6 4 8 -74 1 6 U S E A S T E R N C H U C K T H O M A S 5 6 1 - 2 3 4 - 9 9 6 0 | U S LO W E R C E N T R A L C A R L L O W 2 1 4 - 4 1 5 - 3 1 2 9 L AT I N A M E R I C A N I C A L I A G A 3 1 6 - 2 8 5 - 4 4 5 7 | C A N A D A P E T E R B R O M B Y 5 1 4 - 2 4 2 - 5 5 1 0 E U R O P E , M I D D L E E A S T A N D A S I A C H I KO K U N D I +97 1 (0) 5 6 1 1 6 2 0 0 0 Bombardier, Learjet, Challenger, Global, Global Express XRS and The Evolution of Mobility are trademarks of Bombardier Inc. or its subsidiaries. © 2016 Bombardier Inc. All rights reserved. The aircraft presented here are subject to availability. All images and information are for illustration purposes and are subject to change without notice.

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GAMA June16.qxp_GAMA DEC05 24/05/2016 09:34 Page 3

BIZAV INTELLIGENCE T OEM SHIPMENTS

Honda and One were among the four jet OEMs with increased deliveries for the quarter, with Honda up from zero last year and One up from two units. A strong performance from Honda over the remainder of the year could go a long way to salvaging the jet market for 2016.

The Turboprop Market

In the turboprop market the news is a little better than the GAMA report would initially reveal. Deliveries of twin-engine turboprops are actually ahead of last year by 3.85%. Single-engine turboprops are lagging last year’s market, but much of the shortfall is in the agricultural aircraft and is thus unrelated to Business Aviation shipments. Among the traditional business aircraft manufacturers, single engine deliveries totaled 45 aircraft, three units off the Q1 2015 total. Of the eight traditional turboprop manufacturers, two had improved results, three matched their 2015 total in 2016 and three reported fewer deliveries this year than last. Textron Aviation’s Beechcraft division led the business turboprop market with 26 units, up one from the 25 it reported last year. Pilatus took second place with 19 38

AVBUYER MAGAZINE – June 2016

deliveries, up more than 171% from the seven it shipped in Q1 last year. Third place in the business turboprop market was Cessna, with 12 deliveries down one from Q1 2015’s 13 shipments. Quest and DAHER were tied for fourth place with five units each. For DAHER that represented a shortfall of six units from the 11 it delivered in Q1 2015. Quest matched its Q1 2015 total. Accounting for the balance of the business turboprop deliveries were Piper (2, down from 11 a year ago), Pacific Aerospace (1) and Piaggio with one (matching its Q1 2015 performance).

Piston Summary

In the piston category this year’s total of 191 units almost matched last year’s 193 unit benchmark. GAMA cited stability in the piston market as something of a highlight. It turns out that piston market stability is a product of a sharp upturn in piston twin deliveries (better than 41%) balancing a shallow downturn (about 5%) in single-engine piston sales. Among the piston OEMs, five had improved single-engine deliveries, seven were down from and year ago and one was even. Leading the single-engine piswww.AVBUYER.com

ton market by a wide margin was Cirrus (57 units, up from 43). That’s a gain of 32.6% over Q1 2015. Coming in a distant second was Cessna, with 27 deliveries, down from the 44 it reported in Q1 2015. Piston twin deliveries totaled 24 units, with Diamond leading the pack at 10. Diamond’s total was boosted by the introduction of its new DA-62 model. Also delivering piston twins were Tecnam with eight, Textron Aviation’s Beechcraft unit with five and Piper with one. GAMA has long asserted that the introduction of new models stimulates the market. The Q1 2016 report contains significant evidence to support that claim, with new models in all three categories seeming to drive their builders to improved sales. It’s just unfortunate that so many new aircraft seem to be arriving on the scene when the market seems to be lagging. It will be interesting to see if the market will pick up as the year unfolds or if we are in for another disappointing year in new business aircraft shipments. View GAMA’s Q1 2016 Shipment Report in full on page 42



Aircraft Index see Page 153

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BIZAV INTELLIGENCE T OEM SHIPMENTS

2016 First Quarter Shipment Report

MAKE & MODEL

AIRBUS CORPORATE JETS

MAKE & MODEL

YTD

DASSAULT FALCON JET

YTD 0

5, 8

ACJ318

2000S/ 2000LXS / 900LX / 7X

ACJ319

TOTAL UNITS

ACJ320

TOTAL BILLINGS

ACJ321

DIAMOND AIRCRAFT

ACJ330

HK-36

TOTAL UNITS

DA20-C1

TOTAL BILLINGS7

DA40 (ALL)

DA42 (ALL)

AMERICAN CHAMPION AIRCRAFT

5,6

7EC CHAMP

DA62

7ECA CITABRIA AURORA

TOTAL UNITS

7GCAA CITABRIA ADVENTURER

TOTAL BILLINGS

$16,060,600

7GCBC CITABRIA EXPLORER

DISCOVERY AVIATION

8GCBC SCOUT

XL2

8KCAB SUPER DECATHLON

TOTAL UNITS

8KCAB XTREME DECATHLON

TOTAL BILLINGS

TOTAL UNITS

EMBRAER

$1,115,500

PHENOM 100E

PHENOM 300

TOTAL BILLINGS BOEING BUSINESS JETS

BBJ

LEGACY 450

BBJ 2

LEGACY 500

BBJ 3

LEGACY 600 / 650

B777-300ER

LINEAGE 1000 / E190 HEAD OF STATE

SHUTTLES (ERJs AND E-JETS)

TOTAL UNITS

$375,881,600

$375,881,600 7

B787-8

B787-9

TOTAL UNITS

TOTAL BILLINGS

$60,000,000

EXTRA AVIATION EA300

LEARJET 70 / 75

TOTAL UNITS

LEARJET 60XR

TOTAL BILLINGS

$2,415,000

CHALLENGER 350

GULFSTREAM AEROSPACE CORP.

GULFSTREAM 150 / 280

TOTAL BILLINGS

BOMBARDIER

CHALLENGER 605

GLOBAL 5000 / 6000

GULFSTREAM 450 / 550 / 650 / 650ER

CL850 / 870 / 890

TOTAL UNITS

TOTAL BILLINGS

$1,385,800,000

TOTAL BILLINGS

$1,276,000,000

HONDA AIRCRAFT COMPANY

CIRRUS SR20

CIRRUS SR22

TOTAL BILLINGS

CIRRUS AIRCRAFT

HA-420 HONDA JET

TOTAL UNITS

$13,500,000

$13,500,000 2

CIRRUS SR22T

MAHINDRA AEROSPACE

TOTAL UNITS

AIRVAN 8

TOTAL BILLINGS

$42,149,050

TOTAL UNITS

TOTAL BILLINGS

$1,453,920

$1,453,920 1

DAHER

MAULE AIR, INC.

TBM 900

TBM 930

MX-7-180C

TOTAL UNITS

TOTAL BILLINGS

$19,450,000

TOTAL BILLINGS

$207,810

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

www.AVBUYER.com

Aircraft Index see Page 153

GAMA June16.qxp_GAMA DEC05 24/05/2016 13:00 Page 5

MAKE & MODEL

YTD

MOONEY INTERNATIONAL CORP.

MAKE & MODEL

YTD

KING AIR 350I / ER

M20R OVATION

TOTAL UNITS

M20TN ACCLAIM

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

$181,481,188

4, 5

TOTAL UNITS

TEXTRON AVIATION

TOTAL BILLINGS

$1,467,000

CE-172S SKYHAWK SP

CE-182T SKYLANE

ONE AVIATION CORP.

(CESSNA AIRCRAFT COMPANY)

ECLIPSE 550

CE-T206H TURBO STATIONAIR

TOTAL UNITS

CE-240 TTX

TOTAL BILLINGS

$9,251,000

CE-208 CARAVAN 675

CE-208B GRAND CARAVAN EX

PACIFIC AEROSPACE LTD. PAC 750XL

CE-510 CITATION MUSTANG

TOTAL UNITS

CE-525 CITATION M2

TOTAL BILLINGS

$1,800,000

CE-525B CITATION CJ3+

CE-525C CITATION CJ4

PIAGGIO AEROSPACE P.180 AVANTI EVO

CE-560 CITATION XLS+

TOTAL UNITS

CE-680 CITATION SOVEREIGN+

TOTAL BILLINGS

$7,395,000

CE-680A CITATION LATITUDE

CE-750 CITATION X+

PILATUS PC-6

TOTAL UNITS

PC-12

TOTAL BILLINGS (CESSNA - TOTAL)

$439,805,100

TOTAL UNITS

TOTAL BILLINGS (COMBINED)

$621,286,288

TOTAL BILLINGS

$83,745,000

WACO AIRCRAFT COMPANY 2T-1A-2

PA-28-161 WARRIOR III

YMF-5D

PA-28-181 ARCHER III

TOTAL UNITS

PA-28R-201 ARROW

TOTAL BILLINGS

$757,000

PA-34-220T SENECA V

PA-44-180 SEMINOLE

GRAND TOTAL CIVIL AIRCRAFT SHIPMENTS6 422

422

PA-46-350P MIRAGE M350

GRAND TOTAL AIRCRAFT BILLINGS

$3,975,232,559

PA-46R-350T MATRIX

PA-46-500TP MERIDIAN M500

TOTAL UNITS

TOTAL BILLINGS

$14,311,429

KODIAK 100

TOTAL UNITS

TOTAL BILLINGS

$10,075,000

PIPER AIRCRAFT, INC

QUEST AIRCRAFT COMPANY

TECNAM AIRCRAFT

$3,975,232,559

Airplane shipments 1, 2, 6 Manufactured Worldwide Q1

YTD

SINGLE-ENGINE PISTON

167

MULTI-ENGINE PISTON

TOTAL PISTON

191

191 82

ASTM - LSA

SINGLE-ENGINE TURBOPROPS

P2002JF

MULTI-ENGINE TURBOPROPS

P92JS

TOTAL TURBOPROP AIRPLANES

109

P2002JR

BUSINESS JETS

122

P2008JC

TOTAL TURBINE

231

P2006T

GRAND TOTAL

422

GRAND TOTAL AIRPLANE BILLINGS

$3,975,232,559

P2010P TWENTY TEN

TOTAL UNITS

TOTAL BILLINGS

$9,866,016

TEXTRON AVIATION 4, 5 (BEECHCRAFT CORPORATION) BONANZA G36

BARON G58

KING AIR C90GTX

KING AIR 250

Advertising Enquiries see Page 4

NOTES: 1. A shipment occurs when an aircraft is shipped from its production facility to a customer located anywhere in the world. 2. Shipments may include deliveries to a fractional operator owned by the company or to an aircraft dealer. 3. Aircraft are considered manufactured in the U.S. when produced under an FAA production approval and in Europe when under an EASA production approval. 4. Military aircraft shipments are not included in shipment table totals. 5. Company billings are not reported. Where available, GAMA estimates total billings using public information including B&CA Purchase Planning Handbook 2016. 6. Diamond Aircraft HK36 Motor Glider models are included in civil makemodel shipment total, but not summary tables. GAMA will further integrate CS-VLA and S-LSA aircraft into future shipment reports. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. Dassault reports combined civil airplane deliveries twice a year in accordance with company financial reporting procedures. T

www.AVBUYER.com

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

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BIZAV INTELLIGENCE T JETNET >>KNOW MORE

Q1 2016 Business Aircraft Market Update Are There New Trends or Just More of the Same?

In this month’s JETNET >>KNOW MORE analysis Mike Chase and Marj Rose assess Q1 2016 new and used Business Aviation market trends…

ach quarter, many of us analyze the Business Aviation market activity seeking new trends or, even better, some indication that we are on a path back to the golden years of eight years ago. Fuel prices remain low and corporate profits remain strong, but GDP growth has been disappointing and new business jet sales remain sluggish. Pre-owned aircraft inventories declined last year, fueling our optimism that business jet sales for the second half of 2015 would increase - but it was not to be. As we continue to take the pulse of the Business Aviation market, this month we’ll provide an update by quarter to see if we can spot a new trend, or whether we must settle for more of the same...

New Business Aviation Shipments Q1 2001-2016

“The entire industry is feeling the impact of retrenchment in the energy sector as well as geopolitical and economic security”, President and CEO Pete Bunce stated in GAMA’s recent Q1 2016 report. Table A (left) shows the shipments from 2001 to 2016 for business jets, turboprops and piston aircraft. Highlighted in yellow are Q1’s highest level of shipments for each segment. Furthermore, Table A shows the 16-year average across all three General Aviation sectors. It’s particularly interesting to note that the 2016 Q1 result is below the same period for 2015 in all sectors, but that it also matched the same shipment numbers for business jets as reported in 2012. These two years are the lowest business jet shipment numbers in the post-recession period. Note, however, that Dassault Falcon now only reports its shipment data twice a year (in Q2 and Q4), so the actual Q1 2016 number of jets shipped is likely to be slightly higher. For measure, Dassault reported six business jet 48

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

Aircraft Index see Page 153

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shipments in Q1 2015. New business jet deliveries decreased by six units (- 4.7%) compared to the 128 reported in Q1 2015.

Pre-owned Business Jets ‘For Sale’

Focusing now on the used jet market, Table B (right) shows the March-ending changes from 2005 to 2016 in the business jet in-operation fleet; number ‘For Sale’; percentage ‘For Sale’; and the Year-over-Year (Yr/Yr) balance point change (i.e. 11.7% less 11.3% equals +0.4 point increase). March 2016 is the first March-ending period that the percentage ‘For Sale’ and Yr/Yr balance points have increased since March 2009 (highlighted in yellow). In 2009, as the recession struck, there was an explosion of 1,095 more business jets listed ‘For Sale’ as compared to one year prior. What then followed was a six-year trend towards recovery as the market slowly shed inventory and moved closer to being a healthy “Seller’s market”... that is, until this year, when the percentage went positive again with 155 more business jets listed ‘For Sale’ than in March 2015. While this increase is a far cry from the pronounced spike of 2009, March 2016 must be regarded as a disappointing step backwards for the business jet market.

Pre-Owned Full Retail Sale Transactions

In total, there were 23 (4.4%) more business jet transactions in Q1 2016 compared with Q1 2015. The comparisons in Table C (right) illustrate where the changes occurred by aircraft weight group. Two of the weight classes (Heavy >35,000 lbs. and Medium 20,001-35,000 lbs.) showed more transactions, and the other two (Light 10,001-20,000 lbs. and VLJ <10,000 lbs. or less) showed fewer transactions in the comparative periods.

Summary

By the looks of the Q1 data reviewed, more aircraft are indicated as ‘For Sale’ while fewer new aircraft are being delivered. One could conclude that the industry is losing some of the positive ground made over the last few years. Is this a new negative trend or just a brief fluctuation in the market? From an optimistic perspective, the total business jet transactions (new and pre-owned) did see a Q1 over Q1 increase, and the 11.7% ‘For Sale’ inventory is only 0.2% higher than in March 2008. In the volatile market of the last few years, that is relatively good news.

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

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

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BUSINESS AVIATION INTELLIGENCE

June 2016 – AVBUYER MAGAZINE

BizAv Market Insight June.qxp_JMesingerNov06 24/05/2016 10:00 Page 1

BIZAV INTELLIGENCE T MARKET INSIGHTS

Business Aviation Market Insights HUNTER WEISS

Hunter Weiss, President & Partner, Welsch Aviation

To gain from their vast industry experiences, AvBuyer interviewed Hunter Weiss, President & Partner of Welsch Aviation, Inc. for his thoughts about the current state of Business Aviation...

ccording to a Chinese proverb, “If you would know the road ahead, ask someone who has traveled it”. In the profession of brokering business aircraft, few practitioners have traveled more miles than the associates at Welsch Aviation. Founded over 67 years ago by James C. Welsch, Sr., a sales professional for venerable companies such as Aeronca and Stinson from the late 1920s and for Cessna immediately following World War II. Welsch Aviation began its current brokerage business with a single office at LaGuardia Airport’s Marine Air Terminal in 1949. Before there were business jets—fully a decade before the Gulfstream G-I turboprop entered the corporate scene—Jim Welsch was brokering converted military and airline aircraft, such as Douglas C-47s, Consolidated Convairs and Lockheed Constellations to corporate America. US Steel purchased its first company aircraft, a modified Lockheed Lodestar, utilizing the services of Welsch Aviation in the early 1950s. As a candidate for the US Presidency in 1960, John F. Kennedy was provided access to a Convair 240 that Jim Welsch brokered to his father, Joseph P. Kennedy. Named after JFK’s daughter, the “Caroline” was the first aircraft to be used by a presidential candidate and continued to serve the Kennedy family until 1967. As Welsch Aviation grew—its operation currently includes offices in Washington, DC, New York, Georgia and Texas— management transitioned to James Welsch, Jr. In 1987 K. Hunter Weiss joined the firm as an Associate, in 1996 became a Partner, and assumed the title of President in 2014. Hunter, based out of the headquarters office in Washington, DC, is also a member of a venerable line of Business Aviation professionals. His father joined Welsch Aviation in the early 1980s following a number of years as a US Air Force fighter pilot and extensive experience with corporate aircraft manufacturers. Continuing his family’s commitment to aviation, Hunter devoted his career to the concept that business aircraft are essential tools for business development. Supporting Welsch Aviation clients, he practices an in-depth and straightforward approach to professional representation. Others at Welsch are passionate practitioners of aviation. Robert Hart, Senior Director of Sales in Welsch Aviation’s Georgia office has enjoyed success in the sales arena for almost 40 years. Moreover, Senior Director of Sales Edward Vesely manages Welsch Aviation’s Texas Office as his day job, yet finds time to fly the only operative Curtiss SB2C-5 Helldiver in airshows for the Commemorative Air Force. The least tenured of Welsch’s brokers has 23 years of service with the firm.

Brokerage Only

Since its inception, Welsch Aviation has engaged solely in brokering a client’s aircraft. The firm neither buys nor holds 50

AVBUYER MAGAZINE – June 2016

inventory, focusing instead on securing exclusive contracts to be the client’s representative. No funds are exchanged until a transaction occurs; Welsch Aviation assumes the risk that its efforts on behalf of its client will result in a successful sale. All aspects of the process are managed by Welsch’s team of experts. Among its four offices, Welsch handles between one and two dozen engagements simultaneously. The typical period for a sale to be consummated is about 180 days. Most of Welsch’s relationships are repeat business, and new clients typically are referred from its existing customer base. The firm is proud of its tradition for reliability, integrity and hands-on dealing with its clients.

Market Prospects?

Hunter Weiss is confident that Business Aviation will remain a vital aspect of a corporation’s transportation solution. “There is always going to be a need for business aircraft,” he told AvBuyer, recently. “The Scheduled Airlines do not serve many city pairs— in fact only one-fifth of the airports that entrepreneurs typically need to reach. “After 67 years supporting the Business Aviation community, our firm has seen many cycles. The current cycle appears to be an overcorrection. We feel that the loss of residual value currently being experienced will shrink. The need for a business aircraft is real and growing. Just consider the difficulty of servicing and growing a corporation’s market without the advantages that business aircraft offer. There are many companies that would not have been successful without the use of Business Aviation. “Admittedly,” continued Hunter, “the brokerage business has become more complicated as we conduct searches and evaluations of every type of aircraft throughout the globe to find the exact make, model, avionics suite and accouterments for our clients. We deal with many experts, from accountants to tax specialists to aviation lawyers with experience in domestic and international transactions. Pre-purchase inspections that once required a day or two now consume several weeks. Business Aviation has matured, and our capabilities have grown to meet the challenges. “In particular, Welsch faces the challenge of differentiating our firm from the dealer community. Being a broker is not the same as being a firm that sells either its own inventory and/or a client’s aircraft,” observed Hunter. “Being a pure broker is in fact the antithesis of the dealer-broker. We feel there is a conflict of interest when a dealer represents inventoried and represented aircraft, even if the firm has the best of intentions. “We take our tag line—‘A higher plane since 1949’—very seriously,” he concluded. T More information from www.welschaviation.com

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Aircraft Index see Page 153

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BOARDROOM T CASE STUDY

China’s Exciting BizAv Market While it’s had its challenges lately, the Chinese Business Aviation market grows increasingly sophisticated. But what is it like to operate there today? With over a decade of experience operating in Asia-Pacific, Global Jet’s David Mezenen speaks to Rani Singh... o understand the business jet market in China, one needs to “look at the fundamentals and also think long-term”, notes David Mezenen, Business Development Director, Asia-Pacific for Global Jet. “Currently, China represents a mere 2% market share for the total number of business jets worldwide, yet it has 20% of the world’s human population. Thus the potential market for business jets is still very much underdeveloped, compared to the US and Europe. “No doubt the fundamentals point to a slowdown in this so called ‘economic miracle’ but

AVBUYER MAGAZINE – June 2016

unlike many developed economies around the world, China is forecast to grow. A sure sign that the Business Aviation market is beginning to mature a little is the evidence of a used aircraft market beginning to emerge within the country.” It hasn’t always been this way, however. Initially, as the market was opening up around the start of the decade, the Chinese - just like any other emerging nation – tended towards the fastest, the biggest and the best of everything, and a private jet is indeed an impressive piece of kit! “Gradually we have seen that buyers have become more prudent and are developing an

www.AVBUYER.com

Aircraft Index see Page 153

BG 1 June16.qxp_Layout 1 25/05/2016 10:52 Page 2

DAVID MEZENEN

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.

“These are the jets that enable the Chinese business traveller to fly in comfort, without a fuel stop.” understanding that flying privately is good for business, if managed properly,” Mezenen elaborates. “The demand is for long-range, widebody aircraft for the time being, but we expect that will change as infrastructure develops and operating restrictions are relaxed. “With clients becoming more experienced users, we can see a slow increase in demand for smaller, more costs-effective options. That said, we do believe that top-of-the-range models with large cabins will remain very popular, due to the size of the country and the increasing call for business abroad. These are the jets that enable the Chinese Advertising Enquiries see Page 4

business traveller to fly in comfort, without a fuel stop.”

How is BizAv Used in China?

According to Mezenen, business utilization in China is very different from the European perception. “It is tremendously important to respect the values of the people; where China is coming from and where it is today,” he explains. “The way business is conducted is different from any other country in the world. The country is vast with a sizable population - nothing can be compared, and the best way forward is to www.AVBUYER.com



June 2016 – AVBUYER MAGAZINE

BG 1 June16.qxp_Layout 1 24/05/2016 14:27 Page 3

BOARDROOM T CASE STUDY

understand and respect there is a certain way of doing business here. “As a rapidly developing market, there is a sense of excitement and novelty in being able to travel freely without the limitations of a schedule or airport accessibility.” A newly-purchased aircraft will probably fly more often compared to a counterpart purchased and operated in the West, he adds. Nevertheless, there is still some way to go in getting across that there are some operational limitations, and that flexibility can only come if you can work within those guidelines. “Since expectations can be high it will take time for aircraft owners to completely understand the practical logistics such as crew duty limitations for safety, airport regulations, slots and parking restrictions,” he continues. “Globally clients don’t like to hear the words ‘no, we can’t do that’, and the same can be said of Chinese clients. But the difference is in understanding that ‘no’ is not because of the operator’s failure to perform, but mainly due to the ‘limitations’ of the infrastructure within the region. “Permit and slot requirements are the biggest focus point for us. The challenge is to explain the issue to the clients who mostly have never heard of these issues before. So we take our role to educate ourselves and the client very seriously.”

Anti-Graft Campaign Effect

There’s been plenty of discussion about the crackdown on corruption in China, and it can easily be assumed that one of the first items to be felled would be corporate jets. Yet the Anti-Graft Campaign hasn’t impacted Global Jet according to Mezenen. “As a licensed carrier the new legislation has had little impact on our day-to-day operations. Today we can see that there are fewer ‘grey’ 58

AVBUYER MAGAZINE – June 2016

market opportunities to charter, and this strengthens the business case for companies such as ourselves. “One of the difficulties of operating in China is that it’s easy to ‘talk the talk’ but much more complicated to ‘walk the walk’,” Mezenen observes. “To succeed, you need a genuine local presence, which includes focusing on hiring the best local talent, understanding how the market works and most importantly how business is conducted and especially how decisions are made. “Transparency is the way forward, and the market is evolving strongly. China is not the only country where governments have enforced laws to counter corruption, and we as a company welcome these moves since they build a solid foundation for the Business Aviation sector to grow as a net contributor to the local economy, creating new jobs and skills for local people.” Thus Mezenen highlights that the time is deemed right for Global Jet to grow its footprint in the Chinese market. “Our operation is supported from strategically located offices in Beijing and Hong Kong. “We’ve spent 10 years operating in the region and over the past four years we have gradually increased our presence. Together with our joint venture partner Jinggong Group, we have just taken delivery of our first Chinese registered aircraft, a Falcon 2000EX EASy (pictured above) as part of the Jinggong Global Jet fleet to fly our charter clients everywhere in the region.” The Falcon 2000EX EASy is ideally suited for operating within Greater China and beyond with a range capability reducing the need for refueling stops and a proven record of reliability. T

“Yet the Anti-Graft Campaign hasn’t impacted Global Jet according to Mezenen.”

More information from www.globaljetconcept.com or www.jinggongglobaljet.com www.AVBUYER.com

Aircraft Index see Page 153

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Time Value of Money

A Common Tool for Making Financial Decisions The Chief Pilot and CFO need to speak the same language when discussing aircraft transactions, suggests David Wyndham. Here are a few practical steps to doing so… here are two reasons to replace a business aircraft. Either the aircraft is no longer capable of performing the critical missions assigned to it, or the economics of owning and operating the aircraft are no longer suitable. The Aviation Department Manager is very adept at identifying and discussing Reason One. With respect to Reason Two, aviators certainly are capable of identifying major cost issues. For example, they know or can determine the market value of the company’s aircraft compared with a new model. They know that the current aircraft has a higher fuel burn, higher maintenance costs and will need an engine overhaul within a certain number of hours from the present. And they certainly have opinions regarding alternative aircraft that are new, have warranties, free training for two pilots and a mechanic, and greatly reduced operating costs compared with an aging model. Where Aviation Managers tend to need additional

T David Wyndham is co-owner & president of Conklin & de Decker where his expertise in cost and performance analyses, fleet planning and life cycle costing are invaluable. He’s formerly an instructor pilot with the US Air Force. Contact him via david@conklindd.com

AVBUYER MAGAZINE – June 2016

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education is in how the corporation uses accounting concepts in making the aircraft acquisition decision. The company CFO and his staff would be making the calculations, but it would be helpful if the Aviation Manager had sufficient familiarity with the concepts used by the CFO to understand the issue and communicate knowledgeably with the company’s financial team. Working together, the Aviation Manager and CFO’s financial team will make certain that corporate funds are spent wisely with respect to the business aircraft.

Tools of the Trade

There are two financial concepts the Aviation Department Manager needs to understand: Life Cycle Costing and Time Value of Money. Life Cycle Costing takes into account all the costs associated with owning and operating the aircraft during the period in which the company owns the equipment. Aircraft Index see Page 153

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“Life Cycle Costing looks at total costs over time, but which aircraft has a better financial value?”

The acquisition cost for a turbine aircraft tends to be significant, but over time the operating costs can exceed the acquisition cost. Lastly, the Life Cycle Cost model also recognizes the market value of the aircraft as it ages. Comparing the Life Cycle Costs of two different aircraft, maybe one costs less to acquire but costs a lot more to operate. Conversely, maybe one aircraft has a high acquisition cost but low operating expenses. Life Cycle Costing looks at total costs over time, but which aircraft has a better financial value? The answer depends upon when costs are incurred as the aircraft ages. To answer the “when costs are incurred” question, the CFO uses an additional tool, known as Net Present Value (NPV) analysis, that compares the amount and timing of cash flows to arrive at the value of each option. Net Present Value takes into account the initial investment as well as the size and timing of all expenses and revenues during the period of operation. Included in those costs is interest the company pays if money is borrowed to cover aircraft expenses. If the company uses its internal funds to cover aircraft cost, the CFO considers the income that might have been earned if company money had been invested in other activities. Typically, spending company funds is considered an “opportunity cost” (i.e., the earning that might have been generated if the company’s money were spent for another use). Companies typically have an “internal rate of return”, which is the percentage the firm expects to earn when investing its internal funds for equipment or expenses. NPV analysis looks at the amount and timing of all costs from the viewpoint of the present time, calculating what amount of present money would be equivalent to the funds spent as the aircraft ages.

NPV Explained

With little training, the Aviation Department Manager can use the NPV concept to compare different aircraft options. In explaining the NPV concept to non-financial individuals, I use a pretty simple example. Let's say you owe me $1,000. If you paid me today, you need to hand over $1,000. But, if you can wait a year to pay me and can invest the money to pay the debt at (for example) 6%, you can take $926 today and have the money grow to $1,000 in one year. Then you can clear your debt for $73 less than you owed. Even better, if you can wait two years to pay me, then you need only $857 today invested at 6% interest. So the value of $1,000 two years from now at a 6% return on investment is $857. (Accountants say the NPV of a $1,000 expense paid two years in the future when money can earn 6% interest is $857!) You don’t need an accounting degree to know it makes good sense to have income sooner and pay bills later. If you do this analysis on an investment with expenses and revenues occurring at various times along the period when the aircraft is operated, and sum everything, you end up with a Net Present Value analysis. Companies do NPV calculations all the time, and the analysis helps decide between two or more possible options. The NPV concept enables our clients to evaluate the complex costs of owning and operating high value assets like aircraft, and provides a tool for making financial judgments in a language everyone understands. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/ category/business-aviation-ownership

Residual Value’s Impact on NPV Calculations Since about 2008, market depreciation of used business aircraft have been in the range of 6-10% per year on average. This percentage change in residual value creates a significant difference when comparing new versus used aircraft. For example, a popular business jet that currently sells for $27m is available as a 10-year old model for about $9m. The 10-year old aircraft has maintenance costs about $500 per hour higher than the new model. But,

AVBUYER MAGAZINE – June 2016

the $18m price difference buys a lot of maintenance! What is not shown is the time the older aircraft spends in the shop to have the added maintenance accomplished, and the opportunities that are lost by being unable to fly. Correspondingly, what are the costs of chartering lift when the company aircraft is not available? Companies have business aircraft to capitalize on marketing opportunities and to manage their activities in a timely fashion—in other words to have a high degree of

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certainty when fulfilling travel needs. Unscheduled maintenance is a wildcard in that scenario. While a NPV analysis can’t fix the uncertainty of aircraft availability, it can provide a common language for communications between CFO and Aviation Department Manager. If a company operates a lot of hours, new or nearly new models may seem very attractive. But high value decisions such as acquiring business aircraft require careful analysis.

Aircraft Index see Page 153

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BOARDROOM T INSURANCE

Don’t Get Caught Napping

The BizJet Insurance Policy Time Bomb... When insuring your business aircraft, being too casual can result in painful surprises, cautions Stuart Hope. Following are some examples… any uninformed aircraft owners view their aircraft insurance no differently than their auto, homeowners’ or commercial business policies. They consider coverage a necessary evil of doing business and put little energy into working with their aviation insurance broker to fine-tune the details. That’s a huge mistake—one that hopefully will not come back to bite them. Unfortunately, the only available test to discover if your policy was constructed properly is to actually have a loss. That’s when the counter on the time bomb may hit zero and the aftermath can be disastrous to you or your company.

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

AVBUYER MAGAZINE – June 2016

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A Case in Point

Consider the accident of a Falcon 900 in 2007. The aircraft had two pilots and 13 passengers on board. On departure the crew had to perform a high speed aborted take-off due to an erroneous gross weight calculation and improper trim setting. The aircraft exited the end of the runway and impacted a berm, collapsing the nose gear and eventually stopping about 100 yards beyond the runway end. Fortunately, there were no fatalities, but aircraft damage was approximately $9m. Had this been at a congested urban airport with no runway overrun, this accident could have turned out much differently. The owner reported the claim to his insurance  Aircraft Index see Page 153

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carrier, and then the time-bomb exploded! The insurance coverage was denied because the copilot had not attended the required initial or recurrent training for the aircraft. To make our example even more compelling, imagine the worst-case scenario. What if the aircraft were destroyed and all passengers perished? A $9m uninsured loss would sink many companies, but envision this same company now facing lawsuits for all the fatalities – with no insurance coverage. Had the aviation insurance broker negotiated the policy wording to the insured’s favor it is possible that the claim could not have been denied. Details are paramount in insurance. Coverage being granted or denied has literally come down to the difference in a single word between one insurance company’s contract vs another’s.

liability limits, if the hull insured value is appropriate, and whether your pilots are approved and have the required training. Review the contracts related to your aviation operation. Be sure to examine the construction of the named insured clause. These elements are just a few of the many critical areas that need to be considered. Because Business Aviation has such a stellar safety record, even if you have a policy that is a time-bomb, the odds are in your favor it will not go off – unless you are one of the unlucky ones that has your number called with an unexpected aircraft accident. In that case, steps taken now may salvage your financial future. You can take action, or be complacent at your own peril. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

Policy Forms Non-Standard

A little-understood fact about aviation insurance policies is that they are all written on non-standard policy forms. To the layman, this means every insurance company writing aviation coverage has a different policy form. Some contracts are much broader than others. For the coverage to be written properly, the aviation insurance broker has to have detailed knowledge of the insured’s operations and be intimately familiar with each aviation insurance company’s details, such as policy wording and coverage offerings, in order to craft a policy as bullet-proof as possible. There are many changes the insurer will make to broaden coverage under their contract, but you have to know to ask for them. I have audited numerous aviation insurance policies over the years, and it simply astounds me how many are poorly or improperly constructed. Too many are truly time-bombs that may never be discovered—except when they are needed to protect the insured. So what steps can aircraft owners take to tilt the odds in their favor? First, since all aviation insurance brokers are paid exactly the same commission, you should hire the best. The cost is the same. Your mission should be to seek the most experienced aviation insurance broker you can find to represent you or your company in the insurance marketplace. Second, if your current broker isn’t asking a lot of questions each year at renewal, you probably want to consider moving to one that does. Many clients seem to get irritated with the brokers in my firm because they think we ask too many questions—until we remind them that’s what they are paying us to do. If we don’t probe to find the uninsured exposures our client might have, what are we getting paid to do? When it’s renewal time, don’t give short shrift to the process. Take the time to think deeply about your exposures, whether you have adequate 66

AVBUYER MAGAZINE – June 2016

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Aircraft Index see Page 153

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Avionics June16.qxp_Finance 24/05/2016 10:17 Page 1

FLIGHT DEPARTMENT T AVIONICS

2016 NextGen Update (Part 1)

The Next Aircraft Connect Helping you understand the technology, integration and advances of aircraft

avionics and equipage, Ken Elliott provides an update on NextGen in a two-part series, starting with a summary of ADS-B, FANS and more.

lot has happened since we last reviewed NextGen in 2015. For example, there exists the steady realization that ADS-B Out, as a requirement, is not going away. To be fair, the FAA has done a pretty decent job of communicating the need for ADS-B Out and implementing the system. There used to be more questions than answers. They ranged between ‘do I need to equip’, ‘when to equip’ and ‘what to equip’. Now that the questions are less, issues are moving over to the operations arena. A big concern today is why the FAA is rejecting the performance of around 20% of ADS-B installations.

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

AVBUYER MAGAZINE – June 2016

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The FAA operates a ‘Compliance Monitoring’ program, and included in its compliance finding is the feared word ‘enforcement’. This situation is causing a ripple around the industry (especially within the GA community) where letters have been received and the FAA has been asked to revisit the way this monitoring program is meant to work. To their credit, the FAA has implemented ‘enforcement’ as an opportunity to train and advise operators, and not punish. This is hardly surprising as the mandate is still over three years away. Unfortunately, as word and rumors permeate the wider aviation community, an obvious outcome of perceived ‘enforcement’ actions has been the reluctance of non-equipped operators to jump Aircraft Index see Page 153

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FLIGHT DEPARTMENT T AVIONICS

onboard as early or (more appropriately) on-time adopters. The ADS-B Out train arrives in the station January 1, 2020. Of course the FAA did not foresee this unwanted ‘delay driver’ and is now figuring out an appropriate response.

What is FAA’s Compliance Monitor?

Using existing radar as an ADS-B comparison tool, the Compliance Monitor (CM) identifies those ADSB Out equipped aircraft performing below requirements. FAR 91.225 and 227 guide these requirements by checking for various message elements and the integrity and accuracy of aircraft positioning. Some of the more common ADS-B Out performance problems include: • • • • • • •

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Missing Barometric Pressure Altitude; Air/Ground Determination Issues; Flight ID Issues (including Missing Flight ID three-letter identifier); Duplicate & Wrong ICAOs; Invalid Mode 3/A Code (Mitigation in place); Incorrect Emitter Category; Aircraft with Position Errors.

As of April 2016, for GA aircraft - including business jets - there were 9,860 systems installed and operating to the ADS-B out requirements, but there were also an additional 1,905 installed systems that were apparently not operating to the requirements. (We suggest you see these counts more as a relationship, as the actual numbers only include those aircraft that have been monitored, using an updated monitoring recently deployed, and in some cases include failures that occurred during compliance test flights.) The updated version of the CM can now identify types of aircraft, identify the equipment vendors and even reveal the installers, allowing the FAA to back-off on pressuring the operators when problems originate with the equipment design or install configuration. Sadly, even when including known systems, the install rate for all 160,000 GA aircraft (18,700 of which are business jets) to be equipped by the close of 2019 falls far short of targets. Instead of around 55,000 aircraft expected to be completed by now in order to be on target, the actual count of installed systems is no greater than 20,000. For air carriers the picture of completion is far worse, but the submitted airline plans for completion, within the compliance time frame, are more encouraging to FAA. There are large numbers of Experimental and Light Sport Aircraft yet to equip; and worse, more of the aircraft completed do not meet operating requirements than do meet them! Aircraft Index see Page 153

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To summarize ADS-B Out, the key focus is not just to be equipped, but to ensure you are operating correctly before 2020. The compliance includes proper functionality. The FAA has an excellent tool for checking the operating status of your ADS-B Out - visit www.faa.gov/nextgen/equipadsb/installation/ and select ‘e-mail us’ under ‘ADS-B Out Equipped’. This, we believe, will soon be a direct interactive tool for the user. In fact the FAA’s ADS-B website is populated with a vast array of useful data, mapped out in Table B (middle, left).

ADS-B Installations

Since late 2015 there have been some interesting business jet ADS-B Out solutions. Fortunately, they include what are known as AML STCs. An AML STC is a version of Supplemental Type Certificate that approves the installation of a specific product into a range of aircraft types. Normally STCs apply to one model of aircraft, or a group, based on the original Type Certificate (TC). The Approved Model List (AML) provides a mechanism for the applicant to add different types of aircraft, made by different manufacturers, to the same FAA approved STC. In the case of ADS-B Out installations, they are usually an upgrade of some type, involving similar equipage options, wiring and structural rework. The aircraft listed in the AML will also be similar in the way their ADS-B systems operate for pilots. When seeking ADS-B solutions for your aircraft, look for versions of FANS as the DataCom solution. Some of the business jet solutions for ADS-B include FANS for North Atlantic Tracks and viceversa. Those combined solutions may also be part of cockpit display upgrades or factory block upgrades, where downtime and costs may be reduced.

What of FANS?

There are 4 regions of interest regarding FANS, including US DataCom; North Atlantic Tracks; Europe CPDLC; and FANS beyond the North Atlantic. Depending upon who you talk to, or what you read, the information regarding FANS varies from ‘you need it’ to ‘you don’t need it yet’. The reality is that it depends! All the terms alone are enough to confuse even the subject matter expert, while delays and changes of direction create lethargy within the aviation community. FANS has never been mandated carte blanche, such as with ADS-B Out. FANS is required in some of the places where you need to fly and will be required more so, as the months pass us by. As a summary, Table D (right) covers technologies that embrace the FANS areas of interest, including where and when you will need them. Advertising Enquiries see Page 4

Because of the fractured nature of FANS implementation, no one is checking on which or how many aircraft are equipped. Mostly the larger business jets with oceanic reach already have FANS when delivered or are offered a factory service bulletin and in some cases, may select an aftermarket upgrade. www.AVBUYER.com

Continued on page 74

June 2016 – AVBUYER MAGAZINE

 71

803.822.4114 member of

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2012 Falcon 7X • 7X-115

2003 Falcon 900C • 197

2001 Falcon 2000 • 2000-128

2000 Citation CJ2 • 525A-0007

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1984 Westwind 1 • 411

2006 Grand Caravan 208B • 208B-1195

1973 King Air E90 • LW-60

1983 King Air F90-1 • LA-205

1978 Conquest II • 441-0037

1985 Cessna 414AW RAM V • 414A-1211

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

Table E (above) includes a few recent FANS announcements. Bear in mind, many new aircraft have FANS or phased factory programs to equip. The voluntary take-up by pre-owned operators is, however, a different story. Equipage decisions may be taken as part of aircraft transactions or because the regions where operations are conducted include routes that require the use of FANS.

Other NextGen Implementations

While saving the coverage of Performance Based Navigation’s exciting progress for Part 2 of this article, here we will cover two not-so-noticeable aspects of NextGen and their status. Multiple Runway Operations: The NextGen implementation goals of surface and Multiple Runway Operations (MRO) are normally the concern 74

AVBUYER MAGAZINE – June 2016

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of air carriers and not of much interest to the GA community. However, especially with MROs, there are impacts that may be felt, over time, by the lighter aircraft that trail the big boys. Runways at major hubs and airports are used for departures, arrivals or both at the same time. There are peak periods and slow periods. There are parallel runway operations with lateral separation limitations, and there are in-trail separations. Each airport is different and in the wider context, each group of airports (Metroplex) is different. In the US and elsewhere, we have been slowly implementing changes to the way we separate aircraft on approaches and departures in order to increase runway capacity, especially during peak periods and where parallel operations may be conducted independently at the same time. Now that there are a number of these new procedures in place, the FAA and industry are monitoring their performance. Results are early and much work is still to be done. Business jets and other ‘not so big’ aircraft are impacted by these changes, and not always negatively. What is most important for the business jet operating into large and busy airports, is to avoid, where possible, peak times and to equip with technology that allows approaches and landings, where those not equipped are forced to find other means. Surface: In many ways the surface elements of NextGen involve a lot of ‘behind the scenes’ activity. Technologies such as Advanced Electronic Flight Strips (AEFS), System Wide Information Management (SWIM) and Terminal Flight Data Manager (TFDM) are all tools to streamline the flow of information. Control towers, TRACONs and ARTCCs all need to be on the same page. With an anticipated rapid growth in airspace users, including unmanned vehicles, quickly conveyed and reliable traffic flow information is crucial. Aside from information flow, there is the management of the aircraft on the ground at each airport to consider. Expect to see a number of changes to ground operations in the coming years, especially at major hubs or airports where traffic volume is greatest.

Part 1 Summary

NextGen worldwide, under any banner, cannot be sustained without funding and a commitment from industry to equip - both of which present huge challenges. The pace of implementation needs to be measured against the usefulness of airspace changes to the users. The special interests of the different user groups should be considered collaboratively at every step of the way. Having seen and participated first hand, I have to say industry and government shared participation to reach consensus has been outstanding. Ten minutes spent at Aircraft Index see Page 153

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https://www.faa.gov/nextgen/ (including Performance Snapshots), as well as ten minutes at EUROCONTROL’s SESAR eATM portal https://www.atmmasterplan.eu/, will be well worth your time, to see for yourself the progress made. Finally, there is one concern that deserves mention, especially since it applies to most of the NextGen technologies. The reliance on satellites without adequate back-up is a dilemma realized by FAA and other government authorities around the world. Some regions attempt to solve the issue by developing their own satellite networks, but at the end of the day, vulnerabilities apply to all. Satellite interference, signal blocking and tampering with signals at airports, is a safety and usability issue for everyone. In Part 2 we will address this further, at least with respect to Performance Based Navigation (PBN). T

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EFB Update.qxp_Finance 24/05/2016 10:36 Page 1

FLIGHT DEPARTMENT T AVIONICS

The Benefits and Risks of EFBs A One-Tablet Pilot Weight-Loss Program

What are the benefits and cautions of using an Electronic Flight Bag? Dave Higdon delves into the world of the cockpit tablet... magine the reaction to a promotion promising a 40-to-50-pound weight loss – from just one tablet, in one day that pays for itself…Absolutely too good to be true, right? For the population of pilots who formerly hauled chart cases carrying about 40 pounds of necessary documents, however, it’s absolutely true! We refer to the tablet computer, built as, or adapted to the role of an Electronic Flight Bag (EFB). Of course, we must address the obligatory disclaimers. The side effects of using EFBs may:

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Include elimination of monthly production of hundreds of paper charts, approach plates, pilot operation handbook pages and procedures manuals. Eliminate the need to file updates and throw away out-of-date documents Reduce hours spent sorting through thousands of pages to replace one here and another there.

On average professional pilots shifting to EFBs from paper shave about 40 pounds from their flying

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

penetration grows, so their functionality continues to evolve and expand with new capabilities that ease cockpit chores. By the same token the popularity of the devices may expose them to unwelcome issues.

Smartphone, to Tablet, to Cockpit-Installed

kits. Operators benefit too, through the annual saving in chart fees and from fuel saved on weight no longer being hauled and the duty hours saved each month in update processes. These are also the benefits of the generic EFB. We don't differentiate here between purpose-made EFBs or those created through the combination of commercial software loaded on an off-the-shelf computer (Class 1, Class 2 or Class 3 hardware loaded with purpose-specific software to give the hardware EFB functionality). They're all Electronic Flight Bags differing primarily by how closely they work with aircraft systems. Today their money- and time-saving traits are well known, appreciated and adopted by operators of everything from the heaviest iron down to the lightest of the sport aviation segment. As their Advertising Enquiries see Page 4

The simple EFB long-envisioned by gadgetcomfortable pilots came into existence years ago. The earliest users adapted graphics software to offthe-shelf portable computers that could download public-venue graphics files (charts, plates and procedures). Formats varied and their legality was questioned. Some early adopters heard cautions from inspectors asserting that their EFB wasn't legal without also carrying the paper documents those EFBs replaced. Eventually FAA recognized the advantages before weighing in with policies that legitimized and ultimately popularized the EFB. In 2003 the FAA published Advisory Circular (AC) 120-76A: Guidelines for the Certification, Airworthiness and Operational Approval of Electronic Flight Bag Computing Devices that constituted the first set of guidelines on EFBs established by any civil-aviation authority. The document also provided a basic definition of an EFB as “an electronic display system intended primarily for cockpit/flight deck or cabin use”. That AC opened the door to carrying an EFB for charts and plates, manuals and handbooks – anything previously printed on paper and used in the cockpit. While documents remain foundational to EFB use, the EFB's practical applications have expanded. Similarly, the hardware used for EFBs has diversified, with everything from smartphones to notebook computers enlisted in EFB service. The revolution in EFB software helped drive that diversification, and the FAA has worked to keep up. The current AC 120-76C went into effect May 9, 2014. www.AVBUYER.com

“ While documents remain foundational to EFB use, the EFB's practical applications have expanded.”

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June 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T AVIONICS

Bluetooth connection. Then, when time comes, they can use those wireless capabilities to update their EFB software – in minutes, not hours. Entering into this area of deeper integration of the EFB beyond a mere document provider may add risk for the systems with which they communicate, however...

Protecting EFB Integrity

One other set of FAA standards apply (first established in AC-120-76A) to the software and can help operators safeguard against willful and unintended information contamination. •

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More than a Document Display

While some EFBs are aircraft-, avionics- or vendorspecific, the majority are commonly available hardware running off-the-shelf software. The software vendors are plentiful and many are wellknown, including Jeppesen (FliteDeck and FliteDeck Pro); Garmin (Pilot); ForeFlight (Mobile); FlyQ (EFB and Pocket); FltPlan (Go), and many others. On the hardware side, Apple iPads, sundry Android tablets and Microsoft's Surface Pro all find widespread use in aircraft cockpits. The ‘pick-yourproduct’ approach makes EFBs themselves as ubiquitous as the chart cases preceding them. But the role of the EFB today goes far beyond simple pulp replacement and document display. As hardware capabilities and avionics evolved in recent years, operators increasingly looked for ways to integrate new utility into those cockpit tablets using their new tools to leverage Wi-Fi and Bluetooth connections. Today EFB-equipped pilots flight plan anywhere they can use their EFB, tap weather and file with Flight Service or their dispatch office – wirelessly via the EFB's Wi-Fi. Once in the cockpit these pilots fire up the avionics and upload the flight plan directly into the aircraft's flight management system or stand-alone navigator – again, using a wireless Wi-Fi or 80

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Type A software applications include “precomposed, fixed presentations of data currently presented in paper format,” per a Joint Airworthiness Authority Leaflet #36. Applications include flight crew operations manuals, company standard operating procedures, aircraft performance data, maintenance manuals, airports and airport facilities data. Type A software should be approved for commercial operations, but neither requires airworthiness approval or FAA approval for Part 91 operations; Type B software applications include “dynamic, interactive applications that can manipulate data and presentation,” per that same leaflet. Examples include performance calculations, weight-and-balance calculations, some interactive electronic aeronautical charts – absent displays of own-ship position – and electronic checklists. Type B software should be approved through the operational process but, again, does not require airworthiness approval; Type C, or “other” software applications airworthiness authorities on both sides of the Atlantic (and elsewhere) require full airworthiness approval for these applications. They can include software involving the display of information directly used by the flight crew to control aircraft attitude, speed or altitude; and those that would substitute for, or duplicate a certified avionics system. In other words, software designed to interface directly with the cockpit avionics equipment.

Software developers, avionics makers and airplane OEMs continue to seek ways to better streamline the management of aircraft use and maintenance records, crew logs and dispatch communications. Increasingly engine monitoring and management systems can upload data to crew EFBs, for example, for subsequent transfer to the maintenance foreman's system and the engine OEM’s monitoring service. Similar needs exist to update electronic aircraft operating manuals, pilot operation handbooks and pilot flight-log data. A growing level of activity comes from Class 1 and Class 2 EFBs used as flight Aircraft Index see Page 153

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Proudly serving your Learjet, Challenger and Global since 1997 planning tools capable of wirelessly uploading the flight plan to an aircraft's navigation hardware. Yet, each electronic connection presents an opportunity for an attempt to hack the company computers or the crew EFB. Thus security becomes a top priority…

Staying Safe and Secure

Steps designed to protect these systems from unauthorized connections need to work at both ends; both on the flight-crew EFB and the computer hosting the data being transferred, regardless of the direction of data flow. For pilots flying Class 1 and Class 2 EFB equipment using a hardwire connection in an office or home can obviate a breach using the wireless connections – whether Bluetooth or Wi-Fi. Although not as common as a few years ago, socalled “Sneaker Net” software updates secure methods of updating software. Download data to a Secure Digital (SD) card via a hardwired home or office computer, then walk out to the aircraft and upload the new data into the cockpit avionics or EFB hardware. For aircraft equipped with In-Flight Internet access, updates can happen anywhere – though bandwidth and security protocols may make it smarter and faster to update EFB software when on

Advertising Enquiries see Page 4

the ground. After an update, boot up the device, check functionality, remove and erase the SD card and stow it for the next update. Information Technology staff we consulted all advise users to regularly change the passwords or key codes needed to authorize the connection between an EFB and any other system in the aviation loop. That means updating passwords after every update – typically on a 28-day cycle, 13 times annually – or anytime operating and connections software are updated. Daily scans of systems with anti-virus, antispyware, anti-hacking software is another must-do the IT experts advise. Configuring your EFB to connect only with systems previously approved can help preclude problems (such as the Captain using his EFB to read email from the unsecured connection of a coffee shop or FBO pilot lounge). “When you don't need it, turn off the Wi-Fi, shut down the Bluetooth on your EFB and close the door on some of the problem potential,” a mobilesystems IT programmer told us. “It's a little like making sure you lock your home before leaving for the airport. That killer home-security system is rather less helpful if you leave the door open and don't set the alarm.” That kind of security breach would be a particularly bitter tablet to swallow! T

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“Configuring your EFB to connect only with systems previously approved can help preclude problems...”

June 2016 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T OPERATING

International Business Aviation Operations (Part 2)

Europe: A Most-Frequent Flight Destination Flying internationally poses many attractions, benefits and, of course challenges, notes Dave Higdon. The first challenge is to remove expectation that flying outside the US will be just like flying within the States. Here’s why… ow the airplane flies – its performance, its handling traits, fuel efficiency and cabin comfort – remain the same wherever you’re flying. How you file, when, permissions and permits, duty payments and fees all differ, however. As we noted last month, flying within the US is incredibly flexible, easy and free, with little more than fuel costs and ramp fees to pay. Flying to and within Canada, Mexico and most of the Caribbean islands most closely parallels flying within the US, but significant differences emerge

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when you’re planning to visit America's mostclosely allied region of the world – Europe. This month we examine some of the differences and similarities operators should expect when flying to Europe.

An Easy Trip, Relatively

Aircraft with range restrictions – piston and turbine, alike – cross the Atlantic in stages, some spread across several days. They fly routes that reduce over-water exposure to as little as 450 miles. For turbine-aircraft operators with longer range aircraft

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Aircraft Index see Page 153

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(1,000 to 2,000 miles) similar routes reduce the trip to fewer longer legs while staying within their reserves. While they face air-traffic considerations not experienced by pilots flying in the lower altitudes, the north-Atlantic routing offers the most options for diversions or returns that weather often forces. Beyond the specific rules for crossing the North Atlantic in the flight levels using the North Atlantic Track System, the nations on the east side of the Atlantic also enforce differences in equipment requirements, communications capabilities, and, of course, their own customs and ATC procedures. None of these differences are insurmountable for the well-prepared operator, however.

Equipment Matters

Europe's aviation authorities took a step almost two years ago that the FAA insists will not happen in the Advertising Enquiries see Page 4

US; EASA postponed the deadline for aircraft to employ ADS-B Out. In August 2014 EASA recognized that ADS-B installations would not reach the level expected when originally setting January 8, 2015 as the compliance date for new aircraft and December 7, 2017 for existing aircraft. The new deadline required equipage for newly delivered aircraft by June 8, 2016 while existing aircraft have until June 7, 2020 (more or less in line with the US deadline). Further, Europe recognizes only Mode S 1090 Extended Squitter as the carrier for broadcasting ADS-B data. There is no ADS-B Out service in the 978 MHz frequency range – and no ADS-B In, period. Other equipment concerns include Pilot-Controller DataLink (PCDL) communications at IFR altitudes – and EU PCDL works differently from that used in the US. A check of equipment to assure compatibility should be part of the pre-trip preparation. www.AVBUYER.com

“...the nations on the east side of the Atlantic also enforce differences in equipment requirements, communications capabilities, and, of course, their own customs and ATC procedures.”

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June 2016 – AVBUYER MAGAZINE

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“Operators need to know and understand the differences or face the expensive consequences of owing VAT and duty fees.”

Different Strokes for Different Ops

While the EU and its surrounding neighbors welcome foreign – non-domestically registered – aircraft, the community's rules take different approaches to private, Part 91 operations and Part 135 commercial charter flights. Operators need to know and understand the differences or face the expensive consequences of owing VAT and duty fees. It sounds complicated and it does mean some extra attention to paperwork. With VAT fees ranging from 15-27% and duty fees varying between 2.7-7.7%, failing to prepare for arrival in the EU could become an expensive error. But in practice it breaks down rather simply between either of two options: Full importation or temporary importation. Either can be accomplished free, with no payment of either VAT or duty fees. Full Importation: According to the EU's rules Full Importation procedures are available for aircraft operated as corporate aircraft by (or for) a company; for aircraft operated under a management agreement; and for companies with a charter certificate. There is a fee involved but not VAT or duty on subsequent flights. The Full Importation must be done in Denmark. But once done the aircraft can be operated freely within Europe with no restrictions on crew or passengers carried. Full Importation resolves cabotage issues, and eliminates risk and uncertainties concerning violation of customs regulations in all EU states. Temporary Importation: Per EU rules, Temporary Importation (TI) subjects every flight to complex regulations each time an aircraft enters an EU member state's airspace. Flight privileges and restrictions vary according to whether the flight is considered private or commercial – and whether

AVBUYER MAGAZINE – June 2016

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the flight carries any EU-resident passengers or crew. Individual EU states enforce their own rules on who may be carried within their borders under TI rules – in contrast with aircraft with Full Importation paper, which are not subject to Temporary Importation restrictions. Problems arise under TI because each EU member state formulates its own guidelines for importation issues based on EU Customs Code. That means a TI aircraft may experience zero hassles in one EU state and be questioned about the purpose of the flight in another. Complicating things further are rules that let the EU treat corporate aircraft as “commercial” flights. And with each EU state able to draft its own rules defining use, there's no consistent path available for operating within Europe on a Temporary Importation. Flying intra-Europe under TI paperwork can still require VAT and duty payments; and depending on who's on board the rules against cabotage can come into play. Some states consider ‘corporate’ use as ‘commercial’ use – but not all. Meanwhile, private use means just that: Private aircraft flown for pleasure or travel of its owners.

Crew Considerations

Temporary Importation status impacts crew considerations as well as aircraft. For example, private flight within Europe is allowed if passengers and crew are from the EU – but only if directly employed by the operator; this option is not available, however, under commercial use definitions. With only non-EU passengers and crew, the Aircraft Index see Page 153

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aircraft operated as a private flight under TI face no restrictions on internal EU flights. Under commercial use rules, flights with EU or non-EU passengers and crew must begin or end outside the EU. And a nonEU-registered aircraft under TI can be kept in Europe only for six months at a stretch, with a cap at 24 months for repeat visitors. Meanwhile, both private and commercial flights face no restrictions on crew and passengers when the flight starts or ends outside the EU. Crew members should carry not only their passports and any visas involved, they should also be prepared to show their licenses, certifications and any other certificates affirming their qualifications. Such certification paperwork helps the crew avoid customs officers from counting them as passengers.

EU User Fees Add Up Fast & Large

Flight planning a trip across the North Atlantic to Europe necessarily involves air-traffic and airspace authorities in multiple nations. For as seamless a trip as possible, filing necessary paperwork – particularly the International Flight Plan – must be done at least 24 hours in advance. That time spread may be longer, however, depending on the destination nation, and will be a repeat process for operations unable to cross the North Atlantic non-stop. Depending on nations involved, flight permits or over-flight permits may be in order and it's up to the aircraft commander to be sure those items are resolved before take-off. For flying between FL285 and 420, inclusive, taking the North Atlantic route puts the aircraft squarely in the busiest oceanic airspace on the planet with more than 450,000 flights annually. Of course, all the usual provisos apply to making and securing trip arrangements. One of those not to be forgotten is to file, at least an hour in advance, with eAPIS – the electronic Advanced Passenger Information System operated by the US Customs and Border Protection Service. Guidelines and filing information requirements are available via CBP's web site, https://www.cbp.gov/travel/travel-industrypersonnel/apis/eapis-transmission-system. This is one filing you'll make at both ends of the trip – like your international flight plan. One before departure, the second before returning to the US. Finally, unless the trip is a personal adventure with time and money to spare, consider contracting with one of the many excellent trip-planning services available to you, to ensure you're prepared with the proper paperwork, filings, fees, permits and authorizations. After all, as we hope you’ll have seen from the above article, flying to and within Europe can be a complex business! T

Flying in US airspace isn't free, in spite of what some people believe. Aircraft operators all pay into the Airport & Airways Trust Fund via fuel excise taxes that are both reasonable and efficient, as well as almost invisible. The European Community and its member states don't employ the same, simple and arguably equitable system. Instead, they levy user fees for virtually every step in the process of using their airspace. There are a variety of air navigation charges: Route fees, terminal navigation fees, even communication charges. Charges are directly cost-related, and they are calculated in a manner that at times seems quite opaque. They are also subject to consultation with airspace users’ associations. The EUROCONTROL Central Route Charges Office (CRCO) bills and collects route charges on behalf of all EUROCONTROL’s Member States. The CRCO has a variety of resources that it uses to calculate, bill and collect route charges. These include data on flights, aircraft and aircraft operators. The CRCO can also use these resources to bill and collect other air navigation charges, such as terminal and communication charges, on behalf of EUROCONTROL Member and non-Member States. Further examples: All IFR flying made on Airways, as well as into, out of, and through terminal airspace, is charged to the aircraft owner/operator. On a peroccurrence basis. A fee is levied for every instrument approach flown – a major driver for wouldbe pilots who find training in the US less costly. Airports also charge landing fees – every airport – regardless of whether you are arriving IFR or VFR. Then there can be surcharges levied, based on aircraft weight and noise category of the aircraft.

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International Flight Plans & Other Papers...

AVBUYER MAGAZINE – June 2016

Weather briefings in the US are free via a 1-800-number or on-line. Such is not the case in Europe. Anyone familiar with payper-play 1-900-phone businesses will be the least shocked, since all weather briefings by telephone in Europe are charged by the minute to the caller. The charge, once collected, gets split between the telephone company and the government supplying the weather briefing. But don't let all these fees lull you into a sense that fuel should be cheaper because of the lack of a dedicated excise tax. Instead, European FBOs must collect among the highest aviation fuel taxes in the world. Veterans of the US, the EU and Canada rate Canadian user fees (which are costly compared with the dedicated fuel excise tax paid by US operators) a bargain by comparison to the EU. And the overall situation in Europe also applies in the UK. Just so you won't be shocked, flights within Europe can cost the operator more in fees than in fuel—food for thought when the debate over the US air-traffic system resumes this summer. And remember, a touch-and-go costs as much as a full stop – with the added fee for the take-off on the go. These fees are separate from fees levied for entering the country and customs handling. As one veteran international pilot told AvBuyer, “It’s not cheap, and it isn't convenient when that bill comes. Fuel is cheaper than the fees.”

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Aircraft Index see Page 153

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How to Motivate in Changing Times A Case Study in Successful Flight Department Management. Faced with the specter of a consultant’s mandate to effect

change, a Director of Aviation launched her own critical review, reports Jodie Brown. But what was the outcome?

Jodie Brown has over 20 years’ Business Aviation experience, and more than 25 years of leadership and teaching experience. A consultant and executive coach to C-Suite executives, owners and directors of aviation companies and Flight Departments, she is founder and president of Summit Solutions. Contact Jodie via Jodie@summitsolutions.com

he re-engineering consultant was known for re-vitalizing companies and positioning them for acquisition. Called in by top management, he methodically trimmed departmental waste and eliminated unnecessary headcount. Not a supporter of corporate flight departments, he nonetheless knew that the owners required mobility and valued their business aircraft as business tools. While it wasn’t in the crosshairs, the Aviation Department was a target for financial improvement. The Director of Aviation understood the precarious position and strategically decided to pro-actively create a lean, mean travel machine.

AVBUYER MAGAZINE – June 2016

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Shake the Status Quo

If corporate was getting a shake up, it was just a matter of time before the Aviation Department received a visit. The good old days were just that. Now was the time to get the aviation team to embrace change. Processes, scheduling, SOPs, duty times—everything—were going to be studied, updated and revised. The Director of Aviation wanted to alleviate tension, limit gossip and reduce anxiety by providing as much information as she could. Even when there was nothing new to report, she still communicated updates via meetings, emails, texts and documents. She understood that  Aircraft Index see Page 153

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FLIGHT DEPARTMENT T MANAGEMENT

than to remodel around existing structures. To motivate your mature employees to change behavior, empathize the additional effort required. Since success breeds success, break down the change process into steps. Understand that small wins help make adapting to change easier to swallow. Set your people up to feel like contributors to the goal. Focus, notice and reward any and all efforts that support your agenda. Eventually your people will not only incorporate the change, they will perform it naturally and habitually.

Be Part of the Solution

people don’t necessarily fear change; they fear the unknown. People dislike feeling a lack of control.

Recognize the Need for Change

“To this day, the company’s Part 91 operation remains an integral part of the corporate family.”

“So, what’s wrong with the way we’re doing our job now,” grumbled several members of the Aviation Department? First of all, complacency is a breeding ground for stagnation. Secondly, stagnation hinders development and performance. Furthermore, being defensive is a natural reaction when asked to examine the existing operation. Old habits are hard to break. Much attention and hard work are required to alter a course of action or behavior that has become instinctive. We naturally balk when forced from our comfort zone. “Why fix it if it ain’t broke?” is an oft repeated question. How does a leader get the team to recognize and accept change? Metrics can be addressed and best practices presented. But you have to appeal to the heart as well as the mind. Bob Dylan wrote, “He who is not busy being born is busy dying”. Sometimes the answer is just that “It’s time”. But more often the need for change is much more substantial, such as the company is moving in a new direction. Our customer base is changing. The old ways don’t support the new mission and direction. Whatever the mandate, someone else’s idea of improvement doesn’t take away the sting from the people who have to do the heavy pulling. For older adults, learning new information or methods is a little more complicated. Their brains are not clean slates so retraining requires a two-step process. First, old methodologies and information deeply etched into memory need to be erased or altered and then overlaid with new patterns. It’s easier to build a house from scratch

AVBUYER MAGAZINE – June 2016

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When people feel pain, they are more likely to embrace suggestions for improvement. Help your people identify either their or the customers’ pain points. Then focus their attention and energy on identifying solutions. Help build rapport. Realize their world view is limited by the confines of their cockpit or hangar, so expand their horizon from what they don’t have to a new vantage point from “the hill”. Do what you can to share what you’ve learned in the Boardroom or talking with the company’s executives. Explain the ramifications of external factors such as poor exchange rates, the timevalue of money and its implications in investing in large capital equipment. Lay out why you have to do more with less. Twenty percent of your efforts to create change should be directed to what’s not working; 80 percent focused on developing creative, possible solutions.

Evaluate Options and Select the Best

Leaders know they don’t have all the answers. Good leaders surround themselves with others whose expertise helps them determine best possible solutions. Before you ask for your team’s opinions, be clear that they truly understand the constraints, such as no funding for additional training, a requirement to reduce headcount, or the need to reduce equipment costs. Let them know that although you value their opinions and advice, the workplace is not a democracy and many elements are not within their control. You as manager still have the responsibility to make a final decision. You will listen to their expertise and advice. Not being able to embrace all they suggest, however, doesn’t negate its value. Because of the pro-active approach by the Director of Aviation and her team, the corporate consultant saw an efficient use of resources, high safety standards, and increased productivity by the executives. To this day, the company’s Part 91 operation remains an integral part of the corporate family. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/ articles/flight-department-management/ Aircraft Index see Page 153

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FLIGHT DEPARTMENT T MANAGEMENT

Buying a Jet? The Need for the Long View

When investing in a new business aircraft, experience and long-term commitment matters – both from you and from those you deal with on the transaction, notes Andre Fodor, Director Aviation, Johnsonville Sausage. A recent experience highlights why… 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.

ollowing a splurge of orders from China, and the hunger of wealthy Russians and Middle Easterners for fast moving jets over recent years, the United States is back on top as the most viable global market for business aircraft sales. The sharp fall in oil prices slowed new aircraft deliveries and caused used airplanes to flood into the market, which in turn forced residual values down. I suspect time and creativity will be needed to bring new traction to previously hot markets such as China. Ultimately, it’s going to take more than incentivized pricing from OEMs to move

AVBUYER MAGAZINE – June 2016

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airplanes. Creative thinking, value added and solid relationships will be ever more important in getting deals moving along an upward trajectory. In particular, I believe in long-term relationships and a service-oriented approach that adds value, synergy and robustness to the aircraft ownership process. If we look creatively, in just about all business models there are golden crumbs; opportunities to make small changes that aggregate quality. Often these are perceived as insignificant, but when added together they create a polished, sophisticated product that brings enhanced value to the ownership experience.  Aircraft Index see Page 153

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Long-Term Relationships…

“He also will be a main contender in future aircraft ownership deals where I am involved!”

More than ever, the long-term relationships built over years of presence in the industry will differentiate who makes the sales. Other flight department managers and aircraft owners will, like me, pause over an aircraft purchase if the sales and technical team have little or no history with an OEM or within the industry. When there are tough issues to be resolved – and there always are – the buyer needs assurance that someone with influence, staying power and deep rooted connections will get answers and actions for the purchaser. Having someone with many years of experience with a company or market adds the necessary comfort layer to the transaction and post-sale relationship. Let me illustrate the role trust plays in this business. Not long ago, I was involved in the purchase of a large business jet that would operate primarily from one airport. We were looking at long-range jets from several OEMs and favoured one aircraft that had all the amenities that our principal wanted. The lead salesperson was a veteran of the market with over 25 years at the same OEM. His team understood that their good name was worth much more than a single sale at any cost. Nevertheless, this transaction would represent a major score for their territory if successful. One afternoon, after fielding a torrent of calls and emails that typically come when you’re

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approaching the final stage of an aircraft deal, my phone rang… It was the lead salesperson, and he’d called to tell me that he’d noticed the airport where we were intending to operate had a weight restriction that would seriously hinder the airplane’s range and operational envelope... Together with his performance and flight operations team, he had researched possible solutions and concluded that this aircraft would not be best suited in the case of our operations; that another brand would be the better choice. Essentially, the salesperson was prepared to cut from a $50m deal, prioritizing honesty and integrity as being more important. He gained my loyalty, appreciation and respect that will generate him years’ worth of referrals and the highest praise. He also will be a main contender in future aircraft ownership deals where I am involved!

A Moral Story…

I will never forget what I learned from an established real-estate agent many years ago. When emerging markets are hot, anyone can sell. When making a major purchase decision, find those individuals who have been around through the down cycles and you’ll find proven commitment and endurance to produce value and quality. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/ articles/flight-department-management/ Aircraft Index see Page 153

Corporate Concepts 2 June.qxp 26/05/2016 10:31 Page 2

Corporate Concepts International, Inc. New Opportunities and Price Reductions 2014 Phenom 300 Recent Price Reduction ■ Low Time with Factory Warranties ■ Garmin G-3000 Avionics Suite ■ Hutchinson Soundproofing - 3X Quieter Than ■ Production Aircraft - SWIFT Broadband ■ Motivated Seller ■ For Sale or Lease - Some Trades Considered

Global 5000 – Lease or ACMI ■ 13 passenger - Refurbished Interior - Fresh 8C inspection ■ Extended range – 5,200 NM ■ Worldwide high speed internet, HUD and EVS ■ Fresh120 month Inspection ■ Available Immediately – For Long or Short Term Lease

2014 Global 6000 ■ 13 passenger / forward & aft lavatory ■ Smart Parts Plus, JSSI Platinum and full warranties ■ FANS-1/A, CPDLC, TCAS 7.1 and more ■ Forward Galley and Crew rest ■ Contact CCI for full details ■ Financing Available - Will also consider Lease

2008 Eurocopter EC-120B New to the Market ■ For Sale or Lease - Trade Considered ■ Freon Air Conditioning System ■ High Skid Gear - Dual Flight Controls ■ Garmin Avionics Package ■ Contact Us For More Details

Contact us to discuss our sales and acquisition services and how we can assist you with your aviation needs See www.flycci.com for more details and additional aircraft

Larry Wright +1 704 906 3755

Chris Zarnik +1 919 264 6212

Shailon Ian +55 (21) 982 -010605

Fernando Garcia +52 55 54077686

Dennis Blackburn +1 832 647 7581

Safety June16.qxp_Finance 24/05/2016 11:06 Page 1

FLIGHT DEPARTMENT T SAFETY

Managing Flight Department Interfaces: Exploring the Need to Handle Third-Party Interfaces Well

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

www.AVBUYER.com

Aircraft Index see Page 153

Safety June16.qxp_Finance 24/05/2016 11:07 Page 2

Highlighting a 2015 airport misidentification incident by the crew of a

Citation CJ2, Mario Pierobon discusses the need for Flight Departments

to interface well with multiple service providers. How can you ensure you

are doing so effectively?

n March 27, 2015 the flight crew of a Cessna Citation CJ2 was positioning for a visual approach to Runway 28 at Blackpool Airport (EGNH) in the UK, but mistakenly lined up with Runway 25 at Warton Aerodrome (EGNO) 5.5nm to the south-east instead. The aircraft descended to an altitude of 1,000 ft AMSL, levelled and flew overhead the runway at Warton, before being repositioned for a landing on Runway 28 at Blackpool. According to the report of the UK Air Accident Investigation Branch (AAIB), there were several opportunities to identify and correct the misunderstanding. The report also found that the copilot was in training and there existed a large gap in experience between the two crew members. “The co-pilot identified there was a potential for misidentification of the two airfields in his approach briefing but, even so, the aircraft made an approach to the wrong airfield. At a late stage, the co-pilot recognized the error and initiated a go-around”, the report highlights, before concluding, “…the recorded radio transmissions from this incident demonstrate how a lack of standard radio telephony discipline can contribute to developing a misunderstanding”.

Multiple Interfaces

The above occurrence may seem innocuous in that (albeit late) the wrong position was recognized, a goaround initiated, and the aircraft landed safely at its destination airport – but it highlights some poor communication between the flight crew and ATC that in the wrong place at the wrong time could have been deadly. Thus, our case study offers valuable opportunity to consider the matter of interfacing with the multiple entities a flight crew must interact with to fulfil their mission safely. A corporate flight department depends on multiple service providers for safe operations, including maintenance outsourced to a Part-145 organization; ground handling at an FBO; and the services of catering companies. Other core services may often be externalized, including fleet technical management to a third party Continuing Airworthiness Management Organization (CAMO) and flight planning to a coordination center. There is always the need to coordinate with ATC and airports. Meanwhile, inspectors of Civil Aviation Advertising Enquiries see Page 4

Authorities (CAA) will also visit the premises on a recurrent basis, while owners or brokers also have their own requirements. We’re sure the point is clear that safety performance of a Flight Department cannot be managed without taking account of how critical the interface with third parties is. So how can you manage these interfaces to get the best out of them? You need to have a very clear grasp on what these third parties require of you in order to coordinate well and perform your mission safely. Some requirements are rigidly codified and there is no possible ‘customization’, (i.e. with ATC or airports). These requirements are embedded in international standards that air operators must follow. Flight crews must, therefore, be fluent in the standard phraseology. Not all third-party requirements are rigidly codified, however. Questions might arise as to how often the service provider needs your input or feedback. Are you disclosing everything they need to deliver safely and on-time? In order for relationships with third-parties to be successful, it is important that the understanding between each party is cooperative and transparent. The successful management of interfaces with third parties does not only require you to conform to the reasonable requirements of third parties, but for them to conform to your own Flight Department’s requirements. You must communicate these effectively to the service providers and formalize the agreements. When selecting a service provider it’s also important to ascertain how proactive the provider is in managing its own safety. Most of the typical service providers to air operators (except for training organizations) are not currently required to have a formal safety management system (SMS) in place (yet it would be highly useful to you if they had to have at least started one).

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

Closing Thought

Managing interfaces with third parties is critical for an air operator. After all, if things were to go wrong then at best you would have exposed operational inefficiencies within your Flight Department. At worst, the catastrophic potential of poorly managed interfaces could result in an accident nobody wants to consider... T www.AVBUYER.com

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

June 2016 - AVBUYER MAGAZINE

Values Intro.qxp_Finance 24/05/2016 12:12 Page 1

FLIGHT DEPARTMENT RETAIL PRICE GUIDE

Medium Jets:

Just the Right Fit for Many Operators... Of all the business jet categories, none does more to

balance capability with utility than the Medium Jet segment; and no segment provides more options, either.

or the purpose of our Retail Price Guide, Medium Jets are loosely defined as aircraft with a Maximum Take-Off Weight between 20,001-40,000 lbs. There’s no disputing the advantages of space as you step into a Medium Jet cabin, particularly when applied to longer trips. That is ultimately where the Medium Jets’ basic advantage comes into play over the Light Jet segment. Medium Jets tend to cruise towards the upperend of the private jet speed range (between Mach 0.78 and Mach 0.85). While on average faster than the Light Jet, a Medium Jet’s superior speed generally provides only a few minutes of gain on the typical Business Aviation trip of 350 to 500 miles, but the difference will become noticeable on longer legs exceeding 1,000 miles. In terms of range, the average Medium Jet can reach most of the US non-stop from almost anywhere else within the US, making them excellent candidates for the operator with regular transcontinental travel needs. That range capability also gives the crew the flexibility to string together a sequence of stops that total the same distance – making it possible for a Medium Jet to cover multiple locations and still get home at the days’ end, without buying fuel along the way. Runway requirements for Medium Jets are generally longer than the average length needed by a Light Jet – but nevertheless Medium Jets can still access a significant percentage of the secondary airports serving most of the 150 largest metropolitan areas in the US. Indeed, Medium Jets generally can match their Large Cabin kin in terms of speed and, to a point, their range, while providing reasonable office amenities that are competitive with most larger aircraft. With all of the above considered, it is little wonder that the Medium Jet segment is the biggest selling, deepest segment across the business aircraft market.

AVBUYER MAGAZINE – June 2016

Medium Jet Price Guide The following Medium Jets Retail Price Guide represents current values published in the Aircraft Bluebook – Price Digest. The study spans model years from 1997 through Spring 2016. Values reported are in USD millions, with each reporting point representing the current average retail value as published in the Bluebook by its corresponding calendar year. For example, the Hawker 900XP values reported in the Spring 2016 edition of Bluebook shows $6.5 million for a 2011 model, $6.0 million for a 2010 model and so forth. Aircraft are listed alphabetically. Note: We have included 29 aircraft models in the following Medium Jets 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 102.

www.AVBUYER.com

 Aircraft Index see Page 153

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

File photo

2007 Gulfstream 150

2008 Citation Mustang

2350TT. EU Ops complaint. Satcom. Also 2008 available

7200TT. TCAS. TAWS. XM weather. HF.

2008 Hawker 750

2013 Gulfstream 450

1900TT. Beige leather. Satcom. MSP Gold

File photo

Gulfstream 550

2002 Gulfstream 200

Several aircraft including 2013

4200TT. JSSI. EU Ops. 9 pax interior.

1996 MD900

2007 Eurocopter EC135P2+

5525TT, SP IFR, High spec. Excellent condition.

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

ALSO OFFERING: Beech King Air C90GT/C90/B200/350, Hawker 400XP, Citation XL/XLS/Sovereign, Agusta Koala, Gulfstream G100/G150, Hawker 800XP/850XP/900XP. Call/Email For Details

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

Retail Values.qxp_RPG 24/05/2016 11:16 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Medium 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

18.0

16.5

15.5

14.5

13.5

12.5

11.5

10.5

6.0

5.7

5.2

4.6

4.3

4.0

3.7

MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE

3.7

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

6.2

5.8

5.5

5.1

4.7

BOMBARDIER LEARJET 45

3.6

BOMBARDIER LEARJET 40XR

4.8

4.4

3.9

3.250

3.050

BOMBARDIER LEARJET 40

CESSNA CITATION X+ 750

4.2

2.850 2.650

23.482

20.0

17.0

CESSNA CITATION X 750

12.7

11.7

10.8

9.6

8.5

7.5

12.0

11.0

10.0

9.0

8.5

7.5

7.0

8.1

7.6

7.1

6.8

6.5

6.2

5.8

5.2

CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A

16.338

15.0

CESSNA CITATION SOVEREIGN+ 680

18.093

14.5

13.0

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.990

11.5

9.5

12.5

CESSNA CITATION XLS 560

4.8

CESSNA CITATION EXCEL 560

DASSAULT FALCON 50EX GULFSTREAM G280

6.6 21.5

20.5

18.5

17.5

GULFSTREAM G200

9.3

8.8

8.3

7.8

7.3

8.3

7.3

6.8

6.3

5.8

5.3

HAWKER 4000

5.6

5.3

4.9

4.7

4.5

HAWKER 900XP

7.0

6.5

6.0

5.5

5.0

4.4

4.1

3.750

3.250

GULFSTREAM G150

13.7

12.5

10.0

GULFSTREAM G100 GULFSTREAM/ ASTRA 1125 SPX

HAWKER 850XP PRO LINE

3.9

HAWKER 800XP/I PRO LINE HAWKER 800XP HAWKER 750

4.750

4.250

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

100

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

www.AVBUYER.com

Aircraft Index see Page 153

Retail Values.qxp_RPG 24/05/2016 11:16 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

Spring 2016 2006 US$M

2005 US$M

2004 US$M

10.0

9.5

9.0

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

8.750

MODEL YEAR $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

3.0

2.8

2.6

BOMBARDIER LEARJET 60SE 2.4

3.8

3.4

3.3

3.0

3.3

3.0

2.8

2.5

2.450

2.050

2.250

1.850

2.3

2.2

2.1

2.0

1.9

1.8

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

2.3

2.2

2.1

2.0

1.9

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

1.750

BOMBARDIER LEARJET 40

CESSNA NEW CITATION X+ 750 6.8

5.9

5.4

4.9

4.6

4.3

4.0

3.8

3.4

3.2

2.550

2.450

2.350

2.250

CESSNA CITATION X 750 CESSNA CITATION V11 650 CESSNA CITATION LATITUDE 680A CESSNA CITATION SOVEREIGN+ 680

6.5

6.0

5.5

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

4.5

4.2

4.0 3.4

6.2

6.0

5.8

CESSNA CITATION XLS 560 3.3

5.5

3.1

2.9

2.6

2.4

2.2

5.1

4.8

4.5

4.2

3.8

CESSNA CITATION EXCEL 560

3.5

DASSAULT FALCON 50EX

GULFSTREAM G280 6.8

6.3

5.8

5.3

4.8

4.3

3.8

3.5

GULFSTREAM G200

4.8 3.5

GULFSTREAM G150 3.2

3.0

2.8

2.6

2.4 2.4

GULFSTREAM G100 2.1

2.0

1.9

1.8

GULFSTREAM/ ASTRA 1125 SPX

HAWKER 4000 HAWKER 900XP 3.6

HAWKER 850XP PRO LINE 3.2 3.2

HAWKER 800XP PRO LINE 3.0

2.5

2.4

2.3

2.2

2.1

2.0

1.9

HAWKER 800XP HAWKER 750

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

www.AVBUYER.com

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

101

ACSpecs Intro.qxp_AC Specs Intronov06 24/05/2016 16:18 Page 1

FLIGHT DEPARTMENT T SPECIFICATIONS

Aircraft Performance & Specifications Medium Jets

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 - Medium Jets – appears overleaf, to be followed by Entry-Level and Light Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know.

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

102

AVBUYER MAGAZINE – June 2016

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

•

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

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



Boutsen June.qxp_Layout 1 23/05/2016 17:39 Page 1

AircraftPer&SpecJune16.qxp_PerfspecDecember06 24/05/2016 12:10 Page 1

LEA RJET 40X R BOM BAR DIER

MEDIUM JETS

BEE CHC RAF T HA WKE R 75 0 BEE CHC RAF T HA WKE R 80 0XP BEE CHC RAF T HA WKE R 80 0XP i BEE CHC RAF T HA WKE R 80 0XP R BEE CHC RAF T HA WKE R 85 0XP BEE CHC RAF T HA WKE R 90 0XP BEE CHC RAF T HA WKE R 40 00 BOM BAR DIER LEA RJET 40

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,327.90

$2,390.99

$2,380.63

$2,047.35

$2,374.07

$2,150.22

$2,721.03

$1,810.27

$1,779.76

CABIN HEIGHT FT.

5.75

4.92

CABIN WIDTH FT.

6.46

5.12

CABIN LENGTH FT.

21.3

17.67

CABIN VOLUME CU.FT.

551

746

369

DOOR HEIGHT FT.

4.3

4.8

DOOR WIDTH FT.

2.25

2.5

BAGGAGE VOL. INT. CU.FT.

114

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

27000

28000

39500

20350

21000

MLW LBS

23350

33500

19200

B.O.W. W/CREW LBS

16250

16500

16330

16500

23700

13718

13949

USEABLE FUEL LBS

8500

10000

14600

5375

6062

PAYLOAD WITH FULL FUEL LBS

2200

1750

1620

1790

1620

1400

1507

1239

MAX. PAYLOAD LBS

2200

2050

1950

2120

1950

2300

2282

2051

RANGE - SEATS FULL N.M.

2050

2470

2733

2525

2733

3283

1573

1778

MAX. RANGE N.M.

2200

2620

2929

2710

2929

3100

1707

1960

BALANCED FIELD LENGTH FT.

4900

5640

5258

5641

5258

5459

4330

4680

LANDING DIST. (FACTORED) FT.

3803

3805

3810

3805

4373

4033

4060

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

3500

3415

2820

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

530

470

570

470

570

880

710

394

MAX. CRUISE SPEED KTAS

447

449

452

489

465

NORMAL CRUISE SPEED KTAS

430

470

436

L/RANGE CRUISE SPEED KTAS

402

447

428

432

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-5BR TFE 731-5BR TFE 731-5BR

TFE 731-50R

TFE 731-5BR TFE 731-50R

PW308A

TFE 731-20AR TFE 731-20BR

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.

104

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

Aircraft Index see Page 153



Jordan Point Aviation June.qxp_Layout 1 23/05/2016 17:40 Page 1

Jet and turbroprop sales Aviation consulting Risk management Advisement Coming to the market soon!

2011 Legacy 650

2001 Dassault Falcon 2000

Serial Number 134. N462ST Airframe: Current as of May 1st, 2016 Engine(s): Both engines enrolled on Maintenance Plan MSP Gold Dual Collins VHF-422C COMMS w/8.33 Spacing Dual Collins HF-9000 w/ SELCAL

J. Philip Jordan Jordan Point Aviation www.JordanPoint.aero Denver Centennial Airport Denver CO, USA Phone: +1-214-213-7469

AircraftPer&SpecJune16.qxp_PerfspecDecember06 24/05/2016 16:16 Page 2

CHA LLEN GER 350 BOM BAR DIER

CHA LLEN GER 300

LEA RJET 75

$1,846.71

$1,991.09

$1,909.25

$1,735.81

$1,739.80

$2,504.56

$2,516.45

CABIN HEIGHT FT.

4.92

5.71

4.92

6.08

CABIN WIDTH FT.

5.12

5.92

5.12

7.17

CABIN LENGTH FT.

19.75

17.67

19.75

23.7

CABIN VOLUME CU.FT.

415

447

369

415

930

1002

DOOR HEIGHT FT.

4.8

5.3

4.8

6.22

DOOR WIDTH FT.

2.5

BAGGAGE VOL. INT. CU.FT.

106

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

20500

21500

23500

21500

38850

40600

MLW LBS

19200

19500

19200

33750

34150

B.O.W. W/CREW LBS

13890

14125

14772

14896

13715

13890

23850

24800

USEABLE FUEL LBS

6062

7910

6062

14045

14150

PAYLOAD WITH FULL FUEL LBS

798

1563

1068

944

1973

1798

1105

1800

MAX. PAYLOAD LBS

2110

1875

2228

2104

2285

2110

3350

3400

RANGE - SEATS FULL N.M.

1423

1685

2186

2044

1849

1805

3065

3200

MAX. RANGE N.M.

1968

1937

2418

2398

2000

1998

3340

3600

BALANCED FIELD LENGTH FT.

4350

5040

5450

4230

4440

4810

4853

LANDING DIST. (FACTORED) FT.

4063

4105

5208

5317

3917

3951

3850

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

2800

2630

4500

4240

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

590

589

714

718

474

MAX. CRUISE SPEED KTAS

465

470

NORMAL CRUISE SPEED KTAS

436

459

L/RANGE CRUISE SPEED KTAS

416

432

423

432

459

TFE 731-20AR

TFE 731-20BR

PW305A

TFE 731-40BR

HTF 7000

HTF 7350

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

BOM BAR DIER

$1,860.70

MEDIUM JETS

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R

BOM BAR DIER

LEA RJET 60

BOM BAR DIER

LEA RJET 45

LEA RJET 45X R

FLIGHT DEPARTMENT T SPECIFICATIONS

106

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

Aircraft Index see Page 153



SCA June.qxp_Layout 1 25/05/2016 16:40 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

www.scross.com acsales@scross.com

2012 Challenger 300 • s/n 20338 • N906BP

2009 Challenger 605 • s/n 5805 • LV-CCW

1500TT • Engines & APU on MSP Airframe on Smart Parts – Jar Ops approved, CPDLC, TCAS 7.1

1740 TT • EU OPS Qualified • 2020 Mandates Complied With • Engines and Airframe on Smart Parts Plus • APU on MSP

2008 Lear 45XR • s/n 353 • N903BT

2000 Falcon 50EX • s/n 286 • N286ZT

1800 TTSN • Engines and APU on MSP • Dual UNS 1-E • NDH • CAMP

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

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

2008 Lear 60XR • s/n 343 • N343EC

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

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

2005 Lear 45XR • s/n 0284 • XA-ARB

2005 Hawker 800XP • s/n 258713 • N110GD

2900 TT • CAMP • MSP Gold • NDH • All Maint Bombardier Tucson AZ • Always Hangared

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

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

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

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AircraftPer&SpecJune16.qxp_PerfspecDecember06 24/05/2016 12:10 Page 3

CES SNA CITA TION SOV ERE IGN CES SNA CITA TION SOV ERE IGN + CES SNA CITA TION X

CES SNA CITA TION LATI TUD E

CES SNA CITA TION VII

CES SNA CITA TION XLS +

CES SNA CITA TION XLS

MEDIUM JETS

CES SNA CITA TION EXC EL

FLIGHT DEPARTMENT T SPECIFICATIONS

$1,870.75

$1,822.17

$1,781.57

$2,667.67

$2,247.24

$2,178.51

$2,101.56

$3,198.94

CABIN HEIGHT FT.

5.7

CABIN WIDTH FT.

5.5

6.42

5.5

CABIN LENGTH FT.

18.5

18.4

28.08

25.25

23.92

CABIN VOLUME CU.FT.

422

587

571

585

538

DOOR HEIGHT FT.

4.54

4.5

4.58

4.5

DOOR WIDTH FT.

2.5

2.1

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

100

CREW #

SEATS - EXECUTIVE #

MTOW LBS

20000

20200

23000

30800

30300

30755

36100

MLW LBS

18700

20000

27575

27100

27575

31800

B.O.W. W/CREW LBS

12500

12800

14250

18656

18150

18510

22025

USEABLE FUEL LBS

6740

7330

11394

11223

11390

12931

PAYLOAD WITH FULL FUEL LBS

960

860

1620

1000

1177

1125

1444

MAX. PAYLOAD LBS

2500

2300

2250

2544

2650

2490

2375

RANGE - SEATS FULL N.M.

1449

1539

1528

1693

2455

2620

2773

2890

MAX. RANGE N.M.

1839

1989

1976

1824

2870

3010

3163

3125

BALANCED FIELD LENGTH FT.

4060

3910

5170

3760

3810

3650

5480

LANDING DIST. (FACTORED) FT.

4917

4738

4500

3597

3867

3725

4693

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

3790

3500

4315

3800

4016

3650

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

699

800

510

1145

1237

1120

MAX. CRUISE SPEED KTAS

433

440

452

429

459

525

NORMAL CRUISE SPEED KTAS

433

440

452

429

459

525

L/RANGE CRUISE SPEED KTAS

373

417

372

388

470

PW545A

PW545B

PW545C

TFE 731-4R-2

PW306D

PW306C

PW306D

AE 3007C1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

108

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Aircraft Index see Page 153



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AircraftPer&SpecJune16.qxp_PerfspecDecember06 24/05/2016 12:10 Page 4

G28 0

G20 0 GUL FSTR EAM

GUL FSTR EAM

$3,235.21

$3,209.16

$2,153.66

$2,023.15

$2,025.81

$1,883.71

$2,521.21

$2,555.76

CABIN HEIGHT FT.

5.7

5.9

5.6

5.75

6.25

CABIN WIDTH FT.

5.5

6.1

6.83

4.75

5.75

7.2

CABIN LENGTH FT.

25.2

23.5

17.1

17.7

24.5

32.25

CABIN VOLUME CU.FT.

593

569

705

304

521

869

888

DOOR HEIGHT FT.

4.5

5.42

4.3

4.33

DOOR WIDTH FT.

2.1

2.6

2.4

2.08

2.1

2.75

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

150

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

36600

39700

35271

24650

26100

35450

39600

MLW LBS

32000

35715

32518

20700

21700

30000

32700

B.O.W. W/CREW LBS

22464

22250

22928

13400

14365

15100

19950

24150

USEABLE FUEL LBS

12931

15520

10851

9345

9365

10300

15000

14600

PAYLOAD WITH FULL FUEL LBS

1505

2130

1627

2055

920

850

650

1000

MAX. PAYLOAD LBS

2514

3320

2976

3600

2635

2400

4050

RANGE - SEATS FULL N.M.

3229

3223

2521

2330

2550

2760

3130

3590

MAX. RANGE N.M.

3380

3388

2640

2780

2910

3130

3530

3690

BALANCED FIELD LENGTH FT.

5320

5000

3825

6400

6000

5640

6600

4800

LANDING DIST. (FACTORED) FT.

4702

3500

3472

4362

4050

4352

5083

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

3650

3515

3866

3700

3400

3340

3700

5000

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

1120

671

996

1010

493

606

395

844

MAX. CRUISE SPEED KTAS

527

480

470

460

474

470

482

NORMAL CRUISE SPEED KTAS

527

459

448

459

470

L/RANGE CRUISE SPEED KTAS

470

430

438

414

430

459

AE 3007C2

TFE 731-40

HTF7500E

TFE 731-3C

TFE 731-40R

TFE 731-40AR

PW306A

HTF 7250G

MEDIUM JETS VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

GUL FSTR EAM

G15 0

G10 0 IAI A STR A SP

EMB RAE R LE GAC Y 45 0

DAS SAU LT F ALC ON 50E X

CES SNA CITA TION X+

FLIGHT DEPARTMENT T SPECIFICATIONS

110

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Aircraft Index see Page 153

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AirCompAnalysis June.qxp_ACAn 24/05/2016 12:23 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Aircraft Comparative Analysis: Pilatus PC-12 NG

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on popular business turboprops for the purpose of valuing the Pilatus PC-12 NG…

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

112

ver the following paragraphs, we’ll consider productivity parameters (payload/range, speed and cabin size) and cover current and future market values for Pilatus PC-12 NG. The field in this comparative study is DAHER’s TBM 900 turboprop. Pilatus has been building single-engine aircraft in Stans, Switzerland for over 70 years. The Pilatus PC12/45 is a high-powered single-engine turboprop with a four-blade propeller. Certification was originally planned for mid-1991, but a redesign of the wings (increased wing span and the addition of winglets to ensure performance guarantees were met) resulted in a delay of nearly three years. Swiss certification was finally achieved on March 30, 1994 and FAA approval followed on July 15 of the same year. The PC-12/45 was manufactured from 1995

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

to 2008, replaced by the PC-12/47 (manufactured from 2006 to 2008) and then the PC-12 NG (Next Generation) updated version that is being manufactured today. The PC-12 comes equipped with a passenger door and a cargo door and is available in several different configurations including six-passenger executive, nine-passenger standard, commuter, cargo and combi. In total, there are 1,358 PC-12s flying at present. Accounting for only the PC-12 NG models, there are 540 that are wholly-owned around the world; 25 in shared-ownership; 27 in fractional ownership programs (accounting for a total of 592 PC-12 NG aircraft). Thirty Six of the PC-12 NG aircraft in operation are leased, according to JETNET. By continent, North America has the largest fleet percentage at 67%, followed by Europe (15%), for a combined total of 82% of the world’s fleet.  Aircraft Index see Page 153

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AirCompAnalysis June.qxp_ACAn 24/05/2016 16:20 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Pilatus PC-12 NG Flight Activity

US Flight Activity

Table A (left) shows that the number of US based PC-12 NG flights increased slightly by 0.2% in 2015, versus 2014, but the distance travelled and flight hours declined in the annual comparison. This is evidenced also by a slight decline in the average distance and flight times.

Payload & Range

Table B - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm) 4 Pax

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

Pilatus PC-12 NG

10,450

2,704

70.2

2,257

1,009

1,635

1,608

Daher-Socata TBM 900

7,394

1,956

65.7

1,203

584

1,474

1,514

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. 2015 Operations Planning Guide

Chart A - Cabin Cross-Sections Pilatus PC-12 NG

Daher-Socata TBM 900

The data contained in Table B (left) are published in the B&CA, May 2016 issue, but is also sourced from Conklin & de Decker. As we have mentioned in past articles, a potential operator should focus on payload capability as a key factor. The PC-12 NG ‘Available Payload with Maximum Fuel’ at 1,009 pounds is more than the TBM 900 at 584 pounds of payload capability. In addition, Table B shows the fuel usage by each aircraft in this field of study. The PC-12 NG burns more fuel (70.2 versus 65.7 gallons per hour (GPH)) than the TBM 900, according to Aircraft Cost Calculator.

Cabin Cross-Sections

According to Conklin & de Decker, the PC-12 NG cabin volume is 356 cubic feet and its cabin length is 16.9 ft. The TBM 900 is considerably smaller in volume (143 cu. ft.), and shorter in length at 10 ft. Chart A (left) shows the side-by-side comparisons, revealing a higher and wider cabin in the PC-12 NG, too.

Range Comparison

As depicted by Chart B (top, right) and using Wichita, Kansas as the origin point, the PC-12 NG shows the same range coverage for the TBM 900, as sourced from Aircraft Cost Calculator (ACC). Note: For jets and turboprops, ‘Seats-Full Range’ represents the maximum IFR range of the aircraft at LongRange Cruise with all passenger seats occupied. ACC assumes NBAA IFR fuel reserve calculation for alternates at 200

Source: UPCAST JETBOOK

114

AVBUYER MAGAZINE – June 2016

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Aircraft Index see Page 153

AirCompAnalysis June.qxp_ACAn 24/05/2016 12:23 Page 3

Chart B - Range Comparison

nm for jets and 100 nm for turboprops. The lines depicted do not include winds aloft or any other weather-related obstacles.

Pilatus PC-12 NG Daher - Socata TBM 900

Powerplant Details

1276.280 Nm 1274.000 Nm

The Pilatus PC-12 NG aircraft has a single-engine Pratt & Whitney Canada engine PT6A67P offering 1,200 shs. By comparison, the TBM 900 also operates a single Pratt & Whitney Canada engine, the PT6A-66D, offering less output at 700 shs for the TBM 900.

Cost Per Mile

Using data published in the May 2016 B&CA Planning and Purchasing Handbook and the August 2015 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet A fuel cost used from the August 2015 edition was $5.25 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (middle, right) details ‘Cost per Mile’ and compares the PC-12 NG to its competition, factoring direct costs and with each aircraft flying a 600nm mission with an 800 lbs (four passengers) payload. The PC-12 NG shows the highest cost per nautical mile at $2.10 compared to $1.67 for the TBM 900. This is a 20.5% lower cost per nautical mile in favor of the TBM 900.

Chart C - Cost Per Mile* US $ per nautical mile $1.00

$0 PC-12 NG TBM 900

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the PC-12 NG computes at $581 per hour, which is 13.0% more than the TBM 900 ($514 per hour).

Chart D - Variable Cost US $ per hour PC-12 NG TBM 900

Aircraft Comparison Table

Advertising Enquiries see Page 4

Q $2.10 Q $1.67 Q Q

*600nm Mission costs, 800lbs payload

Total Variable Cost

Table C (overleaf) contains the pre-owned prices from Vref Pricing Guide for each aircraft.

$2.00

$250

Q $581 Q $514 $500

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115

AirCompAnalysis June.qxp_ACAn 24/05/2016 12:23 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table C - Aircraft Comparison Long Range Speed (kts)

Cabin Volume (cu ft.)

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

New 2016 Vref Price $ US Mil

In-Operation

% For Sale

Average New & New/Used Pre-owned Sold Sold* Per month*

PC-12 NG

209

356

1,608

$4.857

587

4.4%

TBM 900

252

143

1,514

$3.890

102

4.9%

Model

Data courtesy of Conklin & de Decker, JETNET; Vref; Aircraft Cost Calculator. *Average Pre-owned Full Sale Transactions in the past 12 months; Source: JETNET

The average speed, cabin volume and maximum payload values are from Conklin & de Decker and Aircraft Cost Calculator, while the number of aircraft in-operation and percentage ‘For Sale’ are as reported by JETNET. The PC-12 NG has 4.4% of its fleet currently ‘For Sale’ and the TBM 900 has 4.9% for sale. The average number of new deliveries and used transactions combined, per month, for the PC-12 NG is three times higher at 12 per month over the TBM 900, as shown in the last column.

Depreciation Schedule

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

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

14.29 %

Source: NBAA

Table E - Part 91 & 135 MACRS Schedule 2016 Pilatus PC-12 - PRIVATE (PART 91) Full Retail Price - Million Year

$4.857 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$1.0

1.6

0.9

0.6

0.3

Depreciation Value ($M)

$3.9

2.3

1.4

0.8

0.3

Cum. Depreciation ($M)

$1.0

2.5

3.5

4.0

4.6

4.9

Full Retail Price - Million

$4.857

Rate (%)

2016 Pilatus PC-12 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.69

1.19

0.85

0.61

0.43

0.22

Depreciation Value ($M)

$4.16

2.97

2.12

1.52

1.08

0.65

0.22

0.00

Cum. Depreciation ($M)

$0.7

1.9

2.7

3.3

3.8

4.2

4.6

4.9

Rate (%)

Source: Vref

116

AVBUYER MAGAZINE – June 2016

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Aircraft that are owned and operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table D, left). In certain cases, aircraft may not qualify under the MACRS system and must be depreciated under the less favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method, meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in charter service (i.e. Part 135) are normally depreciated under MACRS over a seven-year recovery period or under ADS using a twelve-year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under Aircraft Index see Page 153

AirCompAnalysis June.qxp_ACAn 24/05/2016 12:23 Page 5

MACRS over a period of fiveyears 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 E (bottom, left) depicts an example of using the MACRS schedule for the PC-12 NG aircraft in private (Part 91) and charter (Part 135) operations over five- and seven-year periods, assuming a new retail value of $4.857m, per Vref Pricing guide.

Chart E - Value & Demand

A Study of a Pilatus PC-12 NG Compared to the Daher-Socata TBM 900 Business Turboprop

Asking Prices vs Age, Airframe Total Time and Quantity

Productivity Comparisons

The points in Chart F are centered on the same aircraft. Pricing used in the vertical axis is as published in the Vref Pricing Guide. The productivity index Advertising Enquiries see Page 4

Chart F - Productivity Price (Millions)

Chart E, sourced from the MultiDimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the PC-12 NG. The current pre-owned market for the PC-12 NG aircraft shows a total of 27 aircraft ‘For Sale’ with nine displaying an asking price, thus we have plotted those nine. We also added the preowned TBM 850 and TBM 900 business turboprops in our study group. The equation that we derived from these asking prices and other criteria used should enable sellers and buyers to compare, and perhaps adjust their offerings, if necessary. While each serial number is unique, the Airframe (AFTT) hours and age/condition will cause great variations in price. Demand and Value are on opposite sides of the same Price axis. The market for New and Used PC-12 NG, 12/45, 12/47 as well as the TBM 850 and TBM 900 business turboprops responds to at least four features: Months, AFTT, Quantity and Asking Price. A final negotiated price, however, remains to be decided between the seller and buyer before a sale is completed.

$6.0

$5.0 $4.0 $3.0 $2.0

Pilatus PC-12 NG TBM 900

Pilatus PC-12

TBM 850

$1.0 $0.0 0.0000

0.0200

0.0400

0.0600

0.0800

0.1000

0.1200

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

requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. Range with full payload and available fuel; 2. The long range cruise speed flown to achieve that range; 3. The cabin volume available for passengers and amenities. Others may choose different parameters, but serious business aircraft buyers are usually impressed with Price, Range,

Speed and Cabin Size. After consideration of the Price, Range, Speed and Cabin Size, we can conclude that the PC-12 NG displays a high level of productivity. Popular attributes of the PC12 NG are its larger cabin and superior ‘Available Payload with Maximum Fuel’ attributes. Operators should weigh their mission requirements precisely when picking the option that is the best for them, since the TBM 900 costs less to purchase, operate hourly and offers a greater long-range cruise speed.

www.AVBUYER.com

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, however. The Pilatus PC12 NG continues to be very popular today. Those operators in the market should find the preceding comparison useful. Our expectations are that the Pilatus PC-12 NG will continue to do well in the new and pre-owned markets for the foreseeable future. T June 2016 – AVBUYER MAGAZINE

117

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Community News 1 June16.qxp_Layout 1 24/05/2016 14:07 Page 1

COMMUNITY NEWS T BIZAV REVIEW

Synthetic Vision Upgrade for GIV-SP

OEM Bites

Airbus has added two new members to its ACJ Service Centre network. HAECO Private Jet Solutions and ST Aerospace will help enhance the way Airbus cares for corporate jet customers and operators around the world. The ACJ Service Centre network now comprises the Airbus Corporate Jet Centre (ACJC) in Toulouse, France; Comlux America in Indianapolis; HAECO Private Jet Solutions in Xiamen, China; Sepang Aircraft Engineering (SAE) in Malaysia; and ST Aerospace in Singapore. Others will be added over time. www.airbus.com

Increased Situational Awareness for

operators of older Gulfstream model. ulfstream has received approval from the FAA to offer a synthetic vision upgrade to GIVSP aircraft equipped with PlaneDeck. The avionics enhancement increases crew situational awareness through the integration of synthetic vision with charts and maps, video capability and XM groundbased weather on flight displays. “Synthetic vision is one of the best safety features a business jet can have,” said Derek Zimmerman, president, Gulfstream Product Support. “By providing a 3-D color image of runways, terrain and obstacles, pilots get a clear view of the virtual flight path. The increased level of situational awareness, which is particularly useful in unfamiliar locations, bad weather and at night, reduces errors as well as a pilot’s workload. “This upgrade will ensure the nearly 325

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AVBUYER MAGAZINE – June 2016

GIV-SPs in service worldwide remain a valuable asset for years to come.” Synthetic vision is currently standard on G650/G650ER aircraft and an option on the G550, G450 and G280. More than 60% of Gulfstream’s fleet of nearly 1,100 large-cabin aircraft have the vision-enhancing technology. Operators who plan to take advantage of this upgrade must have an aircraft equipped with Flight Management System 6.1, which provides several enhanced capabilities, including required navigation performance functionality, Future Air Navigation Systems 1/A+ provisions, and satellite-based augmentation system GPS/localizer performance with vertical guidance approach. www.gulfstream.com www.AVBUYER.com

Bombardier reaffirmed its commitment to the success of the Learjet product family by announcing the creation of a dedicated, worldwide sales team with the Learjet 70 and Learjet 75 aircraft as its singular focus. To that end, Mike Fahey is appointed Vice President, Learjet Aircraft Sales, assuming overall responsibility and accountability for the Learjet program worldwide. Bombardier also announced that its pre-owned aircraft sales activities would be led going forward by Peter Bromby, newly appointed Regional Vice President of Pre-Owned aircraft. www.businessaircraft.bombardier.com

MIKE FAHEY

Aircraft Index see Page 153



Jetnet June.qxp_Layout 1 23/05/2016 17:48 Page 1

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Community News 1 June16.qxp_Layout 1 24/05/2016 14:07 Page 2

COMMUNITY NEWS T BIZAV REVIEW

AW609 Flight Test Resumption Approaches

OEM Bites

Cessna recently celebrated the 25th anniversary of the maiden flight of the Model 525 CitationJet prototype, the aircraft that would become the foundation of the light jet segment. The maiden flight took place on April 29, 1991 with deliveries starting two years later. Innovation in the 525 line has been a constant since then, with eight platforms certified. www.txtav.com

A/C 3 Completes first ground run in Italy. eonardo-Finmeccanica announced recently that the third prototype (A/C3) of the AgustaWestland AW609 TiltRotor has completed its first ground run at the company’s facilities in Cascina Costa, Italy, marking a critical milestone as the program advances its testing and plans a resumption of flight testing activities. These tests prepare the prototype for FAA certification flight testing this summer at the company’s Philadelphia facility. The AW609 is capable of flying within an envelope that includes cruise conditions up to 275 knots, at an altitude of 25,000 feet in

a pressurized cabin, for missions with ranges up to 1,000nm with available fuel options. This aircraft will mark a new era in civil aviation. Testing plans for the A/C3 also include icing trials in the winter of 2016 to demonstrate its capabilities in known icing conditions. These high standard design features allow the AW609 to perform a host of missions not previously achievable with any other commercial aircraft. Certification of the AW609 TiltRotor is expected in 2018, with customer deliveries to follow. www.leonardocompany.com

The BEST AIRCRAFT FOR SALE SEARCH

anywhere, everywhere - on pc, smartphone and tablet.

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AVBUYER MAGAZINE – June 2016

BUSINESS AVIATION INTELLIGENCE

www.AVBUYER.com

Cirrus has flown the first production Vision SF50 jet. Spokesman Ben Kowalski told the Grand Forks Herald the aircraft flew on May 5 and performed as expected. “It demonstrated that we have implemented out a repeatable process on our production line and are prepared to begin initial production of the Vision Jet,” Kowalski said. Production of the aircraft began more than a year ago and Kowalski said the company took its time to finish the plane as it refined processes. www.cirrusaircraft.com

Dassault’s Falcon 2000LXS recently became the first business jet to fly an Instrument Approach Procedure (IAP) with a published LPV minima of 200 ft, using Europe’s EGNOS LPV200 service. The flight, at Paris’ Charles de Gaulle Airport, was performed as part of initial European LPV200 trials, which also involved Airbus 350 and ATR-700 commercial aircraft. www.dassaultfalcon.com Aircraft Index see Page 153

Community News 1 June16.qxp_Layout 1 25/05/2016 09:47 Page 5

Doug Schwartz

Michelle Lieuallen

Dagmar Grossmann

Robert Duncan

BizAv People Greg Babcock is appointed by Global Jet Capital as vice president for the Central US sales region. Babcock has sold a total of $1.6 billion worth of aircraft with companies including Embraer, Cessna, GE Capital, US Bank and Key Equipment Finance. Robert Duncan, a nationally recognized aviator, businessman, art collector and civic leader, is the recipient of the 2016 AEA Lifetime Achievement Award. Chris Goodman has joined BSI as one of the team's Financial and Strategic Planning Analysts. Dagmar Grossmann was the recipient of a surprise award at the Sapphire Pegasus Awards Gala dinner last month in recognition of her achievements and contributions to Business Aviation, particularly in Central and Eastern Europe. Ron Gunnarson joined Sullivan Higdon & Sink as practice director for aviation, aerospace and defense. Gunnarson has a 26-year aviation career. Christopher Kubasik, L-3 Communications president and COO was elected to the board of governors of The Wings Club Foundation. Michelle Lieuallen was added to the Raisbeck Engineering team in the role of sales support manager. She reports to Bill Cadow, VP of Sales.

David J. Peterson is appointed director of Completions Sales, Jet Aviation Basel. Peterson is responsible for liaising with aircraft owners, operators and industry executives. Michel Potvin becomes president, Esterline Corporation’s Avionics Systems business group, which includes Esterline’s CMC Electronics and the newly acquired Simulation Visual Systems capability. He succeeds Greg Yeldon. David Ricklin is RUAG Aviation’s new general manager at its Business Aviation maintenance and FBO facility in Geneva. Doug Schwartz, a long time member of NBAA’s board of directors, recently received the Flight Safety Foundation’s annual Business Aviation Meritorious Service Award. Florent Sériès joins the TAG Aviation Europe charter sales team as vice president, sales and marketing. Randy Smith becomes vice president, mobile maintenance services division, Stevens Aviation. In his new role, Smith will be expanding Stevens’ established AOG coverage of the East Coast, in addition to building other mobile maintenance services. Bruce Whitman, FlightSafety International's chairman, president and CEO, has received the Médaille de l'Aéronautique from France. Suran Wijayawardana was named by the National Air Transportation Association as Chairman of its Air Charter Committee. T

BizAv Events 2016 ILA Berlin Air Show France Air Expo The Elite London Baltic Business Aviation NBAA: Regional Forum NBAA: Flight Attendants Conf Isle of Man Aviation Conference Business Aviation National Forum Mediterranean Business Aviation AeroExpo UK Heli UK Expo Farnborough Airshow EAA Airventure LABACE Latin America Connect

Advertising Enquiries see Page 4

Jun 1 – 4 Jun 2 – 4 Jun 3 – 4 Jun 9 Jun 9 Jun 21 – 23 Jun 23 Jun 30 Jun 30 Jul 1 - 3 Jul 1 - 3 Jul 11 – 17 Jul 25 - 31 Aug 30 - Sep 1 Aug 30 - 31

Berlin, Germany Lyon, France Biggin Hill, London, UK Riga, Latvia Van Nuys, CA, USA Delray Beach, FL, USA Douglas, Isle of Man Bern, Switzerland Sliema, Malta Sywell, UK Sywell, UK Farnborough, UK Oshkosh, WI, USA Sao Paulo, Brazil Bogota, Colombia

www.AVBUYER.com

www.ila-berlin.com www.franceairexpo.com www.theeliteevents.com www.aeropodium.com www.nbaa.org www.nbaa.org www.cmaviationconference.com www.ebaa.org www.aeropodium.com www.aeroexpo.co.uk www.heliukexpo.co.uk www.farnborough.com www.eaa.org/en/airventure www.abag.org.br www.aea.net

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NOVEMBER 1– 3, 2016 ORLANDO, FL

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Mente June.qxp 24/05/2016 16:09 Page 1

S H O W C A S E

1998 Hawker 800XP

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

Serial Number: Registration: Airframe TT: Landings:

- Dee Howard Thrust Reversers - Precise Pulselights - CAMP Maint. Tracking - DeVore Tel-Tail Lighting Interior Interior 2006, 8 pax (5 beige leather seats with a 3 place navy fabric divan) plus belted lav. Forward galley with Corian work surface, ice drawer, lighted crystal display, microwave, hot coffee, and china storage. Mar 2015 updates include re-dyed seats, new carpet / padding, new headliner, lower sidewalls recovered; new Flightfloor in galley, cockpit, and on steps; LED lighting on lower sidewalls and headliner, new sound insulation, new DVD/CD player with Bluetooth control, new stereo speakers Exterior Paint 2002, touched up in 2015. New LH & RH Windshield 03/15

258369 N621WH 6312.9 5418

Engines Honeywell TFE731-5BR-1H Engine Program: MSP Gold Left Engine s/n P107350 Current Time: 6200 hrs, 5310 cycles - MPI c/w 6200 hours (01/16) next due 8300 hours - CZI c/w 4191 hours (07/08) next due 8391 hours Right Engine s/n P107311 Current Time: 6116 hours, 5267 cycles - MPI c/w 4226 hours (11/08) next due 6232 hours - CZI c/w 4226 hours (11/08) next due 8400 hours APU Honeywell GTCP36-150 (W) APU Program : MSP 4290 Hours 5400 Cycles

Avionics Avionics Program Collins CASP ADF Collins ADF-462 Air Data Computer Dual Collins ADC-850D Avionics Package Collins EFIS-86E 5-tube / Pro Line 4 Comm Radios Dual Collins VHF-422C w/ 8.33 spacing CVR Universal CVR-30B DME Dual Collins DME-442 FMS Dual Universal UNS-1D w GPS Flightphone Magnastar C-2000 w Dual Handset (service off) GPS Dual Collins GPS-4000 Hi-Frequency Collins HF-9000 w SELCAL Nav Radios Dual Collins VIR-432 w FM Immunity Radar Altimeter Collins ALT-55B Additional Features - Airshow 400 - Wired for Wi-Fi - Long Range Oxygen

2002 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

324 N150RJ 4403.5 3205

Engines GARRETT TFE731-40-1C NO. 1: 4334.6 TSN 3156 CSN S/N P115334 NO. 2: 4358.0 TSN 3175 CSN S/N P115338 NO. 3: 4289.5 TSN 3135 CSN S/N P115336 ENGINES ENROLLED ON MSP GOLD APU GARRETT 36-100A APU S/N 437 2553.2 TSN ON MSP GOLD Avionics COLLINS PRO-LINE 4 IFS: COLLINS EFIS-4000 (FOUR TUBE)

David Coppock, Cell: +1 (602) 509-0953 Tel: +1 (214) 351-9595 E-mail: dcoppock@mentegroup.com

COMM: NAV: ADF: DME: RADAR:

TRIPLE COLLINS VHF-422C DUAL COLLINS VIR-432 Dual Collins ADF-462 DUAL COLLINS DME-442 COLLINS TWR-850 w/ DUAL CONTROL PANELS X/PDR: DUAL COLLINS TDR-94D MODE S AUTOPILOT: COLLINS APS-4000 HF: DUAL COLLINS HF-9034A W/ COLTECH SELCAL FMS: DUAL COLLINS FMS-6100 GPS: DUAL COLLINS GPS 4000 IRS: DUAL HONEYWELL LASEREF III R/ALT: DUAL COLLINS ALT-55B w/ DUAL ANTENNAS

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

Advertising Enquiries see Page 4

www.AvBuyer.com

Interior Configured for nine passengers with six individual fully articulating and berthable club chairs and a three place divan. A mirrored AFT Bulkhead, brushed aluminium fixtures and medium dark cabinetry with a high gloss finish. Cabin amenities Inc. an aft lavatory, forward refreshment center equipped with china & crystal storage. A DVD, high temp oven, microwave & a Krupp’s Nespresso coffee maker, MSA shades, three executive tables, three personal monitors. Audio/Video/Light Membrane touch controls; located at each seat. Refurbished by Duncan Aviation Sept 2012 Exterior Overall Matterhorn White with Castle Tan, Deep Red and Gloss Black Stripes. NEW BY DUNCAN AVIATION SEPTEMBER/2012

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

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Global Jet CL605 June.qxp 26/05/2016 16:37 Page 1

S H O W C A S E

2012 Bombardier Challenger 605 Make Offer Serial Number: 5899

Airframe TT: Landings:

847 462

• One owner since new

• Engine enrolled on : GE on Point

• GACAR Part 135

• APU Model: Honeywell CTCP 36-150CL

• Parts still under warranty • Seating capacity 12 pax • Engine Model: GE CF34-3B Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 153

Global Jet CL605 June.qxp 26/05/2016 16:37 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Global Jet Falcon 7X sn167 June.qxp 26/05/2016 16:38 Page 1

S H O W C A S E

Dassault Falcon 7X The asking price is $32,5M Serial Number: 167 Registration: LX-USM

Airframe TT: Landings:

• The airframe is covered by Falcon Care

• Automatic dependent surveillance - Broadcast out (ADS-B OUT)

• The engines and APU are enrolled on ESP and MSP respectively • The following Easy II options are installed on this Falcon 7X: • Enhanced avionics system • Enhanced navigation with localizer performance with vertical guidance (LPV)

2043 872

• Synthetic vision system • Controller Pilot Data Link Communication (CPDLC) ATN & FANS 1/A • Certified for 14 passengers for commercial operations under EU-OPS1

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 153

Global Jet Falcon 7X sn167 June.qxp 26/05/2016 16:38 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Global Jet G550 SN 5113 June.qxp 07/06/2016 14:16 Page 1

S H O W C A S E

2006 Gulfstream G550 The asking price is $24,750,000 USD Serial Number: 5113 Registration: N919PE

Airframe TT: Landings:

2461 931

• This airplane is very well covered! • The airframe is covered by Plane Parts • The engines are enrolled on Rolls Royce Corporate Care • The APU is enrolled on Honeywell’s Service Plan Gold • The Avionics are enrolled on Honeywell Avionics Protection Plan

This G550 also features: - New exterior paint done in 2014 - Gulfstream BBML - Synthetic Vision - ADSB OUT (ASC 105) - Enhanced Navigation including CPDLC/FANS 1A (ASC 084) N919PE is certified for 16 passengers

Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 153

Global Jet G550 SN 5113 June.qxp 26/05/2016 16:38 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Global Jet G550 SN 5395 June.qxp 26/05/2016 16:39 Page 1

S H O W C A S E

2013 G550 Price Reduced to $40,750M Serial Number: 5395 Registration: OE-LPN

Airframe TT: Landings:

• Equipped with the ELITE INTERIOR OPTION

This G550 is compliant with the new airspace regulations:

• The airframe is covered by Plane Parts

• TCAS 7.1 (ASC 103)

• The engines are enrolled on Rolls Royce Corporate Care • APU is enrolled on Honeywell’s Service Plan

1252 355

• ADSB OUT (ASC 105) • Enhanced Navigation including CPDLC/FANS 1A (ASC 084) Certified for 13 passengers for commercial operations under EU-OPS1 Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 153

Global Jet G550 SN 5395 June.qxp 26/05/2016 16:39 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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

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Global Jet Global 6000 June.qxp 26/05/2016 16:40 Page 1

S H O W C A S E

2014 Bombardier Global 6000 Asking Price: Make Offer Serial Number: 9559

Airframe TT: Landings:

• Certified for 4 crew members and 15 passengers for taxi, take-off and landing

• Engines on Rolls Royce Corporate Care

• Total Time Air Frame: 464 hours • Cycles since new: 205

488 216

• APU on Honeywell Maintenance Service plan • EU-OPS 1 compliant for commercial operations • Very nice customised interior Global Jet Monaco Florian Van Der Cruyssen, Aircraft Sales Director, L'Albatros, 9, bd Albert 1er, MC - 98000 Monaco

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www.AVBUYER.com

Aircraft Index see Page 153

Global Jet Global 6000 June.qxp 26/05/2016 16:40 Page 2

S H O W C A S E

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetconcept.com Advertising Enquiries see Page 4

www.AvBuyer.com

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

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IAG 2000 Falcon 50EX April.qxp 24/05/2016 16:11 Page 1

S H O W C A S E

Price: $4,795,000 USD 2000 Falcon 50EX Serial Number: Registration: Airframe TT: Landings:

304 N909JM 5578.4 4083

• One US Owner Since New • Unmatched Pedigree, No Expense Spared • Engines/APU On MSP Gold • WAAS/LPV • ADS-B Out • AirCell Axxess II SatCom • GoGo Biz High-Speed Data • Dry Bay Mod • Always Operated FAR 135 • New Paint 2010

Manhattan Seattle Silicon Valley 136

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

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

IAG 2004 Falcon 900EX June.qxp 25/05/2016 12:55 Page 1

S H O W C A S E

Price: $14,750,000 USD 2004 Falcon 900EX EASy Serial Number: Registration: Airframe TT: Landings:

137 N50NU 3256 2149

• Pristine Pedigree, Condition, Maintenance, History and Records • 2C Inspection and Landing Gear Overhaul Currently in Progress • Immaculate Interior - Refurbished in 2014 • New Paint in 2014 • 12-Passenger Interior with Forward Crew Lavatory • Two US Owners Since New • EASy II with ADS-B Out / LPV Approach / XM Graphical Weather / Dual Charts • Heads-Up Guidance System (HGS) • Synthetic Vision System (SVS) • TCAS 7.1 • EMTEQ LED Lighting and New Honeywell C200 Touch Screen Controls • MCS-7000 SATCOM w/ Swift 64 Data • GoGo Biz ATG-5000 w/ GoGo Biz Voice, Text and Talk • Engines / APU on MSP Gold

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 4

www.AVBUYER.com

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

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Jet Sense Aviation, LLC Lear 40XR June.qxp_Empyrean 26/05/2016 10:15 Page 1

S H O W C A S E

Asking price $2,595,000 2008 Learjet 40XR Serial Number: Registration: Airframe TT: Landings:

2104 N550DN 4738 3858

• MSP Gold • New Interior (5/2016) • New UNS-1EW (WAAS+LPV) • New ADS-B Out Installed • Will Be Delivered with New Paint ***Still Time for Buyer to Pick Paint*** • Fresh Gear Inspection (3/2016) • Fresh ABC Inspection (3/2016) • Fresh Pre Buy and Borescopes • Air Conditioning Engines Left Engine Description Honeywell TFE 731-20BR-1B S/N: P-116913C THSN: 4743 Hours TCSN: 3861 Program Coverage MSP GOLD Engines Right Engine Description Honeywell TFE 731-20BR-1B S/N: P-116912C THSN: 4749 Hours TCSN: 3868 Program Coverage MSP GOLD Avionics Universal UNS-1EW (WAAS+LPV) TCAS II Primus 1000 DU-870 EFIS/MFD

Dual AZ-850 Dual AHZ-800 Dual Honeywell RNZ-851 EICAS Dual Honeywell RCZ-833 Honeywell Primus WU-660 w/ Color RT-300 Honeywell Mark V w/ Windshear Alert Honeywell Artex C406-2 w/ Nav Interface Dual IC-600 Dual Honeywell 800 Features  UNS-1EW (WAAS+LPV)  NEW ADS-B Out Installed  RVSM Capable  Precise Pulselight System  115 VAC Outlets

AVBUYER MAGAZINE – June 2016

OLD INTERIOR

Interior NEW 2016: 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: Will Be Delivered with New Paint ***New Paint Scheme Shown Above But Buyer Still Has Time to Choose***

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

138

OLD INTERIOR

www.AVBUYER.com

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

Aircraft Index see Page 153

Jet Sense Aviation, LLC Lear 60XR June.qxp_Empyrean 26/05/2016 10:16 Page 1

S H O W C A S E

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

348 N550DG 3916 2731

• ESP Gold • Enrolled in SMART PARTS • Fresh A Inspection in February 2016 • TCAS II w/ Change 7 • Enrolled in CAMP• Part 135 Ready • New Paint Striping 7/15 • No Damage History • Always US Registered • Always Bombardier Maintained • Complete Logbooks Engines Left engine Pratt & Whitney PW305A Hours: 3844. Cycles: 2683 Engines Right engine Pratt & Whitney PW305A Hours: 3834. Cycles: 2677 Avionics Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D FMS: Dual Collins FMS 5000

ADF: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Communications: Dual Collins VHF 422C DME: Dual Collins DME-442 Navigation: Dual Collins VIR-432 Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Interior Fireblocked, XR Executive Floor Plan A (Eight Passengers) 7 Passenger Seats and 1 Belted Lavatory Seat. The Cabin Features Four-Place Executive Club Chairs with Two (2) Executive Fold-Out Tables and a Forward Three-Place Divan. Forward Galley and the Standard Lavatory is Located Aft of the Main Cabin. External Baggage Compartment Exterior New Striping 2015. Top Fuselage is Matterhorn White. Bottom Fuselage is Royal Blue. Accent Stripes are Silver Additional Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY Cabin Entertainment System - DVD system

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

Advertising Enquiries see Page 4

www.AvBuyer.com

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

June 2016 – AVBUYER MAGAZINE

139

Sojourn Aviation Challenger 605 June.qxp 24/05/2016 16:15 Page 1

S H O W C A S E

2012 Challenger 605 Serial Number: Registration:

5901 N345FX

Airframe TT: Landings:

3628 2019

Engine Status LEFT ENGINE: General Electric CF34-3B Serial Number: 801149. Hours: 3628. Cycles: 2028 Overhaul due: On Condition RIGHT ENGINE: General Electric CF34-3B Serial Number: 801150. Hours: 3628. Cycles: 2028 Overhaul due: On Condition APU is covered under the Honeywell MSP Program APU: Honeywell GTCP 36-150(CL), S/N P350, 3621 hours Avionics Collins ProLine 21 System Includes: • Four AFD 5022 Adaptive Flight Displays • Dual ADC-850E Air Data Computers • Dual Honeywell Laseref V IRS • Collins DCU 4002 Data Concentrator Unit • Engine Instrument/Crew Alerting System (EICAS) • WXR-854 Color Weather Radar • Dual FMC-6000 Flight Management System • Dual GPS-4000 GPS • Dual NAV-4000 Nav Units • Dual VHF-4000 Comm System • Collins TTR-4000 TCAS II w/ Change 7.1 • Dual Collins TDR-94D Mode S ATC Transponders • Collins ALT-4000 Radio Altimeter • Dual HF-9031A HF w/SELCAL and Datalink (ACARS) • Integrated Flight Information System (IFIS) • Dual autopilot w/single autothrottle

Additional Equipment • R.V.S.M. Capable • Honeywell Mark V EGPWS w/TAWS • L3 Communications Cockpit Voice Recorder w/RIPS • L3 Communication Flight Data Recorder • Artex C406-2 MHz ELT w/Nav Interface • Pulselights • Integrated Standby Instruments • Fwd and Aft 18.1’ Monitors (L.C.D.) Interior Bombardier Completion Center, Montreal, Quebec, September 2012. Fireblocked, Twelve (12) place executive interior configuration. The cabin features eight (8) executive club chairs with two executive fold-out tables and one executive pop-up table; (2) 2-place club seating forward and a 4-place conference group seating arrangement aft, and a full-berthing four (4) place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment. The cabin and lavatory sidewalls are Tapis Pearlized Ultraleather. The headliner is Tapis Milkweed Perforated Ultraleather. The chairs and divan are covered in Classic Cow Cameo Tan Townsend Leather. The carpet is Gavarnie carpet from Scott Group. The Woodwork is a Sapele stripped high gloss veneer from Fischer Advanced Composites Exterior Flying Colours June 2015. Top fuselage is Chevron White Pearl Mica. Bottom fuselage is Charcoal Metallic Gray. Accent stripes are Imperial Red, Starlight Silver Metallic and Copper Harlequin Red to Gold

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

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www.AVBUYER.com

Tel: +1 316-733-6500 sales@sojournaviation.com www.sojournaviation.com

Aircraft Index see Page 153

Sojourn Aviation Cit X & Lear 40XR June.qxp 24/05/2016 16:15 Page 1

S H O W C A S E

1997 Citation X Serial Number: 750-0027 Registration: N733FL Airframe TT: 9883 Landings: 6216 · WINGLETS · NON-SPLIT BUSS WITH DUAL LASEREF II · ATG 4000 WI-FI · ENGINES ENROLLED ON RRCC · APU ON MSP Engines Engine #1 (CAE330056) 9415 Hours/ 5933 Cycles *4500 hour Shop Visit Interval 1105 hrs SSV Engine #2 (CAE330057) 9724 Hours / 6115 Cycles *4500 hour Shop Visit Interval 946 hrs SSV **Engines Rolls Royce Corporate Care APU (Honeywell, Model # GTCP36-150(CX) on MSP APU SN P-203: Hrs 11,477 TSHSI(Doc 28) 520 hours

Asking Price $2,900,000.00 USD Avionics 5 Tube Honeywell EFIS Dual Honewyell RCZ-851 Comm Dual Honeywell RCZ-850 Nav HoneywellRNZ-850 ADF Honeywell RNZ-850 DME Dual Honeywell RCZ-850 ENH Mode S Transponder Honeywell Primus 880 Radar Dual Honeywell FMZ-2000 FMS Dual Honeywell 12 Channel GPS Dual King KHF-950 w/Selcal HF RT-300 Radio Altimeter Other Equipment Cabin Briefing Wing/Tail Nav LED's 2 SAT Fax/Data Outlets (2) Cockpit 28 VDC Recept Elliptical Winglet Technology Winglets

2009 Learjet 40XR Serial Number: 40-2116 Registration: N625FX Airframe TT: 4683 Landings: 3789 · 7 PASSENGER EXECUTIVE CLUB INTERIOR · SMART PARTS · ENGINES ON MSP Engines LEFT ENGINE: Honeywell TFE 731-20BR-1B Serial Number: P-132123C. Hours: 4683. Cycles: 3790. TSMPI: 1735 hrs. CZI Due: @6000hrs RIGHT ENGINE: Honeywell TFE 731-20BR-1B Serial Number: P-132124C. Hours: 4581. Cycles: 3717. TSMPI: 1632 hrs. CZI Due: @6000hrs Engines are covered under the Honeywell MSP Gold

Price : Please Enquire

Program. APU: Air Conditioner in Lieu Of APU Avionics Honeywell Primus 1000 System includes: • Dual AZ-850 Air Data Computers • Dual AHZ-800 AHRS Computers • Dual IC-600 Auto Pilot Computers • Dual Honeywell RNZ-851 Nav Units • Dual Honeywell RCZ-833 Comm Units • Dual Honeywell 800 Digital Acquisition Units • Four Tube DU-870 EFIS/MFD with 7” X 8” Displays • Engine Instrument/Crew Alerting System (EICAS) • Honeywell Primus WU-660 Color Radar • RT-300 Radio Altimeter Additional Equipment • R.V.S.M. Capable • Honeywell Mark V EGPWS with Windshear Alert

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

Advertising Enquiries see Page 4

Exterior Overall Chevron White with Charcoal Gray, Antique Gold and Turquoise Green Metallic Striping with Gray Exits. Last Paint Sept 2011 Interior Eight Passenger Fire Blocked Seating With a Four Place Club with Two Stowing Executive Tables. Aft Cabin Features a Four Place Club Two Stowing Executive Tables, Aft Storage Cabinet in Back Lav. Fwd Galley with Mapco Heated Containers, microwave, Two Large Ice Drawer Compartments with Drain . Monitor Mounted in Bulkhead in LH Fwd , Single CD/DVD, (2) Cabin Seats with Mounted Airshow Mouse Controllers (VIP) Seats, (4) Portable Video Monitors with 8 Location Monitor Receptables. Aft Lav with Side Facing Toilet and Lighted Vanity Mirror. 8 Cabin Seats and Lav Seat covered with Spinney Beck

www.AvBuyer.com

• Honeywell Cockpit Voice Recorder • Artex C406-2 MHz ELT w/Nav Interface • Pulselights • Fwd and Aft 10.4” Monitors (L.C.D.) • Airshow 410 • Cabin entertainment system (10 disc CD changer, DVD player) Interior Bombardier Completion Center, Wichita, Kansas January 2009. Fireblocked, Seven (6) passenger seats and one (1) belted lavatory seat. The cabin features six (6) executive club chairs with four executive fold-out tables. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior Bombardier Completion Center, Wichita, Kansas January 2009. Top fuselage is Matterhorn white. Bottom fuselage is Royal blue. Accent stripes are red and blue

Tel: +1 316-733-6500 sales@sojournaviation.com www.sojournaviation.com

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Aviatrade Belgium Falcon 7X May.qxp 25/05/2016 14:14 Page 1

S H O W C A S E

Falcon 7X Serial Number:

046 VQ-BAA

Fresh full refurbishment and fresh 1c for sale by owner

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

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

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

www.AVBUYER.com

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

Aviatrade Belgium Legacy 650 June.qxp 25/05/2016 14:16 Page 1

S H O W C A S E

Legacy 650 Serial Number:

14501121

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

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

Full spec on www.avitrade.eu

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

www.AvBuyer.com

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

143

Aviation Consultants of Aspen June.qxp 25/05/2016 12:59 Page 1

S H O W C A S E

Price: $1,700,000 USD

1988 Canadair Challenger 601-3A Serial Number: Registration: Airframe TT: Landings:

5025 N660AF 6461.3 5521

• Fresh Landing Gear 60 Month Inspection • 557 Hours since Engine Overhaul (on JSSI) • 12 Passenger Interior • GOGO ATG-4000 Wi-Fi Left Engine CF34-3A, S/N 350207, 6189.4 Hours Since New, 4739 Cycles, 557.7 Hours Since Overhaul Right Engine CF34-3A, S/N 350198, 6682.2 Hours Since New, 5309 Cycles, 557.7 Hours Since Overhaul Engines enrolled in JSSI Program APU GTCP 36-100E, S/N P-315, 4767 Total Hours, 963 Hours Since Hot Section. On MSP Avionics Honeywell EDZ-800 5 Tube EFIS Honeywell DFZ-800 Autopilot Dual Honeywell AZ-810 Digital Air Data Computers Dual Universal UNS-1D Flight Management Systems Dual Twelve Channel GPS’s 3 Honeywell Laseref II Inertial Reference Systems Honeywell Primus 880 Color Radar RT-300 Radio Altimeter

Dual Collins HF-9000 HF’s SELCAL Dual Collins VHF-22B Coms Dual Collins VIR-32 Navs Dual Collins DME-42 DME’s Dual Collins ADF-462 ADF’s Dual Collins CTE-92E Transponders with Enhanced Mode S Enhanced Ground Proximity Warning System with Windshear Alert Options Engines enrolled in JSSI APU on MSP CAMP Honeywell HAPP coverage for Honeywell avionics RVSM, RNP-5, RNP-10, 8.33 kHz spacing, and FM Immunity mods C/W 3A and 3B Hydraulic Noise Attenuator Hush Kit ELT Artex 406HZ Exterior Aircraft exterior painted in Snow White with Blue and Black stripes. Completed in April 2011 by Duncan Aviation, Battle Creek, MI Interior Twelve passenger, plus one Tosington jump seat. Forward two club chairs with foldout table with a four place divan on the right hand side. Aft four place conference group with table on the left and two club chairs with foldout table on the right. Chairs and divan are finished in Tan Leather. Woodwork is high gloss. Carpet is brown. Plating is Satin brushed brass.

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

144

AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

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

CAAP G280 May.qxp 25/05/2016 12:27 Page 1

S H O W C A S E

Asking price $20.995 Million

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

2054 N186RW 55 15

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

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 4

www.AvBuyer.com

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

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MSTC Ltd June.qxp 25/05/2016 14:29 Page 1

S H O W C A S E

2006 Airbus A319 133 CJ Serial Number: Registration:

2650 VT-VJM

Airframe TT:

4878

The Airbus A319-133CJ VT-VJM (MSN 2650) is a luxurious Corporate Jet having 25 passenger seating capacity and 6 crew seating capacity. The Aircraft has very ideal and attractive exterior and interior layout & design with luxurious feel for corporate or governmental flights and combines comfort, aesthetics and luxury in one superb package. For details please visit e-Auction No. MSTC/WRO/SERVICE TAX-V COMMISSIONERATE, MUMBAI/1/Bandra (East)/16-17/3 on www.mstcecommerce.com www.mstcindia.co.in Sale of Aircraft by MSTC Ltd on behalf of Commissioner of Service Tax Mumbai Tel: +91-9869043055 Email: ganeshyadav@mstcindia.co.in

Price: Make Offer Tel: +91-9869043055 Email: ganeshyadav@mstcindia.co.in www.mstcecommerce.com www.mstcindia.co.in

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www.AVBUYER.com

Aircraft Index see Page 153

Royal Jet Group June.qxp 24/05/2016 16:20 Page 1

S H O W C A S E

2000 A6-DFR Boeing Business Jet Serial Number: Airframe TT: Landings:

30884 5,906 2,126

Basic Specifications Next A Check –Aug 2016 Next C Check –Aug 2017 Soft Refurb: • Board Meeting room changed into Divans in 2010 • New divans with fabric & leather-Remaining Divans were refurbished in 2011 with new fabric and leather armrests • Crew Rest Divans were refurbished in 2011 • Carpet change done in 2014 • 22 Pax in total (VIP Seats & Divans, Private Office/Meeting Room, Rear Bedroom, Crew Rest) Mid Cabin Shower

• Another En-suite Shower attached to the VIP Bedroom • 5 Additional Auxiliary Fuel Tanks • 11 –12 Hour Range • Satellite Phone / Live TV / Air Show / IFE (In-Flight Entertainment) / Cabin Audio • FANS 1 Upgrade (CPDLC & ADSC), ADSB-Out, TCAS 7.1 • Approved for RNP AR • ACARS over VHF & SATCOM • ETOPS 180 Please Contact For Price

Selling to maintain the size of Royal Jet’s BBJ Fleet as we are taking delivery of two brand new BBJ’s at the end of the 2016

1999 A6-RJX Boeing Business Jet Serial Number: Airframe TT: Landings:

29865 11,453 3,683

Basic Specifications

• 30 Pax • C-1 Check Completed May 2015 • Next C Check May 2018 • 12-Year Landing Gear Completed Dec 2011 • 28 VIP Seats + 2 on Divan • 28 VIP Seats with 140 Degree Decline • 2 Pilots, 1 Flight Engineer, & up to 4 Cabin Crew • 5 Additional Auxiliary Fuel Tanks (11-12 hour range) • Range: 5,000 NM (approximately)

• Bedroom in the Back • 1 VIP Bathroom –2 Standard Bathrooms • Satellite Phone / Live TV / Air Show / IFE (In-Flight Entertainment) / Cabin Audio • FANS 1 Upgrade (CPDLC & ADSC), ADSB-Out, TCAS 7.1 • Approved for RNP AR • ACARS over VHF & SATCOM • ETOPS 180 • Forward Air Stairs Please Contact For Price

Royal Jet Rami Darras Royal Jet -Corporate Development & Business Planning Advertising Enquiries see Page 4

www.AvBuyer.com

Mob: +971-50-6213200 rdarras@royaljetgroup.com

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JetPro Texas 1998 Learjet 45 April.qxp_Heeren Cit Ultra sep 24/05/2016 16:25 Page 1

S H O W C A S E

1998 Bombardier Learjet 45 Serial Number: Registration:

10 N556JP

Airframe TT: Landings:

4,947 3,538

Airframe On CAMP 4,947 Hours Since New 3,538 Landings Engines MSP Gold Engines: Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-111130-C 4,947 SNEW. 3,538 CSN. 2,527SMPI Engine 2 s/n P-111131-C 4,832 SNEW. 3,445 CSN. 742 SMPI APU APU: Honeywell RE100 s/n P-180 TTSN 1,423 Enrolled On Honeywell’s MSP Gold Avionics Avionics: Enrolled On Honeywell’s HAAP 4 Tube HONEYWELL PRIMUS 1000 EFIS Universal UNS-1C FMS Garmin 165 2nd IFR GPS Dual Honeywell RCZ-851 Comm Units Dual Honeywell RNZ-851 Nav Units Honeywell PRIMUS 660 RADAR

Honeywell PRIMUS 1000 Autopilot Honeywell TCAS II w/Change 7.0 Honeywell CD-850 CLRNC DEL UNIT Artex C-406-2 ELT Universal Class A TAWS Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell RT-300 Radar Altimeter Interior The eight passenger interior is arranged in a center club with an additional 9th belted lavatory seat. Seats are finished in gray leather with new carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. 110v Outlets in the cabin, galley and aft lav. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage with the optional flip down baggage shelf. Interior refurbished 7/2015 Exterior All new paint September 2015. Overall white with flight red, black and metallic charcoal stripes Fresh Bombardier Inspections

Please contact: Don and Sam Starling

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AVBUYER MAGAZINE – June 2016

www.AVBUYER.com

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

P149-152.qxp 25/05/2016 14:22 Page 1

Marketplace Boeing 767 2DXER Price:

Please call

Year:

2001

S/N:

32954

Reg:

P4-CLA

TTAF:

3742

Location: Switzerland

Dassault Falcon 7X

Range of the aircraft is 6400 nm – 14 hours non-stop Complete maintenance records. Airframe: Total Time: 3689 hrs. Total Landings: 947 ldgs. Engines: Engine Model: CF680C2B6F (General Electric). Engine 1 S/N: 706393 TSN/CSN: 3689 hrs. / 947 cycles. Engine 2 S/N: 706394 TSN/CSN: 3689 hrs. / 947 cycles. APU: APU Status: APU Model: GTCP331-200ER (PN: 3800298-1). APU S/N: P2854 (TSN: 5071 hrs., 2806 cycles). Inspection: Maintenance tracking program: FAME. Complete maintenance records

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com

Comlux Price:

Make Offer

Year:

2010

S/N:

098

Reg:

OY-TSS

TTAF:

1534

Location: Malaysia

Airbus ACJ 319

14 pax Very Low number of hours Airframe enrolled in Dassault Falcon Care program Engines enrolled on P&W ESP Gold plan APU enrolled on Honeywell MSP Gold Compliant with both FAA and EASA regulatory requirements Dassault EASy II, Honeywell Primus Elite and FANS 1/A Aircraft base: Kuala Lumpur – Sultan Abdul Aziz Shah Airport

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com

Comlux Price:

Make Offer

Year:

2001

S/N:

1485

Reg:

VQ-BKK

TTAF:

5492

Location: Switzerland

Bombardier Challenger 605

This ACJ319 is configured for Head of State or Corporation operations. It can accommodate up to 32 passengers in Executive /First class configuration. The cabin is certificated for public transport. The cabin completion has been performed by Air France Industries in Paris in 2001. The aircraft has been refurbished in January 2013 to increase comfort on board by reducing seating capacity. IFE includes Audio video (CD, DVD), Multi-channel Satcom and Airshow. The aircraft is fitted with 4 Additional Center Tanks and it can perform missions of around 9 Hours (4200 nm)

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com

Comlux Price:

Please Call

Year:

2008

S/N:

5754

Reg:

S5-ADD

TTAF:

3000

Location: Switzerland

Cessna Citation Jet

Tel: +41 (0) 44 205 50 70 Email: severine.cosma@comlux.com

Comlux

One owner since new Engine Model: GE CF34-3B Engine 1 S/N: 950695 TSN/CSN: 3000 hrs. /1254 cycl. Engine 2 S/N: 950695 TSN/CSN: 3000 hrs. /1254 cycl. APU Model: Honeywell 36-150CL APU S/N / Part: P199 TSN: 3452 hrs. Seating capacity: 11 pax CAMP program EASA EU OPS1 Last Maintenance check performed at Amsterdam Bas In October 2015 Exterior-Overall Matterhorn White w/ Fighter Blue and Light Grey Stripes

Jack Schafer Aircraft Sales Price:

Please Call

Year:

1994

S/N:

525-0043

Reg:

N525PL

TTAF:

3136

Tel: (949) 887-3431 E-mail: schaferaircraft@aol.com

CESCOM Williams Engine TAP-Elite Program Hangered Since New No Damage History One Owner Aircraft Exterior: White with Burgundy and Navy Blue Trim Document 10 Inspection Currently Being Performed December, 2015

Location: USA

www.aircraftsales.com Advertising Enquiries see Page 4

www.AVBUYER.com

June 2016 – AVBUYER MAGAZINE

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P149-152.qxp 25/05/2016 14:22 Page 2

Marketplace Bombardier Learjet 45XR

Price:

Please call

Year:

2004

S/N:

45-239

Reg:

C-GJCY

TTAF:

3400

Location: Canada

Dassault Falcon 50EX

Price:

Please Call

Year:

1998

S/N:

50-264

Reg:

C-GWFK

TTAF:

5753.7

Skyservice Jet Sales Price:

Please call

Year:

2007

S/N:

525B-0145

Reg:

C-FFCM

TTAF:

1781.1

Location: Canada

Challenger 300

Capital Jet Group Price:

Make Offer

Year:

2008

S/N:

20202

Reg:

N360PA

TTAF:

3222

Location: USA

Rockwell Commander 690A

Capital Jet Group Price:

Make offer

Year:

1975

S/N:

11262

Reg:

N690DS

TTAF:

7644

Location: USA

150

AVBUYER MAGAZINE – June 2016

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

Skyservices Jet Sales

Location: Canada

Cessna Citation CJ3

Tel: +1 (877) 759 7598 E-mail: jetsales@skyservice.com

Skyservice Jet Sales

www.AVBUYER.com

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

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

Tel: +1 (403) 671-2178 E-mail: jetsales@skyservice.com Well-maintained, beautiful 2007 Cessna Citation CJ3. 1781 hours of total flight time on the aircraft. Always professionally flown. This aircraft is equipped with Collins avionics, VIP seating, executive tables, refreshment center and much more. The aircraft is located in Calgary, Canada. • Pro Line 21 Integrated Autopilot/Flight Director/EFIS – Collins • Three 8x10 AMLCDS; two Primary Flight Displays and one Multi-Function Display

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

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

Aircraft Index see Page 153

P149-152.qxp 25/05/2016 14:22 Page 3

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,375,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

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

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

US $1,975,000

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

Bombardier Challenger 300

Genel Havacilik Price:

Make offer

Year:

2013

S/N:

20424

Reg:

TC-SPL

TTAF:

889

Location: Turkey

Advertising Enquiries see Page 4

www.AVBUYER.com

Tel: +90 532 218 0170 E-mail: cl300@genelhavacilik.com.tr Overall White w/ Blue & Golden Stripes9 Pax and 2 Crew Configuration w/ Fwd and Aft Four Single Seats in Club Configuration + 1 Belted LavEU OPS - One Owner Since NewAirframe:PLAN: JSSITTSN: 889.0 hoursTLSN: 622 landingsTime/Landings as of 05/04/2016Engine(s):TYPE: AS907-1-1 (HTF7000)PLAN: JSSI#1 (left):Serial number: P118992TTSN: 936.10TCSN: 590Times/Cycles as of 02/04/2016#2 (right):Serial number: P118991TTSN: 936.10TCSN: 590Times/Cycles as of 02/04/2016

June 2016 – AVBUYER MAGAZINE

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P149-152.qxp 25/05/2016 16:35 Page 4

Marketplace Bombardier Challenger 605

Price:

Make Offer

Year:

2011

S/N:

5855

Reg:

S5-ADK

TTAF:

1400

Location: Switzerland

Pilatus PC-12 NG

TRUE INTERCONTINENTAL CAPABILITIES BENCHMARK DEPENDABILITY AND RELIABILITY OUTSTANDING COMFORT AND QUIET CABIN FLEXIBLE, ETHERNET-BASED CABIN ENTERTAINMENT SYSTEM STATE-OF-THE-ART AVIONICS SUITE APU Honeywell GTCP-36-150(CL) (1,450 HRS / 1,225 CYC)

Tel: +1 (972) 740-9426 E-mail: cahsales@ntin.net

C.A.H. Aircraft Sales Price:

Please Call

Year:

2011

S/N:

1296

Reg:

N358MB

TTAF:

1386

Location: USA

+1 832 934 0055

Alberth Air Parts

Tel: +43 (0) 1706 2700 720 E-mail: asset@mjet.eu

MJet GmbH

Low time One Owner Aircraft Honeywell Apex Avionics Dual GPS with WAAS/LPV 8 PAX interior with Oxygen Flood Air Conditioning Beautiful Paint & Interior Bose Noise Cancelling Headsets XM Weather integration FDS Cabin Entertainment

Par Avion Ltd

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011

Advertiser’s Index Ist Source Bank.................................................................61 21st Century Jet Corporation......................................154 Air Charter Service...........................................................51 Aircraft Finance Corporation..........................................65 Aircraft Guaranty Corporation .......................................89 AMAC Aerospace ...............................................................5 Aradian Aviation ................................................................99 Aviation Consultants of Aspen....................................144 Aviatrade ...............................................................142 - 143 Avjet Corporation .....................................................52 - 53 Avpro...........................................................................10 - 15 Bell Aviation ...............................................................72 - 73 Bombardier.........................................................................37 Boutsen Aviation ............................................................103 CAAP ................................................................................145 Central Business Jets....................................................155 Charlie Bravo .....................................................................23 Conklin & de Decker......................................................119 Corporate Concepts.................................................69, 95 Dassault Falcon Jet .....................................................2 - 3

Donath Aircraft Sales.......................................................93 Duncan Aviation ................................................................39 Eagle Aviation ....................................................................25 Elliott Jets ..................................................................44 - 45 Freestream Aircraft USA ........................................16 - 19 General Aviation Services...............................................87 Global Jet Monaco .............................40 - 41, 126 - 135 Hatt & Associates .............................................................27 IAG .........................................................................136 - 137 Intellijet International.....................................................6 - 7 Jet Bed ................................................................................67 Jet Sense Aviation ..............................................138 - 139 Jet Support Services (JSSI)...........................................59 JetBrokers..................................................................54 - 55 Jetcraft Corporation.........................................46 - 47, BC Jeteffect ......................................................................76 - 77 JETNET iQ..........................................................................35 JETNET.............................................................................121 JetPro Texas.....................................................................148 Jordan Point Aviation .....................................................105

LBAS..........................................................................81, 111 Leading Edge Aviation Solutions................................113 Lektro ................................................................................111 MEBA 2016 ....................................................................118 Mente Group...................................................................125 Mesinger Jet Sales ...........................................................85 MSTC................................................................................146 NBAA Convention .........................................................124 OGARAJETS ....................................................FC, 32 - 33 Par Avion.............................................................................75 Rolls-Royce ........................................................................63 Royal Jet Group ..............................................................147 Sojourn Aviation ..................................................140 - 141 Southern Cross Aviation...............................................107 Survival Products ...........................................................119 The Jet Business ......................................................30 - 31 The Private Jet Company ................................................91 VREF Aircraft Values .....................................................111 Wright Brothers Aircraft Title.......................................109

Copy deadline for the July Issue - Wednesday 15th June AvBuyer (USPS 014-911), May 2016, Vol 20, Issue No 5 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.

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www.AVBUYER.com

Aircraft Index see Page 153

P153.qxp 26/05/2016 14:24 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS

AIRCRAFT

PAGE

AIRCRAFT

PAGE

AIRCRAFT

PAGE

CJI . . . . . . . . . . . . . 77 CJ2. . . . . . . . . . . . . 25, 32, 72 CJ3. . . . . . . . . . . . 25, 44, 77, 150 Bravo . . . . . . . . . 45, 47, 51 Conquest I . . . . . 25 Conquest II . . . . 73 Encore+ . . . . . . . 45, 54 Jet . . . . . . . . . . . . 55, 72, 149 M2 . . . . . . . . . . . . 25 Sovereign . . . . . . 30, 47, 51, 55, 91, . . . . . . . . . . . . . . . 99, 156 T182T . . . . . . . . . 25 210M. . . . . . . . . . 54 Mustang . . . . . . . 13, 99 Ultra . . . . . . . . . . 45, 55 414 . . . . . . . . . . . 73 525 . . . . . . . . . . . 155 Grand Caravan 208B 73

GULFSTREAM

ROCKWELL

IV . . . . . . . . . . . . . 75 IVSP . . . . . . . . . . 10, 47, 76 V. . . . . . . . . . . . . . 31, 47, 103, 156 100 . . . . . . . . . . . 99 150 . . . . . . . . . . . 7, 27, 47, 76, 99, 156 200 . . . . . . . . . . . 10, 11, 27, 32, 47, 53, . . . . . . . . . . . . . . . 99, 156 280 . . . . . . . . . . . 10, 145 450 . . . . . . . . . . . 10, 17, 31, 41, 47, 53, . . . . . . . . . . . . . . . 76, 99, 156 550 . . . . . . . . . . . 7, 10, 17, 40, 47, 53, . . . . . . . . . . . . . . . 76, 99, 130, 131, . . . . . . . . . . . . . . . 132, 133, 156 650 . . . . . . . . . . . 10, 16, 17, 31, 69, 76, . . . . . . . . . . . . . . . 113 650ER. . . . . . . . . 31

690A . . . . . . . . . . 150

CRJ200 . . . . . . . . 40 Global 5000 . . . . 1, 30, 32, 46, 47, 75, . . . . . . . . . . . . . . . 95, 156 Global 6000 . . . . 40, 46, 47, 95, 134, . . . . . . . . . . . . . . . 135, 156 Global Express . 10, 37, 46, 47, 76, . . . . . . . . . . . . . . . 156 Global Express XRS. .7, 18, 23, 31, 37, . . . . . . . . . . . . . . . 47, 156

DAHER/SOCATA

HAWKER BEECHCRAFT

Challenger

EMBRAER

A318 Elite . . . . . 41 A319 . . . . . . . . . . 146, 149

AVIAT Husky A-1C . . . . 55

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 16, 52, 69, 147, 156 727-200 VIP . . . . 69 757 . . . . . . . . . . . 52 767-2DXER . . . . . 149 DC-8-62 VIP . . . 69 DC-8-72 VIP . . . 69

BOMBARDIER

300 . . . . . . . . . . . 12, 32, 37, 40, 46, 47, . . . . . . . . . . . . . . . 107, 150, 151, 156 601-3A . . . . . . . . 23, 144 601-3R . . . . . . . . 47, 156 604 . . . . . . . . . . . 12, 47, 52, 77, 140, . . . . . . . . . . . . . . . 156 605 . . . . . . . . . . . 18, 40, 93, 107, 126, . . . . . . . . . . . . . . . 127, 149, 152 850 . . . . . . . . . . . 37, 46, 47, 156

Learjet 31A . . . . . . . . . . . 54, 77, 91 31ER . . . . . . . . . . 72 35A . . . . . . . . . . . 54 36A . . . . . . . . . . . 151 40 . . . . . . . . . . . . 54 40XR . . . . . . . . . . 44, 138, 141 45 . . . . . . . . . . . . 19, 32, 39, 54, 75, . . . . . . . . . . . . . . . 77, 87, 148 45XR . . . . . . . . . . 13, 46, 52, 87, 91, . . . . . . . . . . . . . . . 107, 150 55 . . . . . . . . . . . . 54 60 . . . . . . . . . . . . 13, 39, 77 60XR . . . . . . . . . . 12, 107, 139 75. . . . . . . . . . . . . 103

CESSNA Citation II . . . . . . . . . . . . . 45 III . . . . . . . . . . . . . 39, 55 V. . . . . . . . . . . . . . 23 X . . . . . . . . . . . . . 23, 44, 77, 141, 155 XL . . . . . . . . . . . . 13, 32, 99 XLS . . . . . . . . . . . 23, 40, 47, 99

200 . . . . . . . . . . . 54 B200 . . . . . . . . . 99, 103 300 . . . . . . . . . . . 39 350 . . . . . . . . . . . 13, 32, 39, 77, 99, . . . . . . . . . . . . . . . 107 C90 . . . . . . . . . . . 99 C90A . . . . . . . . . . 103 E90 . . . . . . . . . . . 73 F90-1 . . . . . . . . . 73

DORNIER 328 . . . . . . . . . . . 103 328-310 . . . . . . . 47, 87

Legacy 600 . . . . 12, 30, 54, 103 Legacy 650 . . . . 12, 23, 30, 103, 143, . . . . . . . . . . . . . . . 156 Phenom 100 . . . 23 Phenom 300 . . . 95, 103

FALCON JET 7X . . . . . . . . . . . . 11, 30, 39, 41, 47, 72, . . . . . . . . . . . . . . . 103,128, 129, 142, . . . . . . . . . . . . . . . 149, 154, 155 10 . . . . . . . . . . . . 54 50 . . . . . . . . . . . . 52, 154 50EX . . . . . . . . . . 3, 12, 107, 125, 136, . . . . . . . . . . . . . . . 150, 154 200 . . . . . . . . . . . 103 900 . . . . . . . . . . . 154 900B . . . . . . . . . . 3, 11, 54, 87, 154, . . . . . . . . . . . . . . . 155 900C . . . . . . . . . . 72, 154, 155 900EX . . . . . . . . . 18, 32, 53, 76, 154, . . . . . . . . . . . . . . . 156 900EX EASy . . . 11, 30, 137, 154 900LX . . . . . . . . . 11, 154 2000 . . . . . . . . . . 3, 12, 72, 87, 91, 103, . . . . . . . . . . . . . . . 105 2000EX EASy . . 11, 30, 2000LX . . . . . . . . 3, 7, 11, 47, 156 2000S . . . . . . . . . 3

Gnatt . . . . . . . . . . 55

65 . . . . . . . . . . . . 55

WESTWIND Westwind I . . . . . 73 Westwind II . . . . 54

HELICOPTERS

AGUSTAWESTLAND A109 Power . . . . 46 A109 E Power . . 13, 14 AW109 . . . . . . . . 55 Koala. . . . . . . . . . 99

King Air

TBM 930. . . . . . . 45

FOLLAND

SABRELINER

Beechcraft Duke A60 . . . . . . 54 Premier IA . . . . . 27

Hawker 400A . . . . . . . . . . 23, 44 400XP . . . . . . . . . 45, 99 750 . . . . . . . . . . . 99 800A . . . . . . . . . . 54 800XP . . . . . . . . . 12, 27, 32, 53, 91, . . . . . . . . . . . . . . . 99, 107, 125 850XP. . . . . . . . . 99 900XP . . . . . . . . . 47, 99, 103, 156 4000 . . . . . . . . . . 91

BELL 206L4 . . . . . . . . . 151 212 . . . . . . . . . . . 151 407 . . . . . . . . . . . 15 412 EMS . . . . . . 151 429 . . . . . . . . . . .

EUROCOPTER/AIRBUS AS350 B-2 . . . . . 15 AS350 B-3 . . . . . 14 AS355-F-2 . . . . . 14 AS355N . . . . . . . 14, 103 EC 120 B . . . . . . 95 EC 130 B4 . . . . . 103 EC 135 P2 . . . . . 18 EC 135 P2+ . . . . 99 EC 135 T1 CDS. 103 EC 135 T2i . . . . . 14 EC 145 . . . . . . . . 15 EC 155 B1 . . . . . 14 H225 . . . . . . . . . . 14

IAI

MCDONNELL DOUGLAS

Astra SPX. . . . . . 54, 76

MD900 . . . . . . . . 99

SIKORSKY

NEXTANT

S-76C+ . . . . . . . . 15, 47 S-76C++ . . . . . . 18

Nextant 400XT . 44

PILATUS PC12-45 . . . . . . . 32 PC12-NG . . . . . . 152

PIPER Cheyenne II . . . . 103 Meridian . . . . . . . 25, 55

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BUSINESS AVIATION INTELLIGENCE

June 2016 – AVBUYER MAGAZINE

153

21st Century May 2016.qxp 19/04/2016 17:01 Page 1

Tri-Jets have earned a stellar reputation among owners and operators and usually command higher resale values than the competition. With efficient space management the Falcon 900 aircraft have a larger passenger seating area than the Gulfstream IV. These Tri-Jets weigh 15 tons less and are 22 feet shorter, providing a more beneficial ramp presence. The 900EX can speed across the Atlantic with all seats full at 0.84 IMN; and has 300 NM greater range than the Gulfstream IV-SP. Furthermore, the 900EX can fly from London to Kansas City, Buenos Aires to New Orleans and Anchorage to Seoul at 0.75 IMN with eight passengers and NBAA IFR reserves. The Falcon 900LX pictured above is considerably more capable than the Falcon 900EX. Revolutionary and the world's first purpose built fly-by-wire (FBW) business jet, the Falcon 7X capitalizes on Mach 2 technology.

AVAILABLE: FALCON 900B

If you are considering the sale or acquisition of your business jet, call 21st Century Jet Corporation today for details before making a decision.

DISTINCTIVE BUSINESS JET SALES & ACQUISITIONS. INCORPORATED IN 1989 TEL: 1.775.833.3223

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ June.qxp_CBJ November06 24/05/2016 15:58 Page 1

General Offices

Mexico office

Minneapolis / St. Paul

TEL: 52.55.5211.1505

TEL: (952) 894-8559

CELL: 52.55.3901.1055

FAX: (952) 894-8569

E-MAIL: Enrique@CBJets.com

EMAIL: INFO@CBJETS.COM

2013 Falcon 7X SN 213 Has Been Sold New Paint

Now Actively For Sale 2011 FALCON 7X SN 120

2002 FALCON 900C SN 194

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

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

SO LIKE NEW CITATION X SN207 & SN276

1999 CITATION X N750GM

Over $1.8M just spent in Cockpit and refurbishment Upgrades, Rolls Royce Corporate Care, Cessna Cescom, Single Midwestern Fortune 500 Owner

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

FALCON 900B SN 139

CITATION 525 SN 268

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

2888 TT, Engines on Tap Elite Blue, Cescom Maintenance Tracking, 5 Passenger, New Paint and Interior in 2013

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

Making the complex simple for over 50 years.

2011 EMBRAER LEGACY 650 S/N 14501142 • 1,428 Hours; 805 Cycles • C PDLC (FANS 1/A), TCAS 7.1 Equipped • 48 Month Check Done in March 2016

A passionate team of aviation experts, our strategic approach and action-oriented thinking have made us the global leader for aircraft sales and ownership services. With our worldwide network and inventory, industry connections and regional presence, we are the difference between getting an aircraft… and getting your aircraft.

2006 DASSAULT FALCON 900EX EASy S/N 165 • 2,140 Hours; 1,094 Cycles • EASy II Provisions in Place • Dry Bay Mod Complete

2006 BOEING BUSINESS JET S/N 35990

File Photo

2009 GULFSTREAM G500 S/N 5205 • 671 Hours; 322 Cycles • Enrolled on Honeywell MPP and HAPP • 12/24/36/48/96 Month Inspections Underway

• 1,818 Hours; 484 Cycles •1 5 Passenger Interior Completed by Gore •O wner Will Pay for New White Paint

2011 BOMBARDIER GLOBAL XRS S/N 9422

ALSO AVAI L ABLE

• 2,494 Hours; 781 Cycles •B atch 3; ADS-B; FANS; 99,500 lbs MTOW •1 2 Passenger Interior with Ku Band HSD

2013 BOMBARDIER GLOBAL 6000 S/N 9514 • 513 Hours; 200 Cycles • Fully Programmed •E xcellent Paint & Interior Condition

I N FO @ JETC RAF T. CO M

6-2016_AVBuyer_Back Cover_Simple Complex.indd 1

2013 CHALLENGER 300 1994 CHALLENGER 601-3R 1999 CHALLENGER 604 2007 CHALLENGER 850 2008 GLOBAL 5000 2003 GLOBAL EXPRESS 2010 GLOBAL XRS 2012 GLOBAL 6000 2008 CITATION SOVEREIGN 2011 FALCON 2000LX 2012 GULFSTREAM G150 2008 GULFSTREAM G200 2005 GULFSTREAM G450 2001 GULFSTREAM GV 2010 HAWKER 900XP

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