AvBuyer Magazine June 2015 by AvBuyer Ltd.

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AVBUYER June 2015

™

B U S I N E S S

A V I A T I O N

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

GULFSTREAM G650, SN 6032 See pages 26 - 27 for further details

THIS MONTH Aircraft Comparative Analysis – TBM 850 Paperless Cockpits www.AVBUYER.com

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P004 AC Index June15.qxp 21/05/2015 12:44 Page 1

Aircraft For Sale • AIRCRAFT • HELICOPTERS AIRCRAFT

PAGE

AIRBUS A318 Elite . . . . . 35, A320 VIP . . . . . . 44,

BOEING/MCDONNELL DOUGLAS BBJ . . . . . . . . . . . 16, 51, 93, 156, DC-8-72 . . . . . . . 35, 737-800 . . . . . . . 146, Super 27-200 REW . .148

BOMBARDIER Global 5000 . . . . 10, 35, 44, 45, 99, . . . . . . . . . . . . . . . 132, 156, Global 6000 . . . . 44, 45, 105, 156, Global Express . 29, 45, 49, 93, 156, Global Express XRS.. 16, 29, 34, 45, . . . . . . . . . . . . . . . 156,

Challenger 300 . . . . . . . . . . . 12, 33, 44, 45, 93, . . . . . . . . . . . . . . . 99, 155, 156, 600 . . . . . . . . . . . 26, 79, 601-1A . . . . . . . . 85, 601-3A . . . . . . . . 79, 601-3A-ER . . . . . 105, 601-3R . . . . . . . . 12, 107, 604 . . . . . . . . . . . 12, 16, 26, 33, 89, . . . . . . . . . . . . . . . 99, 107, 138, 155, 605 . . . . . . . . . . . 7, 44, 99, 105, 650 . . . . . . . . . . . 95, 850 . . . . . . . . . . . 44, 45, 119, 156,

Learjet 31A . . . . . . . . . . . 48, 119, 31ER . . . . . . . . . . 55, 35A . . . . . . . . . . . 151, 36A . . . . . . . . . . . 152, 40 . . . . . . . . . . . . 48, 40XR . . . . . . . . . . 105, 111, 142, 45 . . . . . . . . . . . . 13, 16, 48, 89, 105, . . . . . . . . . . . . . . . 143, 45XR . . . . . . . . . . 13, 45, 51, 93, 105, . . . . . . . . . . . . . . . 111, 156, 55 . . . . . . . . . . . . 48, 55C . . . . . . . . . . . 140, 60 . . . . . . . . . . . . 79, 85, 99, 105, 60XR . . . . . . . . . . 33, 45, 105, 119, . . . . . . . . . . . . . . . 147, 156,

CESSNA Citation ISP . . . . . . . . . . . 21, II . . . . . . . . . . . . . 21, 48, 144, V. . . . . . . . . . . . . . 21, X . . . . . . . . . . . . . 12, 49, 51, 85, 105, . . . . . . . . . . . . . . . 155,

AIRCRAFT

PAGE

XLS . . . . . . . . . . . 103, CJ. . . . . . . . . . . . . 85, CJ1. . . . . . . . . . . . 3, 13, 53, 99, CJ1+ . . . . . . . . . . 13, 85, CJ2. . . . . . . . . . . . . 13, 53, CJ3. . . . . . . . . . . . 21, 45, 95, 99, 105, . . . . . . . . . . . . . . . 156, Bravo . . . . . . . . . 49, 53, 105, 151, . . . . . . . . . . . . . . . 152, Conquest I . . . . . 55, Conquest II . . . . 55, Grand Caravan . 93, Excel . . . . . . . . . . 21, 54, 89, 103, 136, . . . . . . . . . . . . . . . 151, Encore . . . . . . . . 13, Encore + . . . . . . 13, Jet . . . . . . . . . . . . 49, 99, Mustang . . . . . . . 103, 153, M2 . . . . . . . . . . . . 21, Sovereign ......12, 103, SII . . . . . . . . . . . . 54, Ultra . . . . . . . . . . 53, 150, 400 . . . . . . . . . . . 21, 414A . . . . . . . . . . 21,

AIRCRAFT

PAGE

AIRCRAFT

PAGE

FOLLAND

SABRELINER

Gnatt . . . . . . . . . . 48,

65 . . . . . . . . . . . . 48,

GULFSTREAM

PIPER

III . . . . . . . . . . . . . 119, IV . . . . . . . . . . . . . 11, 99, 105, IVSP . . . . . . . . . . 41, 51, 109, 113, . . . . . . . . . . . . . . . 155, 156, V. . . . . . . . . . . . . . 10, 29, 45, 99, 105, . . . . . . . . . . . . . . . 137, 144, 151, 100 . . . . . . . . . . . 103, 155, 150 . . . . . . . . . . . 103, 200 . . . . . . . . . . . 10, 23, 45, 49, 79, . . . . . . . . . . . . . . . 103, 155, 156, 280 . . . . . . . . . . . 135, 450 . . . . . . . . . . . 10, 15, 35, 41, 45, . . . . . . . . . . . . . . . 49, 103, 134, 550 . . . . . . . . . . . 7, 10, 29, 34, 41, 45, . . . . . . . . . . . . . . . 51, 103, 105, 109, . . . . . . . . . . . . . . . 141, 156, 650 . . . . . . . . . . . 1, 26, 29, 41, 50, . . . . . . . . . . . . . . . 156,

Cheyenne II . . . . 99, Meridian . . . . . . . 13, 53, 55,

SOCATA TBM 700B . . . . . 48, TBM 700 C2. . . . 48, TBM 700C32 . . . 89,

HELICOPTERS AGUSTAWESTLAND A109 . . . . . . . . . 55, 93, A109 Power . . . . 45,156, A109C . . . . . . . . 115, 119, A109E Power . . 14, AW109SP. . . . . . 99, A119 KE . . . . . . . 99, AW139 . . . . . . . . 14, Koala. . . . . . . . . . 103,

HAWKER BEECHCRAFT BELL

DORNIER

Beechcraft

328-310 . . . . . . . 45, 156,

Premier I . . . . . . 53,

EMBRAER EMB-135 . . . . . . 93, EMB-145 . . . . . . 93, Legacy 600 . . . . 49, 93, Phenom 100 . . . 49, 105, Phenom 300 . . . 23, 105,

FALCON JET 7X . . . . . . . . . . . . 3, 11, 34, 37, 54, 89, . . . . . . . . . . . . . . . 154, 155, 10 . . . . . . . . . . . . 48, 50 . . . . . . . . . . . . 12, 26, 29, 107, 154, 50-40 . . . . . . . . . 155, 50EX . . . . . . . . . . 3, 12, 29, 34, 95, . . . . . . . . . . . . . . . 133, 154, 900B . . . . . . . . . . 11, 29, 45, 48, 89, . . . . . . . . . . . . . . . 93, 99, 105, 145, . . . . . . . . . . . . . . . 154, 900C . . . . . . . . . . 3, 54, 154, 900EX . . . . . . . . . 17, 29, 95, 139, 154, 900EX EASy . . . 45, 154, 155, 156, 900LX . . . . . . . . . 3, 34, 41, 2000 . . . . . . . . . . 11, 33, 48, 54, 89, . . . . . . . . . . . . . . . 93, 2000LX . . . . . . . . 3, 26, 45, 85, 119, . . . . . . . . . . . . . . . 156,

King Air 200 . . . . . . . . . . . 49, 300 . . . . . . . . . . . 53, 350 . . . . . . . . . . . 13, 103, B90 . . . . . . . . . . . 48, B200 . . . . . . . . . . 53, 85, 103, C90 . . . . . . . . . . . 103, C90A . . . . . . . . . . 99, F90-1 . . . . . . . . . 55,

Hawker 400XP . . . . . . . . . 119, 750 . . . . . . . . . . . 45, 103, 800A . . . . . . . . . . 54, 800B . . . . . . . . . . 48, 800SP. . . . . . . . . 151, 800XP . . . . . . . . . 7, 23, 103, 107, 145, 850XP. . . . . . . . . 103, 900XP . . . . . . . . . 7, 26, 103, 4000 . . . . . . . . . . 119,

206 BIII . . . . . . . 14, 206 L4. . . . . . . . . 152, 212 . . . . . . . . . . . 152, 407 .............149 407 GX . . . . . . . . 14, 412 EMS . . . . . . 152, 427 . . . . . . . . . . . 105,

EUROCOPTER BK 117C1. . . . . . 99, EC 130 B4 . . . . . 85, 153, EC 135 P2+ . . . . 103, EC 135 OB. . . . . 14, EC 135 T+ . . . . . 14,

MCDONNELL DOUGLAS MD900 . . . . . . . . 103,

SIKORSKY S-76C++ . . . . . . 14, 17, S-76D . . . . . . . . . 17, S-92A . . . . . . . . . 17,

IAI Astra SP . . . . . . . 107, Astra SPX. . . . . . 105,

NEXTANT 400XT . . . . . . . . . 23,

THE WORLD’S LEADING

AIRCRAFT DEALERS & BROKERS find one today 4

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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)208391 6777 Editorial@avbuyer.com Editorial Contributor (USA Office) Dave Higdon Dave@avbuyer.com Consulting Editor Sean O’Farrell 1- 800 620 8801 +44 (0)20 8391 6779 Sean@avbuyer.com ADVERTISING Linda Blackburn (USA Sales) 1- 614 418 7064 Linda@avbuyer.com Maria Brabec (European Sales) +420 604 224 828 Maria@avbuyer.com Karen Price 1- 800 620 8801 +44 (0) 208391 6774 Karen@avbuyer.com STUDIO/PRODUCTION Helen Cavalli / Mark Williams 1- 800 620 8801 +44 (0)208391 6776 Helen@avbuyer.com Mark@avbuyer.com CIRCULATION Barry Carter 1- 800 620 8801 +44 (0)208391 6770 Barry@avbuyer.com AVBUYER.COM Michael Myburgh Michael@avbuyer.com Emma Davey Emma@avbuyer.com MANAGING DIRECTOR John Brennan 1- 800 620 8801 +44 (0)208391 6771 John@avbuyer.com USA OFFICE 1210 West 11th Street, Wichita, KS 67203-3517 EUROPEAN OFFICE Trident Court, One Oakcroft Road, Chessington, Surrey, KT9 1BD, UK +44 (0)20 8391 6770 PRINTED BY Fry Communications, Inc. 800 West Church Road, Mechanicsburg, PA 17055

Mechanicsburg, PA 17055 Advertising Enquiries see Page 5

Editor’s

Welcome

For the Knowledgeable Reader

vBuyer readers - whether they follow us in print or online - are among the most knowledgeable practioners of Business Aviation globally. We reach a worldwide audience of over 100,000 owners, operators, service providers or vendors actively engaged in the use of business aircraft. We’re proud to serve their informational needs, and are honored to have their trust. This group of active professionals, if asked, would undoubtedly be the first to say they refuse to rest upon their laurels. They update their sources of information constantly, and actively seek intelligence related to their field. Thus we’re obliged to find experts who are leaders in their specialties and have the ability to communicate effectively. We respect that operators and vendors desire information that’s relevant to their needs and is well presented. Thus feedback from AvBuyer readers and online followers is welcomed. Let us know if we’re meeting your expectations, offering you constructive suggestions—or even surprises… Our community is slowly emerging from a period of unprecedented economic change. The Great Recession that has dominated business since the fall of Lehman Brothers Holdings Inc. in September 2008, caused disruptions throughout the globe. We’ve tracked meaningful indicators of market activity to show what’s happening and hopefully to provide our readers with useful information. As presented by AvBuyer’s journalists and industry contributors, positive signs are beginning to emerge. We believe the community has reason to be optimistic. The foundation of our optimism is the everincreasing need for transportation as the globe recovers from the financial travail of the last half decade. Business Aviation is a necessary travel option. The Scheduled Airlines cannot and do not want to provide service to many of the areas where business men and women must go

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to promote their activities, sell their wares and service clients. Business Aviation in all its forms is essential, and advanced technology in the emerging field of cabin connectivity is making the concept of the office that moves a reality. With a well-connected business aircraft, travel can be the most productive use of time available to the corporate executive or entrepreneur. There are no interruptions at 40,000 feet.

In This Issue

AvBuyer is dedicated to providing you with useful, need-to-know intelligence. In addition to our stable products—Market Indicators, JETNET>>KNOW MORE and Community News, this month we present and analyze GAMA’s 1Q Shipment Report. While not the robust recovery we all would like to see, we believe the subsequent months of 2015 will be better. Ken Elliott continues his comprehensive treatment of NextGen avionics reviewing the practicalities of complying with mandates imposed by regulators. And while not mandated by government but demanded by the marketplace, we consider the advantages of paperless cockpits and paperless maintenance. Elsewhere, Mike Chase’s comparative analysis features the TBM850 and Rod Simpson continues his profile on Dassault’s historic Business Aviation journey. For aviation managers, we draw particular attention to the need to balance mission performance with safety procedures, and much more. Jack Olcott Editorial Director & Publisher, AvBuyer - your source for Business Aviation Intelligence Probably the world’s most recognized expert on the value of Business Aviation, Jack Olcott was President of the NBAA from 1992 through 2003, and today Jack’s network and personal knowledge of Business Aviation uniquely qualifies him as Editorial Director and Publisher, AvBuyer. Jack@avbuyer.com

June 2015 – AVBUYER MAGAZINE

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Contents Layout June15.qxp 20/05/2015 11:25 Page 1

Editorial Focus 36

GAMA 1Q Shipment Report Analysis and listing of

OEM Shipments for 1Q 2015 – is all as it first seems on the surface?

New or Used Aircraft?

How can you know which option is best

for you? Pivotal considerations for Boards

considering buying an airplane…

Creating a Flight Department (New Series)

Your basic steps to achieving effective

transportation… How do you start to build a Flight Department from scratch?

112

Aircraft Comparative Analysis – TBM 850

How does DAHER’s TBM 850 square up

against the Pilatus PC-12 NG? Find out in

this month’s Aircraft Comparative Analysis! 8

AVBUYER MAGAZINE – June 2015

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Aircraft Index see Page 4

Contents Layout June15.qxp 20/05/2015 11:26 Page 2

Contents June2015 Volume 19, Issue 6

T BizAv Intelligence 18

Market Indicators: Analysis, Reflections, Trends and Comment

Avionics Mandates (Part 6): Learn to live with the upcoming mandates

Buying & Selling: Get the best deal in a hot Pre-Owned market

BizJet Market Observations: New business jet market trends, per JETNET >>KNOW MORE

Paperless Cockpit Evolution: Business Aviation has it all. Find out why here…

Price Tracking: Is it possible to establish a realistic value for your aircraft?

The Paperless Hangar: Why paperless maintenance is a work in progress…

Prevent Service from Reducing Safety: Three-step guide from Pete Agur

Maintaining an Older Aircraft: When does age impact safety and efficiency

Retail Price Guide: Twenty-year Medium Jet price guide from Bluebook

T Boardroom 58

T Flight Department

High Flyers: Sentient Jet’s Andrew Collins discusses the advantages of BizAv Asia – Fact or Fiction: Report on the Asia/China Business Aviation market Aviation Insurance: Discover why repetition is the mother of all skills…

Sales & Use Tax Update: Troy Rolf brings great news of New York reforms!

Dassault (Part 2 of 4): Profiling a century of innovation from one of BizAv’s leading OEMs…

Advertising Enquiries see Page 5

102 Specifications: Medium Jet performance and specifications comparisons

T Community 118 BizAv Review: Turbine Trends, News, Appointments & Events

Next Month

Dealer Broker Market Update Aircraft Comparative Analysis

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June 2015 – AVBUYER MAGAZINE

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Freestream June.qxp 20/05/2015 12:57 Page 1

2007 Gulfstream G450 • Price: Make Offer • Total Time: 1850 hrs • Landings: 775 • Engines Enrolled on RRCC • HUD/EVS • SecuraPlane External Camera System • Airshow 4000 • Honeywell MCS 7000 SATCOM • 14 Passenger Interior • Aft Galley • Forward Crew Lavatory

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

2010 Gulfstream G450 • Price USD $24,900,000 • Total Time: 954 hrs • Landings: 435 • Engines Enrolled on RRCC • Synthetic Vision • Broadband High Speed Data System • Forward Galley • 14 Passenger Interior

2011 Gulfstream G450

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

Freestream June.qxp 20/05/2015 12:57 Page 2

1998 Boeing BBJ S/N: 29273 • Price: $25,950,000.00

Boeing BBJ S/N: 36714. Reg: VP-BFT

• Total Time Airframe: 3743:34 Hours • Landings: 917 • Delivered with Fresh C1 • HUD (Heads Up Display) • SATCOM • Pats 9 Tank Fuel System • Basic Operating Weight: 95,096 Lbs • SFR88 Mod • CVR/FDR • Airshow Network • 18 Place Interior • One Owner Since New

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

Challenger 604 S/N: 5426

2006/2007 Global Express XRS • Make offer • 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

• $6.495M • Total Time: 6329:55 hours • Landings: 3397 • Engines enrolled on GE On Point • APU Enrolled on Honeywell APU MSP Gold • Enrolled on Bombardier Smart Parts Plus • Safe Flight Enhanced Auto Throttles • EMS High Speed Data 128 Stand Alone • EGPWS • TCAS II with Change 7 • 12 Passenger Interior

Learjet 45 S/N: 167

• Make Offer • AFFT: 6589 hours. Landings: 5271 • Engines on MSP Gold • Smart Parts Plus • APU on MSP • Honeywell Primus 1000 • TCAS II with Change 7 • EGPWS • Airshow 400 • Forward and Aft Monitors

Freestream June.qxp 20/05/2015 12:57 Page 3

Falcon 900EX S/N: 87

• $11,950,000 • TTAF: 5,016 • Landings: 2,805 • 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

2012 S76D

• 2012 S76D like new (delivered 2013) • Only 19 hrs TTSN • Utility Interior • 12 passenger seats (3 x 4)

2012 Sikorsky S-92A S/N: 920193

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

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

• $7,950,000 • TTAF: 211.54 hours • Lowest Time Pre-Owned S76C++ on the market • Excellent Condition • Single Pilot IFR • EGPWS • CVR & MPFR • Emergency Float System

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BIZAV INTELLIGENCE T MARKET INDICATORS

No Need to Panic! Rollie Vincent, Editor, Market Indicators, sees no reason to be overly-worried following a slow start to 2015 in new and pre-owned sales as he reviews the latest statistics, trends, forecasts and analyses… AMA’s 1Q 2015 delivery report released on May 8 was sobering indeed (see Mike Potts’ article on p36 of this issue), with single-aisle factory business jet shipments down from 152 units to 131, (-14% YOY). Peeling back the layers of the onion reveals that four of the five largest OEMs had lower shipments in 1Q 2015 than they did in 2014. Dassault Falcon and Textron were down modestly, while Embraer and Gulfstream were down more materially. Bombardier was up and Eclipse was down as the company reestablishes itself as ONE Aviation Corp. The apparent weaknesses at Embraer are likely more a reflection of a very busy 4Q 2014 when the company shipped a remarkable 45% of its annual total units. This sharp uptick probably took some momentum out of Embraer’s progress. At Gulfstream, the year-over-year reduction in shipments was focused on the G450/G550, as residual values slide and buyers begin to queue for new models in the OEMs pipeline.

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

Pre-Owned

JETNET records indicate that 1Q 2015 whole retail transactions of pre-owned business jets were down 10% YOY. Each of the three months of 1Q 2015 was down versus the same month last year, but before we all go out and stick our heads too close to the back end of a jet engine, we should note that the YOY trend line for pre-owned transactions has been improving steadily, and rather dramatically.

AVBUYER MAGAZINE – June 2015

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In April 2015, JETNET recorded 185 transactions, up 9.5% YOY from April 2014. For the first four months of 2015, whole retail pre-owned transactions were thus only down 5% YOY. It’s been a slow start for sure, but not too troubling just yet. Early evidence suggests that days-on-market for pre-owned jets continues to hover near a year. Pricing strength is very specific to model and serial number, with out-of-production status models continuing to erode in value. As noted in the Asset Insight analysis (p25), pricing of large cabin business jets has softened, while smaller jets have stabilized and even started to increase somewhat in value after a long period of decline. Those making a living on either side of the business aircraft transaction table, or analysing and forecasting BizAv markets know that 1Q is typically a relatively slow time. The pipeline of sales prospects and tax-driven year-end deals has been largely emptied, and manufacturers have done their utmost to whip their work-in-process inventory out the door and deliver just-painted aircraft to customers by midnight on December 31…or perhaps December 32 (with everyone at parties, who’s looking…?). In 2014, 36% of all GAMA-reported bizjet shipments occurred in 4Q, once again falling within the normal range of 35-39% seen over many years.

Forward-Looking

Our own just-released forecast for 2015 is for 740 new business jet shipments (up a modest 3% YOY Aircraft Index see Page 4

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from the 717 single-aisle jets reported by GAMA for 2014). This forecast accounts for the relatively slow 1Q, and includes a number of key assumptions that are not market-based. We assume that 2015 will show a rampup in production of the Embraer Legacy 500, and the entry into service of the Citation Latitude, Legacy 450 and HondaJet. These and a fleet of other new models in OEM product pipelines from Bombardier, Cessna, Cirrus, Dassault, Gulfstream and Pilatus are among the reasons we remain confident in the upward momentum of the business jet market. Into the foreseeable future, buyers of new and pre-owned aircraft will have a plethora of models to choose from. The entry-in-service of new models will continue to drive down, and hold down, residual values of the installed base (especially out-of-production models). This in turn may lower the cost of entry, encouraging more people to consider Business Aviation, and to develop business models that incorporate valuepriced pre-owned aircraft. Over time, this may prove to be “just what the doctor ordered” to broaden the community of Business Aviation users and advocates.

March In Operation Fleet Aircraft # For Sale % Fleet For Sale 2014 % Fleet For Sale 2013 Change – % For Sale Full Sale Transactions Average Days on Market Average Ask Price (US$M) % Change (Sale Transactions) Change (Avg Days on Market) % Change (Avg Ask Price)

Business Aircraft Jet Turbo

Worldwide Trends Helicopters Turbine Piston

14,474

20,646

9,712

25,902

9,581

100,485

2,276

1,149

1,339

582

469

502

6,317

11.3%

7.9%

6.5%

6.0%

1.8%

5.2%

6.3%

12.1%

7.7%

6.4%

6.2%

2.2%

4.6%

-0.8pt

0.2pt

0.1pt

-0.2pt

-0.4pt

0.6pt

250

362

105

411

January to March 2015 488

282

272

334

305

471

409

4.744

1.464

2.667

0.198

1,759

308 1.636

YTD January to March 2015 vs 2014 -13.5%

-5.7%

-10.8%

4.6%

-14.2%

-43.5%

-66

-117

-183

20.5%

32.1%

106.4%

-1.5%

-28.5%

1Q 2015 Used BizAv Markets

MI www.rollandvincent.com Advertising Enquiries see Page 5

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Flying cycles, flat for business jets on a trailing 12 months (TTM) basis in Europe through March, and up a modest 3% TTM in the US through February, still have lots of upside to go before reaching the levels last seen prior to the downturn. US cycles remain 12% below their 2007 peak despite 21% underlying growth in the US business jet fleet since that time, suggesting that many aircraft have been idled. Higher utilization rates should be expected if oil prices remain in the US$60 per barrel range, and if the US and Mexican economies (the two largest bases accounting for 65% of the world’s business jets) continue to expand at or around 3% per year in 2015. If you plan to attend the Paris Air Show this month, we wish you well! Take earplugs. The deafening roar of the flight displays will be in sharp contrast to the quiet, dignified static of Geneva at last month’s EBACE2015, where Business Aviation professionals gathered to discuss the state of the industry, learn about new products and services and meet customers and suppliers far from the madding crowds of Le Bourget.

TOTAL All

20,170

Key worldwide trends across all aircraft market segments, comparing March 2015 to March 2014, reveal that Fleet ‘For Sale’ Percentages for business jets showed the largest decline for all market sectors, notes JETNET. Business jets are showing a slow start in the first quarter of 2015, with a -13.5% decrease in pre-owned sale transactions, and are taking 66 days less to sell than last year, with a 20.5% increase in average asking price. The increase in average asking price is one of the largest increases JETNET has recorded. Following a similar pattern, business turboprops showed a decrease of -5.7% in sale transactions, with a 32.1% increase in asking price. Further analysis of the asking price increase has revealed that, on average, newer aircraft were sold in the current quarter comparison. Turbine helicopters saw a decline of -10.8% in sale transactions in the first quarter comparisons, while piston helicopters showed a 4.6% increase. However, they took more days to sell. Commercial airliner pre-owned sales reported by JETNET (including airliners converted to VIP) showed a double-digit decrease of -14.2% compared to the first quarter of 2014. Across all aircraft sectors, there were 6,317 aircraft for sale, with 1,759 sold through the first quarter of 2015. Overall, the first quarter pre-owned market showed a slow start to 2015 in which there were 23 (8.1%) fewer business jet transactions compared to the first quarter of 2014.

Flying Much?

Commercial Airline Jet Turbo

In comparing trends by aircraft weight, with the exception of the VLJ, all weight groups showed decreases in used retail sale transactions, with the light weight group (10,001-20,000lbs.) comprising 39% of the transactions, followed by heavy weight (35,000+ lbs.) at 27%, and medium (20,001-35,000 lbs.) at 26%. There appear to be no bifurcation trends in the pre-owned market. MI www.jetnet.com 

June 2015 – AVBUYER MAGAZINE

MarketIndicators .qxp_Layout 1 19/05/2015 09:15 Page 3

BIZAV INTELLIGENCE T MARKET INDICATORS

AMSTAT Resale Market Update According to AMSTAT, business jet resale retail transactions in 1Q 2015 represented 2.2% of the active fleet compared to 3.0% in 4Q 2014… The report notes that the drop between 4Q and 1Q is consistent with previous years, but also that the drop in activity between 4Q and 1Q for the 2013/14 and 2014/2015 transitions demonstrated greater volatility than at any other time in the previous five years. “For example,” notes Andrew Young, AMSTAT General Manager, “the drop in resale transaction activity between 4Q 2013 and 1Q 2014 was ‐21.4% and between 4Q 2014 and 1Q 2015 it was ‐25.9%. Compare this to an average drop in activity of ‐7.2% for the preceding three 4Q to 1Q transitions.” All business jet segments experienced the same drop in activity between 4Q 2014 and 1Q 2015, and followed the pattern for the business jets as a whole with larger drops in the most recent two 4Q to 1Q transitions. Business jet inventories have risen year‐to‐date but have contracted from 11.7% a year ago to 10.9% today. The percentage of business jets ‘for sale’ has not been consistently below 11.0% since early 2008, although in absolute numbers there are 2,250 units for sale today versus around 1,770 then. Inventories of Heavy and Light Jets have increased since the start of the year with

CitationJet Market Update

Following in-depth market research, Elliott Jets - the aircraft sales division of Elliott Aviation - released its 2Q 2015 Citation Market Report, revealing encouraging signs... Including an analysis of the current market for the CJ1, CJ2, CJ2+, CJ3, CJ4, Elliott Jet’s report reveals the CJ1, CJ2 and CJ2+ have all seen more than a third of the amount of movement in 1Q 2015 compared to the entire 2014 year. Between the three models there have been 26 transactions in 1Q compared to a total of 69 transactions for the entirety of 2014. The CJ3 market, meanwhile, is right 20

AVBUYER MAGAZINE – June 2015

10.5% and 11.4% of their respective fleets for sale today. Large Jets started the year at 9.8% of the fleet for sale. Other than briefly dipping down to 9.7% early in 2014, this market has not seen this low a percentage of the active fleet for sale since mid‐2008, although units for sale then were around 375 versus 602 today. Similarly with the Light Jets, with 11.1% for sale at the start of the year (11.4% today) this segment has not seen these percentages as low since late 1999, again, albeit with different absolute numbers (550 vs 916 today). The percentage of Medium Jets for

sale (10.8%) is down year‐to‐date from 11.1% and year‐on‐year from 12.2%, and is the lowest we’ve seen since mid‐2008. Turboprops, meanwhile saw 1.7% of the fleet turn‐over in 1Q 2015 versus 2.2% in 4Q 2014. This market group has also experienced the same volatility in the 4Q to 1Q transition experienced by the jets. The 4Q to 1Q drop was ‐17.4% for 2013-2014 and ‐21.6% for 2014-2015, compared to an average ‐8.5% the same period for the previous three years. Turboprop inventories remain around 8% as they have since mid‐2013. MI www.amstatcorp.com

CITATION MARKET 1Q 2015 VERSUS 12-MONTH 2014 1Q 2015 Transactions

Monthly Avg.

2014 Total Transactions

Monthly Avg.

CJ1, CJ2, CJ2+ Market

8.7

5.8

CJ3 Market

3.3

CJ4 Market

0.6

on pace with 2014’s transaction numbers with 12 1Q 2015 transactions and 39 throughout 2014. That’s a little over a fourth of the amount of movement this quarter compared to all of 2014. Finally, the CJ4 market saw sizeable movement in 1Q 2015, with almost half of the amount of the transactions that the market saw in all of 2014. 1Q transactions totalled three, while the entire 2014-year www.AVBUYER.com

concluded with seven. “The Citation models that we’ve looked at are all seeing more than enough movement to keep pace with previous years’ numbers,” summarized Jim Mitchell, Executive Sales Director at Elliott Jets. “The indications are that activity and pricing will remain the same.” MI www.elliottjets.com Aircraft Index see Page 4



Eagle June digital version.qxp 28/05/2015 10:39 Page 1

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

2008 CESSNA CITATION CJ3, S/N 525B-0209

2007 CESSNA CITATION CJ3, S/N 525B-0162

2014 CITATION M2, S/N 525-0822

2000 CITATION EXCEL, S/N 560-5119

1992 CITATION V, S/N 560-0177

1982 CITATION II, S/N 550-0343

1977 CITATION I/SP, S/N 501-0047

2008 CESSNA 400, S/N 411076

Phone International: (803) 822-5520 sales@eagle-aviation.com or visit www.eagle-aviation.com After hours contact Dennis Dabbs +1 803 822-5533 • Lee Thomas +1 803 822-5526 • Ralph Lacomba +1 803 822-5578

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

MarketIndicators .qxp_Layout 1 19/05/2015 09:16 Page 4

BIZAV INTELLIGENCE T MARKET INDICATORS

BizAv Activity - US & Canada According to AGRUS TRAQPak, April Business Aviation flight activity maintained status quo, and posted a decline from March (which is the typical March to April trend) to finish the month down -1.2% All operational categories recorded a monthly decrease, with Part 135 posting the largest decline, down -2.2% from March. The Fractional and Part 91 markets posted declines of -1.5% and -0.4% respectively. Looking at the aircraft categories, most finished the month down, with the exception of turboprops, which posted a monthly increase of 1.6%. All three jet categories finished the month down with large cabin posting a decline of -4.4%, followed by mid-size cabin, down -2.5% and small cabin, down -1.2%. The fractional turboprop market recorded the largest monthly gain for an individual segment, up 17.6%.

for the Part 91 and Part 135 markets, up 2.0% and 5.7% in that order. The Fractional market finished the period down -1.0%. Flight activity by aircraft category was positive for all categories, for the second straight month, with large cabin aircraft posting the largest gains, up 6.0% from April 2014. The small cabin and turboprop markets posted gains of 2.0% and 4.7%

Year-Over-Year Reviewing year-over-year flight activity (April 2015 vs. April 2014), April 2015 posted an increase of 2.8%. The results by operational category were strong, again,

respectively, while the mid-size cabin market came in very close to the same period last year (so close, in fact, that April 2015 was within 34 flights of April 2014’s activity levels). The largest yearover-year gain for an individual segment occurred in the fractional turboprop market, which saw an increase of 16.1%.

MI www.argus.aero

April 2015 vs March 2015 Part 91

Part 135

Fractional

All

Turboprop

1.4%

0.7%

17.6%

1.6%

Small-Cabin Jet

-1.2%

-2.1%

2.2%

-1.2%

Mid-Size Jet

-1.0%

-3.3%

-4.1%

-2.5%

Large Cabin Jet

-2.4%

-7.2%

-6.8%

-4.4%

All

-0.4%

-2.2%

-1.5%

-1.2%

Part 91

Part 135

Fractional

All

2.4%

7.8%

16.1%

4.7%

Small-Cabin Jet

2.3%

0.4%

5.5%

2.0%

Mid-Size Jet

-1.0%

6.0%

-5.1%

0.0%

Large Cabin Jet

5.2%

11.8%

-3.1%

6.0%

All

2.0%

5.7%

-1.0%

2.8%

April 2015 versus April 2014 Turboprop

BizAv Activity - Europe

The recent WingX Business Aviation Monitor reports that there were 62,968 Business Aviation flight departures in Europe in April 2015, a 0.8% Year-On-Year (YOY) decline. The declining trend in 2015 has narrowed, but is still -2.7% year to date. France and Germany propped up the market, gaining up to 4%, notes WingX, however this was largely driven by Piston and Turboprop activity. Business jets flew 57% of all flights in Europe, with jet charters falling -3% YOY. The recent growth trend in the UK ended in April with a -1% slowdown. The renewed slowdown in activity is clearly not just related to the Eurozone periphery, however, as indicated by flight reductions in Italy, Spain, Switzerland and particularly Belgium. Mostly the drop came in AOC flights. There were still some growth regions, notably Turkey, Czech Republic and Austria, where Charter increased 8% YOY. Inbound flights from North America were up 6%; from North Africa up 14%; and from Asia-Pacific, up 18%. Unsurprisingly, the collapse in Business Aviation activity in Eastern Europe and Russia continues with flights inbound from the CIS down -26%. Flights from Europe to Russia were down -20% YOY, which was less than the YTD -25% trend, so the impact may be bottoming out.  MI www.aea.net/marketreport 22

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Aircraft Index see Page 4

Hatt & Associates June.qxp_Layout 1 18/05/2015 14:55 Page 1

2012 Phenom 300

S/N 50500081 386.4 hours since new One owner since new JSSI Premium Excellent Paint and Interior

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2002 Gulfstream G200

S/N 0073 8,914.8 Hours since new AirCell ATG5000 High Speed Internet Airshow 400 New Paint & Interior in 2009

1-720-477-1204 hattaviation.com

2013 Nextant 400XT

S/N: RK-387 523 hours since re-manufacture 4,007 airframe hours since new Engines -Williams FJ 44-3AP which produces 3,050 lbs. of thrustÂ Enrolled on Williams TAP Elite

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MarketIndicators .qxp_Layout 1 19/05/2015 09:46 Page 5

BIZAV INTELLIGENCE T MARKET INDICATORS

Asia-Pacific Deliveries Grow New research from Gama Aviation reveals that 713 business aircraft were delivered to Asia-Pacific between 2010 and 2014, an increase of 42.3% on the period 2005-2009. By contrast, the number of aircraft delivered globally contracted by -21.7% between the two time periods. The AsiaPacific region share of global deliveries increased from 6.73% for the period 2005 to 2009, to 12.24% for 2010 to 2014. Looking ahead, Gama Aviation expects to see this huge growth in the Asian Business Aviation market continue. China is widely regarded as one of the fastest growing markets for business jet services, yet today there are only forty-five operators within Greater China. Gama’s

AVBUYER MAGAZINE – June 2015

ASIA PACIFIC BUSINESS AIRCRAFT DELIVERIES Country Australia China Hong Kong India Indonesia Japan Malaysia New Zealand Philippines Singapore South Korea Thailand Rest of Asia Pacific Total Asia Pacific Global Fleet

Fleet Size 2015 738 382 112 271 142 280 81 63 100 56 43 80 204 2,552 46,991

Deliveries 2005-2009 110 45 36 93 35 38 20 10 13 15 15 21

Deliveries 2010-2014 103 252 65 50 61 34 15 7 24 21 8 11

501 713 7,444 5,826 Source: Gama Aviation

research reveals that between the 20052009 and 2010-2014 time periods, China saw an incredible 460% increase in deliveries. The Philippines saw a rise of 84.6%,

www.AVBUYER.com

Change

% Growth

-7 207 29 -43 26 -4 -5 -3 11 6 -7 -10

-6.4% 460.0% 80.6% -46.2% 74.3% -10.5% -25.0% -30.0% 84.6% 40.0% -46.7% -47.6%

24.0%

212 -1,618

42.3% -21.7%

followed by Hong Kong and Indonesia which saw rises of 80.6% and 74.3% respectively. MI www.gamaaviation.com



Aircraft Index see Page 4

MarketIndicators .qxp_Layout 1 19/05/2015 09:51 Page 6

In-Service Aircraft Technical Condition & Price An Asset Insight Index analysis conducted on March 31, 2015, covering 80 fixed-wing models and 1,583 aircraft listed “for sale” revealed a variety of trends relative to asset quality (Table A). Maintenance Rating (ATC Score): Asset Technical Condition Score (an aircraft’s rating relative to its Optimal Maintenance Condition, achieved the day it came off the production line) decreased 4.9 AI2 basis points, registering 5.431 from February’s 5.480. However, the Maintenance Rating once again remained comfortably above the Mid-Time/Mid-Life 5.000 level (on the ATC Score scale of -5 to 10). Financial Rating (ATFC Score): After setting a 12-month peak figure in February, Asset Technical Financial Condition Score (evaluating scheduled maintenance event cost based on the aircraft Maintenance Rating) fell 7.2 AI2 basis points, but remained above the Mid-Time/Mid-Life 5.000 level (0 to 10 ATFC Score scale) registering 5.087 versus February’s 5.163. Asset Exposure (ATFE Value): Last month’s improvement in the Asset Technical Financial Exposure Value (an aircraft’s accumulated maintenance financial exposure) was short-lived, with the figure once again increasing, this time by $67k, to register $1.913m, a new record high/worst figure. By asset group, our month-over-month findings are as follows… • Large Jets: Excellent quality; lower Ask Price; slightly higher Asset Exposure; high Exposure to Price Ratio (ETP) but best among all groups. • Medium Jets: Excellent asset quality; above average Ask Price; higher Asset Exposure; worsening ETP Ratio. • Small Jets: Very good overall asset quality; 12-month high Ask Price; worst ETP Ratio among all groups. • Turboprops: Very good asset quality; below average Ask Price; worsening Asset Exposure and ETP Ratio. Exposure To Price (ETP) Ratio: Spread in ETP Ratio widened for the sixth consecutive month, this time by 51.7 percentage points. The average for aircraft tracked by Asset Insight registered below January’s record high. However, at 61.4%, the figure is nearly sixteen percentage points above Advertising Enquiries see Page 5

Table A

December’s Ratio and undoubtedly represents a troubling figure for many Sellers (Table B). We consider any ETP Ratio over 40% to represent excessive Asset Exposure in relation to Ask Price, and the industry average has been above 40% for each of the past 12 months. Average prices did increase slightly, thanks to Small Jets, but January’s maintenance cost update continued to affect all ETP Ratios. A closer examination of each market segment follows… • Large Jets: For the first time during the past twelve months, the group’s Ratio rose above the 40% level registering 41.3% from February’s 38.9%. Large Jet average Ask Price fell yet again this month, from $15.9-15.0m, but continued to record the highest asset quality amongst all market segments. • Medium Jets: This sector once again attained an “Excellent” Rating to rank second relative to asset quality. Although the current $3.72m Ask Price reflects a $60k reduction over the past 90 days, prices are still above the 12month average, offering many Sellers the opportunity to capitalize on the group’s high asset quality and reasonable price. • Small Jets: The group’s ETP Ratio registered 88.9%, slightly higher than February’s 88.0%, but below January’s record worst 101.1%. Average Ask Price improved, increasing to $1.95m (a 12month peak figure). Overall, the group’s asset quality is “Very Good,” allowing the sector to maintain third place, and providing prospective Buyers the opportunity to identify some good values while, potentially, allowing Sellers to secure a good price. • Turboprops: The group’s ETP Ratio registered second best among all sectors, but worsened during the past month increasing to 55.0% versus February’s 51.9%. Turboprop Ask Price remained stable at $1.57m, but that was still less than the sector’s 12-month www.AVBUYER.com

Table B Model ETP Ra o F900LX 3.3% Boeing BBJ 4.8% F2000LX 8.7% F900EX EASy 9.8% Phenom 300 9.9% F900DX 11.8% CL-605 13.4% G 450 13.7% Cita on CJ3 13.8% Falcon2000EX Easy 14.5% F900C 18.0% Cita on CJ1+ 18.8% Hawker 900XP 19.9% G550 20.6% G-150 20.7% F900EX 20.9% Premier 1A 21.3% Piper Meridian 21.4% Cita on XLS 21.9% KingAir 350 - Post-2000 22.3% Challenger 300 22.4% Pilatus PC-12 22.4% Global XRS 22.9% Phenom 100 24.1% Learjet 60XR 24.9% Falcon 2000 25.2% Global 5000 25.5% Cita on Encore 26.1% Falcon 50EX 27.5% Cita on CJ2 29.8% Embraer Legacy 600 30.4% G-200 32.3% F900B 33.6% Learjet 45XR 35.8% Hawker 400XP 35.9% Global Express 37.1% KingAir B-200 - Post-2000 38.0%

Model KingAir 350 - Pre-2001 CL-604 KingAir B-200 - Pre-2001 G-100 Learjet 45 w/APU GV Cita on X (MSG3) Hawker 800XP Learjet 45 Cita on Bravo GIV-SP (MSG3) Learjet 55C Falcon 50 Premier 1 Piaggio P-180 II Cita on V Ultra GIV-SP KingAir 300 Piaggio P-180 Learjet 60 Hawker 1000A Hawker 800A CL-601-3R Cita on VI Hawker Beechjet 400A GIV Cita on II CL-601-3A KingAir C90 Beech B-1900C Learjet 31 Learjet 55 Falcon 20-5 Hawker Beechjet 400 Learjet 35A CL-601-1A G-III

ETP Ra o 38.1% 39.4% 43.0% 43.0% 46.1% 47.3% 49.7% 51.1% 56.0% 56.0% 56.0% 56.8% 59.0% 59.6% 61.7% 61.7% 67.9% 67.9% 73.8% 78.3% 80.3% 80.9% 90.3% 90.7% 103.0% 109.9% 119.4% 128.2% 129.6% 147.8% 159.0% 159.5% 163.4% 173.9% 194.3% 325.0% 331.9%

average. Overall asset quality is “Very Good,” and the present climate should allow Buyers and Sellers to structure mutually beneficial transactions. Summary Increasing maintenance costs are accelerating financial obsolescence for many aircraft. With nearly 47% of tracked models averaging an ETP Ratio >40%, as much as half of the “for sale” fleet may already be with the aircraft’s final owner. For such assets, realistic trading opportunities are likely to depend on the owner’s use of Hourly Cost Maintenance Program coverage to “adjust” the asset’s Maintenance Exposure, or their ability to locate a buyer seeking a “disposable aircraft”. MI www.assetinsightinc.com T June 2015 – AVBUYER MAGAZINE

O'Gara June.qxp_Layout 1 19/05/2015 12:21 Page 1

O'Gara June.qxp_Layout 1 19/05/2015 12:21 Page 2

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• Engines enrolled on Honeywell MSP Gold, APU enrolled on Honeywell MSP • Two Owners, Excellent Pedigree • Professionally Maintained and Operated • Low Time/Cycles for Model-Year • WAAS/LPV Capable with (3) FMZ-2010 ver. 6.1

• Engines enrolled on Honeywell MSP Gold, APU enrolled on MSP • One Owner Since New • Very low total time to cycle ratio • Currently undergoing a 3C check and Wing Tank Modification (SB 496)

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Buying & Selling.qxp_Layout 1 19/05/2015 12:42 Page 1

BIZAV INTELLIGENCE T BUYING & SELLING

Buying An Aircraft?

Get the Best Deal in a Hot Pre-Owned Market

Answers vary on how to get the best possible deal on the aircraft your company needs, notes Dave Higdon. So how do you cut through the variety of input to form a best-laid plan?

L 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 footlaunched wings to combat jets. Contact him via Dave@avbuyer.com

et's start our discussion at the outset: the decision to buy followed by the first encounter with an area enriched with professionals standing-by to help. “When it comes to buying a business aircraft, work with an expert who will save you money and the grief of learning afterwards just how much you didn't know.” A qualified dealer or an experienced broker may or may not be knowledgeable in the details of your company, but they generally know how businesses use their aircraft and why. They also know where and how to acquire any other expertise – whether airframe-, powerplant-, cockpit-, or cabin system-related – that is needed to help you along. The wrong aircraft for a company's needs seldom works out to be the best deal, price tag aside. It is the professional’s first job to help make sure your company's mission matches up with an aircraft and its capabilities, right down to the

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

ongoing costs of operation. The gentleman quoted above served as the in-house expert to help his employer buy the company's first business aircraft. He was a pilot with several hundred hours but no ownership experience with the target type. “We knew enough to get a prepurchase inspection,” he explained. “We didn't know enough to have an expert in the aircraft type do the inspection.” Eventually the buyer and his pilot found the inspector missed things likely to have jumped out at an inspector familiar with the type. Over the ensuing 18 months the airplane spent less time mission-ready than it did in the shop. It was almost a good deal; it mostly fit the mission, “but it was a mistake.” A knowledgeable broker was retained to sell the airplane and find a better solution – one that went on to average more than 200 hours per year for the next decade. A dealer in the Southeast offered this insight: Aircraft Index see Page 4

Buying & Selling.qxp_Layout 1 18/05/2015 15:12 Page 2

“Be a smart shopper, picking someone to help you...ask for references, consider the airplanes they usually handle, and their latest success story. The broker who sells pressurized piston twins and twin turboprops may not be the one you need when you're looking at a Citation or Learjet. Knowledge becomes more of an issue as you move up through the jet categories. “Never forget this,” he concluded. “You must be willing to walk away from the deal.”

Professional Negotiator

About the same time that you start looking for that aircraft expert to help you, you should pay a visit to your financial home (i.e. before you start negotiating with anyone for anything). A seller may be a bank, trust, another business, or an individual. In the end, what matters most is negotiating a transaction that's as much to your liking (and needs) as possible. Knowing your financial options is a definite advantage. More than money, however, is on the table. If the aircraft’s inspection revealed the need for any maintenance or mandatory downtime in the future, the expert you hire should be qualified to help steer the negotiations toward an accommodation that takes into account those needs. Advertising Enquiries see Page 5

“...what matters most is negotiating a transaction that's as much to your liking (and needs) as possible.”

www.AVBUYER.com

A seller may offer certain work premised on a higher asking price than you want to pay– because it will save you later, the seller may say. Your expert can quickly assess the offer or the work needed and advise you on what best suits your needs. That may be letting the seller take care of items in question, or the best deal may be a lower price that lets you schedule the work yourself. “Where offers of paint or interior come in, we always advise our client of options that put the buyer in control of the outcome,” our Southeastern broker explained. “It's all part of the package.” Knowing finances are available can give the buyer a sense of confidence that translates across the negotiating table… presuming, that is, your representative wants you in the room… “To the greatest extent possible the only contact I want my client to have is when we get a tour of the airplane, and then I want the potential buyer out of there pronto,” a West Coast dealer/broker elaborated. “Never let the seller see how much the buyer wants the aircraft.” Emotions, the West Coast Dealer/Broker explained, can handicap a buyer's negotiating position. In fact, this expert advised, the more nonchalant, the better. “Now if you're a good  June 2015 – AVBUYER MAGAZINE

Buying & Selling.qxp_Layout 1 18/05/2015 15:15 Page 3

BIZAV INTELLIGENCE T BUYING & SELLING

both. All too often a client was within a few thousand of the deal he wanted when he blinked. He got his airplane – but it cost a quarter-million more than it should have...”

More than Money

The answers expected for this story were of basic advice on negotiating a good price. That expectation dissolved when one broker reminded this writer that where aircraft are concerned the “best deal” involves so much more than purchase price. “You must approach the deal not as 'We're buying an airplane!' but as 'We're investing in business equipment'. That always requires a look at all the factors – not merely the costs,” explained the New England broker. “Long-term ownership, utilization, capitalization, operation, maintenance - everything goes into a smart decision. “A 'best deal' is usually the smartest decision based on all those inter-connected factors. Typically, not even experienced pilots can cover it all.” Are you looking for more articles on Ownership? Visit www.avbuyer.com/articles/category/ business-aircraft-ownership/

The Art of the Deal

poker player and can sit there emitting a 'don't really care' attitude, then we'll slay them!” Otherwise…? “The instant they see how badly you want the airplane, they add plenty to how much they're willing to take.” Professionals in negotiations counsel their clients that a cool attitude matched with a relaxed demeanor saps the energy out of the seller's hope that you want the airplane badly enough to compromise. “It goes against the grain of some business people to be absent during the negotiations for such a significant investment,” a Northeast broker added. “It's often their company, and they feel they must be in the room for every big deal and major decision. I let clients know up front that they can have me or someone who is foolish enough to let the client be present – but not 32

AVBUYER MAGAZINE – June 2015

“He got his airplane – but it cost a quartermillion more than it should have...” www.AVBUYER.com

So how does one find the best expert? Several avenues exist to picking a broker or other representative to help you navigate through the sundry steps of buying or selling a valuable asset such as an aircraft.

• Check references. • Talk to past clients – the most-reputable • • •

dealers and brokers often offer references preemptively. NBAA's associate membership includes numerous professionals in aircraft buying and selling. More specific is the membership of the National Aircraft Resale Association (NARA). The National Aircraft Finance Association (NAFA) membership includes institutions unified by their own aviation practices and portfolios.

If that doesn't help, ask other operators you know and go from there…T Aircraft Index see Page 4

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GAMA June15.qxp_GAMA DEC05 18/05/2015 17:49 Page 1

BIZAV INTELLIGENCE T OEM SHIPMENTS

GAMA 1Q 2015 Shipment Analysis

First Quarter Speedbump slows talks of Recovery The numbers are in for the first quarter of the year, and GAMA’s new airplane shipment report is problematic. Mike Potts leafs through the findings to assess the trends... 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

uch! Just when it looked like we were on the road to a smooth recovery, we hit a speed bump. The 1Q 2015 business aircraft shipment report was issued by the General Aviation Manufacturer’s Association (GAMA) during May and the results were not pretty.

• • •

Total Shipments: down 15.2% Total Billings: off 12.6% Every Category: down, significantly.

In raw numbers the industry delivered 441 aircraft worth $4.5bn, compared with 520 in 1Q 2014, worth $5.2 bn. GAMA President & CEO Pete Bunce is pushing the US Congress to reauthorize the Export-

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Import Bank. Maybe this will provide the evidence that our industry requires help.

The Jet Market

Business jet deliveries were down 13.6 percent, from 154 units a year ago to 133. Of the eight business jet OEMs, six delivered fewer airplanes in this quarter. Bombardier continued to lead with 45 units, and was one of the two jet OEMs with improved delivery numbers, up two units from the 43 it reported for 1Q 2014. Bombardier’s Global 5000/6000 continued to be popular with 17 units shipped. Cessna was second in shipments with 33, followed closely by Gulfstream (32). Cessna’s total was  Aircraft Index see Page 4

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GAMA June15.qxp_GAMA DEC05 18/05/2015 17:50 Page 2

BIZAV INTELLIGENCE T OEM SHIPMENTS

two units below its 2014 pace, while Gulfstream was seven units behind its 39 unit 1Q 2014 total. Gulfstream narrowly led the jet market in billings, however, at $1.71bn - followed closely by Bombardier with $1.66 bn. Gulfstream and Bombardier accounted for 74.89 percent of the total industry’s billings, between them, with the other 29 companies sharing the balance. Embraer ranked fourth in jet deliveries (12 units, down from 20 in 1Q 2014), and Dassault was in fifth place with six deliveries, versus nine last year. Boeing followed with three, up from two the year before. Having brought Eclipse under its umbrella, this quarter ONE Aviation reported two deliveries, down three from a year ago when five Eclipse shipments were made. Thus ONE sits in seventh place among the jet OEMs, while Airbus trails the jet market for shipments with no deliveries in 1Q 2015, down from one a year ago. The current jet market weakness is spread throughout the segment, with larger models suffering as well as the smaller jets, unlike the downturn between 2008 and 2013 when smaller jets were most heavily hit. The light end is still not recovering, but it’s not the only category down - and it’s not down appreciably worse than some of the larger jet segments.

The Turboprop Market

By comparison, turboprops represent the market’s only bright spot, with 115 units delivered in the first three months of this year, compared with 125 last year. That’s a reduction of 8.0 percent, making turboprops the only segment not down by doubledigit percentage points. A closer look, however, shows business turboprops actually doing much better than that. Discounting agricultural aircraft, traditional business aircraft turboprops (a number not broken out in the GAMA report) are actually up by +4.35 percent over a year ago, at 72 units compared with 69 last year. That’s not a huge increase, but compared to the rest of the market it looks wonderful. All of the increase is in the twin-engine turboprop category, which is up 13.64 percent at 25 units from 22 last year. The single-engine turboprop segment is exactly even at 47 units both this year and in 1Q 2014. Textron’s Beechcraft unit is the leader in turboprops by a wide margin with 25 shipments, up from 22 in 1Q 2014. Following Beech and leading the single-engine turboprop category is Cessna with 13 units, down dramatically from the 24 units it reported last year. Of the seven business turboprop makers reporting this quarter, Cessna is the only company with fewer deliveries than last year. The top of the single-engine turboprop segment is hotly contested right now, with just two units separating the top three companies. Third place is shared between Piper and DAHER, each making 11 deliveries. Piper’s total was up five from 1Q 38

AVBUYER MAGAZINE – June 2015

2014, and DAHER’s up six. Pilatus, meanwhile, reported seven deliveries, level with a year ago, and Quest made five, up from four.

Summary Notes

If the turboprops are the bright spot this quarter, the pistons are on the dark side. Deliveries totalled just 193 units, 19.9 percent behind the 241 units delivered a year ago. Pistons represent such a small percentage of the market they wouldn’t be consequential, but downturns in the piston market tend to spell trouble ahead for the turbine airplanes. Usually, however, the pistons are a leading indicator, not a parallel event. Piston deliveries were up all of last year, so there was no hint of a jet downturn. Overall, the results of the jet market this quarter represent a huge disappointment. The best we can hope for is that 1Q 2015 results are an aberration, although activity in the piston market suggests that may not be the case. All we can do is wait for the 2Q 2015 report to see if things pick up again… View GAMA’s 1Q 2015 Shipment Report in full on page 39

Airplane shipments 1, 2, 4 Manufactured Worldwide 1Q

YTD

SINGLE-ENGINE PISTON

176

MULTI-ENGINE PISTON

TOTAL PISTON AIRPLANES

193

SINGLE-ENGINE TURBOPROPS

MULTI-ENGINE TURBOPROPS

TOTAL TURBOPROP AIRPLANES

115

BUSINESS JETS

133

TOTAL TURBINE AIRPLANES

248

GRAND TOTAL AIRPLANE SHIPMENTS

441

GRAND TOTAL AIRPLANE BILLINGS

$4,512,353,340

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 2014. 6. Diamond Aircraft HK36 Motor Glider included in civil make-model shipment total, but not summary tables. 7. Airbus and Boeing twin aisle shipments are identified in the report, but their value is not included in the calculation of billings. 8. DAHER was previously reported as SOCATA. 9. ONE Aviation Corp. was previously reported as Eclipse Aerospace Inc. 10. Piaggio Aerospace does not provide quarterly data, but reports airplane deliveries to GAMA on an annual basis.

www.AVBUYER.com

Aircraft Index see Page 4

GAMA June15.qxp_GAMA DEC05 18/05/2015 17:51 Page 3

OEM SHIPMENTS BIZAV INTELLIGENCE

2015 First Quarter Shipment Report MAKE & MODEL

AIRBUS CORPORATE JETS

YTD

MAKE & MODEL

YTD

CL850 / 870 / 890

ACJ318

TOTAL UNITS

ACJ319

TOTAL BILLINGS

$1,656,800,000

ACJ320

CIRRUS AIRCRAFT

ACJ321

CIRRUS SR20

ACJ330

CIRRUS SR22

TOTAL UNITS

CIRRUS SR22T

TOTAL UNITS

TOTAL BILLINGS

$30,597,388

TOTAL

BILLINGS7

AIR TRACTOR

AT-401B

DAHER

AT-402A

TBM 900

AT-402B

TOTAL UNITS

AT-502A

TOTAL BILLINGS

$41,700,000

AT-502B

DASSAULT FALCON JET

AT-504

FALCON 900LX

FALCON 2000LXS

FALCON 2000S

AT-602

AT-802

AT-802A

FALCON 7X

AT-802AF

TOTAL UNITS

TOTAL BILLINGS

$211,800,000

TOTAL BILLINGS

$18,861,026

DIAMOND AIRCRAFT HK-36

DV20

DA20-C1

DA40 (ALL)

7GCBC CITABRIA EXPLORER

DA42 (ALL)

8GCBC SCOUT

TOTAL UNITS

8KCAB SUPER DECATHLON

TOTAL BILLINGS

$14,979,075

8KCAB XTREME DECATHLON

DISCOVERY AVIATION

TOTAL UNITS

XL2

TOTAL BILLINGS

$1,462,400

TOTAL UNITS

TOTAL BILLINGS

AMERICAN CHAMPION AIRCRAFT 7EC CHAMP 7ECA CITABRIA AURORA 7GCAA CITABRIA ADVENTURER

BOEING BUSINESS JETS

5,6

BBJ

EMBRAER

BBJ 2

PHENOM 100

BBJ 3

PHENOM 300

B777-300ER

LEGACY 500

B787-8

LEGACY 600/650

TOTAL UNITS

LINEAGE 1000 / E190 HEAD OF STATE

TOTAL BILLINGS 7

$58,500,000

SHUTTLES (ERJs AND E-JETS)

BOMBARDIER

TOTAL UNITS

LEARJET 70 / 75

TOTAL BILLINGS

$124,746,000

LEARJET 60XR

GULFSTREAM AEROSPACE CORP.

CHALLENGER 350

GULFSTREAM 150 / 280

CHALLENGER 605

GULFSTREAM 450 / 550 / 650

GLOBAL 5000 / 6000

TOTAL UNITS

Advertising Enquiries see Page 5

www.AVBUYER.com

June 2015 – AVBUYER MAGAZINE

 39

GAMA June15.qxp_GAMA DEC05 19/05/2015 12:45 Page 4

BIZAV INTELLIGENCE T OEM SHIPMENTS

MAKE & MODEL

YTD

MAKE & MODEL

YTD

TOTAL BILLINGS (GULFSTREAM)

$1,711,660,000

P2008JC

P2006T

MAHINDRA AEROSPACE

AIRVAN 8

P2010P TWENTY TEN

TOTAL UNITS

TOTAL BILLINGS

$3,634,800

TOTAL BILLINGS

$9,051,256

MAULE AIR, INC.

TEXTRON AVIATION

MX-7-180B

BEECHCRAFT CORPORATION

M-9-235

BONANZA G36

TOTAL UNITS

BARON B58

TOTAL BILLINGS

$769,814

KING AIR C90GTx

KING AIR 250

MOONEY INTERNATIONAL CORP. M20R OVATION

KING AIR 350i/ER

M20TN ACCLAIM

TOTAL UNITS

TOTAL BILLINGS (BEECHCRAFT - TOTAL)

$168,827,800

$659,000

CESSNA AIRCRAFT COMPANY 172S SKYHAWK SP

ECLIPSE 550

182T SKYLANE

TOTAL UNITS

T182T TURBO SKYLANE

TOTAL BILLINGS

$6,374,500

206H STATIONAIR

T206H TURBO STATIONAIR

TOTAL BILLINGS ONE AVIATION CORP.

PACIFIC AEROSPACE LTD. PAC 750XL

N/A

400 CORVALIS TTx

TOTAL UNITS

208 CARAVAN 675

TOTAL BILLINGS

208B GRAND CARAVAN / EX

510 CITATION MUSTANG

P.180 AVANTI EVO

N/A

525 CITATION M2

TOTAL UNITS

525A CITATION CJ2+

TOTAL BILLINGS

525B CITATION CJ3+

525C CITATION CJ4

PIAGGIO AEROSPACE

PILATUS PC-6

560 CITATION XLS+

PC-12

680 CITATION SOVEREIGN+

TOTAL UNITS

750 CITATION X+

TOTAL BILLINGS

$32,984,000

TOTAL UNITS

TOTAL BILLINGS (CESSNA - TOTAL)

$373,720,000 $542,547,800

$542,547,800

PIPER AIRCRAFT, INC PA-28-161 WARRIOR III

TOTAL BILLINGS (COMBINED)

PA-28-181 ARCHER III

THRUSH AIRCRAFT, INC.

PA-28R-201 ARROW

S2R-T34

PA-34-220T SENECA V

S2RHG-T65

PA-44-180 SEMINOLE

S2R-T660

PA-46-350P MIRAGE

S2R-G10

PA-46R-350T MATRIX

S2R-H80

PA-46-500TP MERIDIAN 500

TOTAL UNITS

TOTAL BILLINGS

$3,523,944

TOTAL BILLINGS

$23,873,253

WACO AIRCRAFT COMPANY 2T-1A-2

KODIAK 100

YMF-5D

TOTAL UNITS

TOTAL BILLINGS

$9,875,000

TOTAL BILLINGS

$1,063,000

GRAND TOTAL CIVIL SHIPMENTS GRAND TOTAL AIRPLANE BILLINGS

441 $4,512,353,340

QUEST AIRCRAFT COMPANY

TECNAM AIRCRAFT ASTM - LSA

P2002JF

P92JS

P2002JR

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Aircraft Index see Page 4

Hagerty June.qxp_Layout 1 18/05/2015 15:00 Page 1

2015 Gulfstream G650 Serial Number: 6117 Asking Price: $72,950,000 Hours: 26

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2012 Gulfstream G550 Serial Number: 5361 Asking Price: $45,950,000 Hours: 1,188

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2008 Gulfstream G450 Serial Number: 4141 Asking Price: $21,950,000 Hours: 2,412

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Serial Number: 1292 Asking Price: Call for Pricing Hours: 9,406

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BIZAV INTELLIGENCE T OEM SHIPMENTS

Quarterly Breakdown of BizJet Deliveries & Transactions “And the Beat Goes On...” In this month’s JETNET >>KNOW MORE analysis, Mike Chase and Marj Rose share the latest statistics from the New Business Jet market, and compare historic figures from different regions of the world with today’s new delivery and transaction data... he song The Beat Goes On by Sonny and Cher came to mind when we put this article together. We keep moving on, history turns a page and we find ways to create new things, provide new services, and make things happen. It’s no different in the Business Aviation industry. Recently we’ve seen mergers of aircraft manufacturers and even new (very light) business jets actually coming to the market. And the beat goes on… Textron finalized the Hawker Beechcraft acquisition last year, and recently Eclipse and Kestral made the announcement they have become ONE Aviation. Will there be more consolidation ahead? It’s hard to tell, but we know the beat will go on and General Aviation manufacturers will continue to develop and build new aircraft to meet the demands of the market. As pre-owned inventories start to come down ever so slowly, the OEMs should be seeing a little light at the end of the tunnel, given that this trend typically spurs new purchases. Two new entries into the Entry Level Jet segment - HondaJet and Cirrus Jet - should be making their way to market later this year. It will be interesting to see how that end of the business jet market develops since we have seen the opposite end, the ultra-long-range business jets, do so well throughout the economic recession. In addition, Bombardier and Embraer are on the move in the super-mid-size arena with the new Challenger 650 and the Legacy 500 and 450 deliveries spooling up this year.

T Source: JETNET

New & Pre-Owned, By Region

Source: JETNET

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

When we compare both new and pre-owned business jet transactions (see Table A, top left), North America once again leads the world, by a substantial percentage. There was a time when we Aircraft Index see Page 4

Jetnet KnowMore.qxp_Layout 1 19/05/2015 12:22 Page 2

thought the new normal percentage might remain closer to 50%, but as the US economy picks up and corporate profits remain strong, the dominance of Business Aviation in the United States is simply marching to a faster drum beat.

New & Pre-Owned, By Quarter

In another comparison, this time quarter-over-quarter (represented in Table B, left), we depict the new and used transactions by weight class. It is interesting to note that the Used Light and the New Heavy segments were the only positive gainers when comparing 1Q 2015 with 1Q 2014. Also noteworthy is the fact that the Heavy segment holds over 50% of New business jet deliveries.

Source: GAMA

New Delivery Comparisons, By OEM

As depicted in the Table C (top, right) below, New business jet deliveries are down more than 13% for 1Q 2015 compared to 1Q 2014. It is interesting that Bombardier and Boeing are the only two business jet OEMs that posted more deliveries (ever so slight) this past quarter than in Q1 2014.

Top 1Q 2015 Jets, By Model

Top 20 New business jet deliveries, as presented in Table D (right), shows Gulfstream is leading the pack of long-range, heavy business jets with 25 total G450/550/650 shipments in 1Q 2015. This is followed by Bombardier’s Global 5000/6000, Challenger 350 and Learjet 70/75. Although many individual models had fewer deliveries in 1Q 2015, new entries into the market balanced OEM total output to practically split the gains, verses losses, quarter over quarter.

1Q Shipment Comparisons, 2007-2015

Chart A (right) provides a historical view of 1Q results from 2007 to 2015 for New business jet deliveries. As shown, the past five years are well below the years preceding the economic downturn. However, one quarter does not make for a full year! Also, both the New deliveries and pre-owned retail transactions were down exactly -13.6% in 1Q 2015 compared to 1Q 2014.

Source: GAMA

$ 1st $ Quarter $ $ $ compare $ $ $ CHART A - How did 2015 to$ previous years? $ New Business Jet Deliveries $ $ $ $ (Q/Q) % Change !#$

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Summary

Ultimately, we remain very optimistic about what 2015 has in store for the Business Aviation industry, especially with new aircraft and even new OEMs like HondaJet finally entering the market. There is much anticipation for the new aircraft models coming off the production line, so we hope this warm, fuzzy feeling translates into improved used aircraft transactions too. A healthy market for transportation via business aircraft stimulates all sales—new and pre-owned. And the Beat Goes On… T Are you looking for more market insight? Visit www.avbuyer.com/articles/category/businessaviation-market-insight

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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.

www.AVBUYER.com

June 2015 – AVBUYER MAGAZINE 47

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BIZAV INTELLIGENCE T AVIATION LEADERSHIP ROUNDTABLE

Price Tracking

How Do We Value Our Aircraft? One of the most elusive factors in our industry is determining what our aircraft are worth. Buyers say they paid less; sellers say they got more! Who’s right? asks Jay Mesinger.

oth Aircraft Bluebook and Vref do a great job of reporting on many factors effecting valuation, addons, value differences between model years, and impact on damage and poor cosmetic condition. Each publication struggles to capture real value of the base aircraft, however. Both report based on prior quarter sales. In this rocky recovery period as numbers of sales transactions remain lackluster, gaining enough quarter-over-quarter insight produces a very unpredictable barometer. As we read each month about the deliveries of new aircraft, our industry tries to put into perspective the value of the preowned segment of our fleet. Unlike many industries, ours does not have a recordation body that captures actual sales prices. Real-estate and even used cars are tracked with accuracy. Our industry is impacted by speculation, hearsay and confidentiality agreements that keep buyers and sellers from being willing to—or even having an interest in—divulging sales prices. So where does that leave us? It leaves us guessing about what is the proper sale or purchase price for an aircraft. New aircraft deliveries for the most part are tracked based on the manufacturers setting their base retail pricing on an airplane when new. Except for some small discounting at time of purchase from the manufacturer, the value-guessing game begins when the aircraft reaches its first owner. In our industry’s past we were all using a factor of about 3-4% per year as a fairly accurate residual loss rate. Collectively our industry is coming to understand that a more realistic number should be as much as 10% for the first year, then as much as 7-8% for each year thereafter. Might that number begin to go down after some number of years? Probably. How much is still not defined.

Doing the Math

How do we, as an industry test this? That’s easy. We can each use example airplanes for which we have absolute knowledge of the sales price. Take that sales price and do the math: • • •

go to year six and reduce the loss rate to five percent per year, deduct that amount and then calculate for the next year. My sense is that such an approach gets you either right on, or very close to the actual sales price. During our pre-downturn years—2003 to 2008—selling numbers were often skewed by premiums being paid for new or very-like-new airplanes that were available for immediate delivery. Be sure that you do not use the premium price to calculate current value. That premium was lost in one day starting at the first resale of the aircraft after its original premium-laden purchase. As an industry, we have been burdened with inaccurate information regarding pricing for way too long. The more iterations of aircraft sales we have, the more difficult it becomes to peg residual value. Using an understated annual residual loss rate only complicates an already complicated calculation. It also hinders an accurate understanding of values and keeps a solid trajectory from occurring in a recovery. As long as sellers cannot trust input as to what number to ask (or even worse what number to accept) as a sale price, and buyers do not know what number to trust as a purchase price, any meaningful business of buying and selling cannot get traction. The post-2008 period in our industry has been full of false starts. After one quarter, we shout recovery. After the next quarter we scratch our collective heads and wonder where the recovery went. I reported a year or so ago that ‘flat would be the new up’. If we could just get 3-4 consecutive quarters of flat pricing we could consider that a healthy market. That has still not happened. Sure the trend is leveling to some extent, but we are still not on solid ground. We are not ready to relax and consider that the good old days have returned. We must all work harder than ever, and we expect that hard work to continue for some time. The days of coasting through a career may be gone for good. Maybe the requirement to work harder and smarter than ever in the history of our industry is a good thing. It raises the barrier for entry into this great industry of ours. T

Turn to one of the reporting books and look at the original ‘new’ delivery price; Deduct 10% off of that number for the first year; Deduct 7% from the remaining amount, annually, until you reach the current year.

How close does that number come to the actual sales price that you truly believe? If the loss rate seems too aggressive, 52

AVBUYER MAGAZINE – June 2015

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Jay Mesinger is the CEO and Founder of Mesinger Jet Sales. With 40 years’ experience in the aircraft resale market, Jay also serves on the Jet Aviation Customer and Airbus Corporate Jets Business Aviation Advisory Boards (BAAB). Contact him at jay@jetsales.com Aircraft Index see Page 4

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803.822.4114 South Carolina (CAE) Colorado (GJT) • Texas Aircraft Sales & Acquisitions

2007 Falcon 7X

7X-007

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2001 Falcon 2000

2003 Citation Excel

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128

560-5350

AIRCRAFT@BELLAVIATION.COM

2003 Falcon 900C

1984 Hawker 800A

1985 Citation SII

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197

258008

S550-0036

803.822.4114 South Carolina (CAE) Colorado (GJT) • Texas Aircraft Sales & Acquisitions

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1991 Learjet 31ER

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31-033

1983 King Air F90-1

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LA-205

1982 Conquest II

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441-0222

2006 Piper Meridian

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BOARDROOM T JUNE 2015

Business Aviation and The Boardroom What The Boardroom Needs To Know

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BOARDROOM T CASE STUDY

High Flyers

Sentient Jet Signaling Sentient Change Sentient CEO Andrew Collins sets out the clear advantages of Business Aviation in a recent interview with Rani Singh. ounded in 1999 and now an integral part of Directional Aviation, Sentient Jet has an established reputation within the US private aviation sector. Based in Boston, Massachusetts and offering the innovative Sentient Jet Card Program, it provides clients the flexibility of flying privately for their Business Aviation travel needs. “At Sentient, we saw growth in 2014, a 25% Year-over-Year jump in sales ($215m) and a near 20% jump in revenues,” Collins notes. “We saw a 12% growth in volume (vs. 3.8% for the Part 135 charter industry overall), so we outpaced the market. It is clear that a guaranteed 25-hour solution such as our Jet Card product is relevant.” So who has been driving that growth? “We saw a decent balance of both corporate flyers and leisure flyers (corporate flying was up 10%

F 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.

AVBUYER MAGAZINE – June 2015

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while leisure was up 10%) in the US.” This trend differs, according to Collins, in Europe where growth is mainly driven by the business flyer. “We tend to see more mid-size jet travel in Europe on aircraft such as the Citation Excel, which appears to be the top aircraft for chartering within Europe, based on 2014 data. In the US we tend to see more light aircraft dominate flying; airplanes such as the Hawker 400XP. But that is quickly followed by mid-size and super mid-size aircraft. We also note the average flight leg in the US is slightly longer than in Europe,” Collins reveals. Currently, Sentient has 4,500 Jet Card holders including those with business-related travel needs, for leisure-related travel and Ultra-HighNet-Worth Individuals. “About 60% of flying in our client-base is for corporate travel and 40% is  Aircraft Index see Page 4

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BOARDROOM T CASE STUDY

more leisure or family-oriented,” Collins elaborates. “We have clients that use us as their primary solution for private aviation as well as clients that have multiple private jet offerings available to them, and we tend to fit a specific style of trip. Many of our customers either own a jet, a fraction, or have made the switch from a premium national or global provider.”

to other work-related matters. He enjoys plenty of leg room to stretch out and arrives at a smaller regional airport - Cuyahoga County Airport (CGF) in Richmond Heights - in plenty of time to attend his meeting from 12:00-2:30pm, feeling prepared and unflustered. Departing from CGF back to Boston at 3:00pm, our executive lands at the regional airport in Bedford, Massachusetts around 4:30pm and is back at his home by 5:30pm with time to spare for the family and either an evening of work or leisure. Total time spent: eight hours – much of which was productive, thanks to the cabin connectivity and focussed, comfortable environment of the business jet cabin with minimal fuss at either airport. “I bought eight hours of time back and feel fine and relaxed ahead of my next day’s appointments,” he smiles as he looks back on the day’s success.

Spot The Difference…

Collins offered a typical case study to illustrate the advantages business jets can offer over commercial airline travel. Using Sentient’s Boston location and parent company Directional Aviation’s Cleveland, Ohio location as the departure and arrival points, he paints a vivid picture. “Let’s imagine an executive needed to participate in a meeting in Cleveland at noon, and do so in one business day since he has commitments elsewhere the following day. Now let’s imagine he tries to achieve his objective using both business jets and commercial airlines…” Via the Scheduled Airlines: Our executive needs to be up by 5:30am and out the door to the airport to catch an early morning flight from Logan Airport, Boston to Cleveland Hopkins International, Ohio. Given the commute to the airport, the ticketing and security process as well as overall baggage handling, the likelihood is that it takes about two hours just for our executive to arrive at his seat on the airplane. Flight time is approximately 90 minutes, assuming no airport congestion or heavy traffic flow, and our executive arrives in Cleveland somewhere around 10:30am. Procurement of a rental vehicle from the airport in Cleveland and a subsequent 30 minute ride enables the executive to arrive at the meeting with approximately 15 minutes to spare, and 5-6 hours travel time behind him. Following a lunchtime meeting, the executive needs to turn around and, given the scheduling restrictions, is unlikely to depart Cleveland until after dinner time. A similar process with an eventual commute home from Boston’s Logan Airport ensues, and, following a very long day, the executive walks through the door of his home by around 10:00pm. Total time spent: Over 16 hours, with a lot of unproductive ‘down-time’ padding out that 2.5 hour lunchtime meeting.

“I bought eight hours of time back and feel fine and relaxed

AVBUYER MAGAZINE – June 2015

“The question I ask customers or prospective customers is ‘what is your time worth?’, Collins concludes. “Given the hypercompetitive nature of the global economy as well as the ‘do more with less resource’ mentality that evolved out of the financial crisis, I believe Business Aviation is an important, often imperative resource and tool for corporations or busy individuals.” Are you looking for more Business Aviation Case Studies? Visit www.avbuyer.com/articles/categories/business-aviationinterview-case-studies T

ahead of my next day’s appointments.”

Via Business Aviation: Similar to ‘Groundhog Day’ our executive wakes up on the same day, with the same lunchtime meeting in Cleveland booked. This time though, he plans to fly privately in a light jet. In lieu of leaving the house at 5:30am, instead he leaves around 9:30am, heading to a smaller airport closer to his home. Parking outside the FBO, he walks in, is greeted by the flight crew, and is airborne by 10:00am. En route, our executive accesses WiFi in privacy and comfort, ensuring he can attend 60

What Price on Time?

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Sentient Jet invented the jet card concept in 1999, offering clients the chance to block-buy a certain amount of annual charter hours. Today, Sentient has 4,500 clients. So what does the future hold for block charter in ANDREW Collins’ view? COLLINS “Innovation around client service will be critical as we move forward,” he predicts. “There are only so many clients in this segment, and we need to make sure we are relentless in our pursuit of flawless execution, and that our service levels are second-to-none,” Collins adds. “Running a private jet company is a complicated, regulated business that requires deep thought, creativity, and significant expertise.” Committed to safety programs, including the industry’s first and only Independent Safety Advisory Board, Sentient Jet’s network of certified operators ensures that clients always have access to executive aircraft that meet their rigorous standards for safety and quality. More from sentient.com Aircraft Index see Page 4

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BOARDROOM T OWNERSHIP

New or Used Aircraft

How can you Know which Option is best for You? (Part 3 of 3) Having addressed advantages for buying new and pre-owned aircraft, David Wyndham concludes his series of pivotal considerations for Boards looking to acquire business aircraft… reviously, we touched on only two aspects of the new vs. pre-owned question: acquisition cost and operating costs. While those are two significant areas in arriving at a purchase decision, we always recommend looking at the full life-cycle cost of owning and operating the aircraft. Some fixed costs such as crew salaries, hangar and liability insurance may be unrelated to the new vs pre-owned question. But what about financing the acquisition? Are there more favorable terms for new aircraft? What about residual value of the aircraft at the end of your ownership? For business use, taxes and tax depreciation are also important.

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

Financing

When looking at the costs to acquire, operate and dispose of the aircraft, used aircraft can often have a significant cash advantage. Consider the new and five-year old mid-sized business jets we used as illustrative in Parts 1 and 2 of this series as an example.

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Highlighted in Table A (top, opposite) is the total cash outlay calculated for a five year ownership period. New aircraft tend to secure better financing or leasing rates than pre-owned equipment. Post-2008, aircraft values took a major tumble, and they have not fully recovered. Newer aircraft remain on the market less time than older aircraft. Several aviation finance experts believe that the aircraft must be less than age 20 at the end of the finance/lease term for the deal to be financially safe. While that advice is a generalization, financing terms and rates support that position. Financial institutions do not mind taking a residual value risk on an aircraft that is five or ten years old at the end of the lease or finance term. They are much more wary of 20-year and older aircraft, however. For a new business aircraft, 100% financing at low singledigit rates are available for the best credit risks. Older aircraft tend to require 20% to as much as 50% downpayment to secure financing. Lease rates and terms also favor the new business aircraft: a 10-year lease on a new business jet is not a Aircraft Index see Page 4

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Table A

Table B

Table C

problem, while the bank may balk at longer than five years for a 15-year old business jet. This fact of financing recognizes that selling a newer aircraft in excellent condition is easier than selling a much older aircraft, even when it is in very good condition. As one example, according to AMSTAT, older Challenger 601-3A models for sale take longer to sell than their new variant, the model 605 (see Table B, above). In general, newer aircraft sell quicker than their older brethren.

Depreciation

Tax Depreciation can narrow the new-versus-used price gap. But the tax advantages are greatest for the first-time buyer of the new aircraft. How? If the aircraft is 100% used for business, 100% of the acquisition price can be depreciated as a business expense. The US Internal Revenue Service (IRS) allows full depreciation in as little as five years for non-commercial operators. Depending on the tax law and whether you can qualify, there has also been a 50% bonus depreciation law that allows up to half the purchase price to be taken in the first year of use for the aircraft. That feature is not available for pre-owned aircraft. So the tax depreciation in the first year of service may allow for a $13.3 million deduction for our new aircraft example (see Table C, above). The used aircraft does not qualify for other than the standard IRS allowance. Note: accelerated depreciation only changes the timing of depreciation, not the duration or amount of total depreciation. At a 35% tax rate, the new aircraft with bonus depreciation can have a tax advantage of $3,745,000 ($10.7 million depreciation difference at 35% rate). Advertising Enquiries see Page 5

When You Sell?

There are two options when you sell, depending on your subsequent actions regarding aircraft ownership. There will be a capital gains tax on the difference between the sale price and the depreciated value of the aircraft that can negate a significant part of the early deduction. In order to avoid having a capital gains tax on the aircraft sale price less depreciated value, you may be able to defer the gains tax with a 1031 Like Kind Exchange. But in deferring this gain, the basis of the next aircraft you purchase will carry the impact of the depreciated amount, thereby making you unable to depreciate the full value of the replacement aircraft. This can get quite complicated and requires the advice of a tax expert. The huge depreciation advantage of the new aircraft is really only useful in the initial purchase year; its value lessens over time. Tax planning overseen by a person knowledgeable in the ways of the IRS is required. Returning to Table A and assuming 100% business use and a 35% tax rate, the pre-owned aircraft has a net after-tax advantage. This benefit, however, may not always hold true. That is why we always recommend looking at the life-cycle costs for each option. Taxes and financing/leasing options may favor one option under particular circumstances. In summary, new versus pre-owned should take into account mission requirements, aircraft capability, owner preferences and life-cycle costs. It can be complicated, so having a consultant's help can make the decision easier. Remember to focus on the objectiveâ&#x20AC;&#x201D;safe and efficient transportation using a business aircraft. T Are you looking for more Business Aviation Ownership articles? Visit www.avbuyer.com/articles/category/business-aviation-ownership

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June 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

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BOARDROOM T GLOBAL MARKETS

Asia, Fact or Fiction?

A Report on the Asia/China Business Aviation Market Having just returned from ABACE in Shanghai, Jay Mesinger responds to questions often asked by those who did not attend… s the Asia/China market for business aircraft really as bad as we hear? Are the heydays over for that part of the world? I have some great news for everyone. A robust market in Asia/China for our foreseeable future is still attainable. The answer is a resounding ‘yes’ to success in the region! Why should this emerging market be any different than any marketplace? History shows us that ebbing and flowing is natural. We must be very careful to put this current ebbing in Asia/China into perspective. There is no such thing as a market trajectory that is straight up. There is always a time when market participants take a slight pause to breathe. Another very important fact is that growth and maturity are two very distinct factors. Movement

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

AVBUYER MAGAZINE – June 2015

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toward maturity is a natural phenomenon in the growth pattern of an emerging market. No market starts out mature. It must age and evolve. Similar to participants in many emerging markets, buyers in Asia/China only wanted new or nearly-new aircraft. Why? One thought is that with new wealth comes a desire for everything new—new housing, new cars and new aircraft. Another reason could be as new markets emerge there is a lack of confidence in a piece of equipment actually flying through the air and safely landing in far-off destinations. That concept is very hard for many of us to understand since the average age of the entire fleet of business aircraft in the US is close to 30 years. Most of us know and have confidence in our fleet flying and delivering us safely to our destinations. Aircraft Index see Page 4



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BOARDROOM T GLOBAL MARKETS

Knowledge is Power

Maybe buyers new to Business Aviation simply do not understand how well aircraft are built and how proper maintenance keeps them safe for years and years. A market shows signs of maturing as its buyers shift from considering only new to an understanding and acceptance of pre-owned aircraft. That dynamic is a natural progression as new aircraft purchased must be re-sold after some period to make way for the second generation of aircraft to be delivered into a new market. These vehicles will not be abandoned when they run out of gas! They have a reasonable residual value, which comes from proper operations, proper maintenance and great record-keeping. This situation is exactly what is occurring in Asia/China. So as the market takes a collective breath and rest from its near-vertical growth, maturity is alive and well. A mature market is a sustainable market. Sales are down in most emerging markets. This disappointment may be the result of several causes. First, meteoric growth is not sustainable in the very best of times. Next, the historic low price of oil is causing many markets to hold-off on capital expenditures until prices stabilize. Of course, global uncertainty in political circles is never good for capital expenditures, specifically in Russia where a combination of low oil pricing and sanctions as a result of the Ukrainian crisis is all-but stopping spending in the area of aviation. These factors have all the airframe manufacturers scratching their heads as backlogs shrink, deliveries

AVBUYER MAGAZINE – June 2015

slow and market uncertainty abounds. Day after day we are reading about flat sales or declining orders in key areas of the globe.

About That Question

“So as the market takes a collective breath and rests from its near-vertical growth, maturity is alive and well.”

Back to Asia and China specifically, I found on my recent trip the imposition of Anti-Corruption laws were as problematic to the region and the buying of aircraft as was the idea of a slowing economy. It seems the rich are getting richer, and they are keeping their heads much farther below the radar than ever before. No one wants to be targeted by this new regulatory finger pointing. More and more people are registering their aircraft out of China and Asia. Isle of Man, Malta, even US registries are beginning to gain in popularity among Chinese and Asian buyers. In fact basing the aircraft out of the country is fast becoming the way to own and operate these business tools. Growth in Asia/China may be mis-stated if you are just counting aircraft registered in China. Business aircraft are being bought, just not as readily seen. If you are betting on the region being important to our industry, keep your money in play. Understand, however, that growth may look less vertical than in the recent past, but it is on an upward trend. T Are you looking for more Business Aviation Global Market articles? Visit www.avbuyer.com/ articles/category/business-aviation-global-markets/

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Aircraft Index see Page 4

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BOARDROOM T INSURANCE

Repetition: The Mother of all Skills!

In real estate, it’s location, location, location; in aviation, it’s training, training, training. Failure to train each member who plays a part in flight department safety often results in an unhappy ending, observes Stuart Hope.

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Aircraft Index see Page 4

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fter departure, the pilot of a commuter operation in Alaska encountered icing related to a dense, moisture-laden fog. Attempting to divert, he overflew a nearby airport and crashed into a ridge four miles away, with the loss of three passengers as well as his own life. As part of its investigation, the NTSB reported the commuter airline routinely failed to follow its own Standard Operating Procedures that required flight coordinators to assess the risk of each individual flight before releasing it. According to NTSB investigators, the flight coordinators were undertrained and pilots routinely took off without consulting with them. An FAA manager told the NTSB that the commuter airline’s employees had a “bush pilot mentality” and flight coordinators had not received any formal training. According to the FAA, pilots usually just came in, did their own weather checks and left. Training and repetition develops and sharpens skills. We all know that - but far too many flight departments consider training important but not urgent. Flight personnel are busy putting out today’s “urgent” fires, and training seems like it can wait until they can give it proper attention, which regrettably for some becomes never—until it is too late. To many, the fact their operation has never had an accident proves they are safe, but could it be they have just been lucky? Many pilots can tell you of a flying experience where they have got themselves into trouble and promised the good Lord above, if he will let them land safely, they will never make that mistake again. But sometimes luck runs out, as it did for the pilot in our case study above. Had the flight coordinators had the proper training, they might not have released the pilot to make the flight that tragic day.

Follow the Leader

Insurance companies obviously get it. They have a lot of money on the line and have the statistics to back up the fact that training unequivocally lowers accident rates. They know that more than 85% of aircraft accidents result from pilot error. To that end, all insurance carriers require recurrent training for pilots annually in turboprop and jet aircraft with rare exceptions. Training simply is not left to the discretion of the aircraft owner. But even then some operators try to find a way to postpone it. They ask to train every other year, or request approval to train with a local “guru” rather than with a formal training center. Rationalizing, some operators argue that recurrent training is expensive and takes time. If the pilots are training, the owner might have to find an alternate means of travel for an important business trip. Such an attitude is more than “penny wise and pound foolish”. Although a well-worn but truthful phase, safety starts at the top. If management is complaining that training is expensive and creates scheduling Advertising Enquiries see Page 5

“...far too many flight departments consider training important but not urgent.”

conflicts, and thus instructs the flight department manager to find a cheaper way to comply with the insurance requirement, the message given from the top is that safety is not valued. The smartest aircraft owners spare no expense training their pilot crews. After all, some of their most important personnel (including themselves) are riding in the back of that airplane. Many insurance companies now reward flight departments that demonstrate the highest standards of training. For example, one gives a 5% premium reduction to operators that can document that all pilots successfully complete twice-yearly simulatorbased training for the make and model aircraft they operate; another 5% if they achieve and maintain IS-BAO registry, and another 5% if they successfully implement an industry-recognized flight operations quality assurance (FOQA) program that covers all aircraft they operate. In addition, these same insurance companies have set up partnerships with experts in the fields of emergency response planning, fatigue management and human factors curriculum, and will pay for their insureds to take advantage of one of these safety programs once per year. Insurance companies have the ultimate vantage point of learning from others mistakes. If you are wise, you will heed what they are trying to tell you. T Are you looking for more Business Aviation Insurance articles? Visit www.avbuyer.com/articles/category/ business-aviation-insurance

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

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June 2015 – AVBUYER MAGAZINE

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BOARDROOM T TAX

Sales & Use Tax Update New York Reform

Good news, notes Attorney Troy Rolf. The General Assembly of the State of New York recently passed, and Governor Andrew Cuomo signed, sweeping tax changes with positive impact for owners and operators of aircraftâ&#x20AC;Ś eneral Aviation aircraft will be exempt from sales and use taxes in the State of New York effective September 1, 2015! Consequently, on or after September 1 of this year, New York residents and companies doing business in New York should be able to purchase business aircraft and base them in New York without liability for New York sales and use taxes. The New York legislation may benefit not only taxpayers who purchase aircraft on, or after September 1, but potentially also taxpayers who currently own aircraft that are based in New York and

Troy Rolf manages the Minnesota office of GKG Law P.C. and concentrates his practice in the areas of business aircraft transactions and operations. He can be contacted via trolf@gkglaw.com.

AVBUYER MAGAZINE â&#x20AC;&#x201C; June 2015

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operate under either a leasing structure or a Part 135 structure for tax purposes, as well as New York taxpayers who historically have based their aircraft out of state to avoid New York sales and use taxes. Under current New York sales and use tax laws, aircraft are fully taxable. That is, upon purchasing or using an aircraft in the state, sales and use tax generally must be paid. Since the tax is a percentage of the purchase price, and can be as high as 8.875%, the tax due on corporate jets can be hundreds of thousands, or even millions of dollars, depending on the purchase price of the aircraft. Aircraft Index see Page 4

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Past Mitigations

However, there are certain tax planning strategies that historically have been used to mitigate, or even eliminate such taxes. One such strategy is simply to avoid operating the aircraft in New York by basing it in Connecticut, which is a state that exempts all aircraft having a maximum gross takeoff weight of more than 6,000 pounds. This strategy is risky since a single landing in New York, even years after the purchase, can trigger New York tax on the full value of the Aircraft. It is also inconvenient for many New Yorkers to have to travel to and from Connecticut each time they use their aircraft. Another strategy commonly employed by New York aircraft buyers is to utilize a leasing structure. The leasing structure requires that a separate special purpose entity be used to acquire and hold title to the aircraft, and that the special purpose entity make no use of the aircraft whatsoever except to lease the aircraft to another person or company. The lessee in such a structure would typically be the special purpose entity’s parent company or another affiliate, or a licensed air carrier that will use the aircraft in charter service under Part 135 of the Federal Aviation Regulations. This structure takes advantage of the so-called “sale-for-resale” exemption in New York law that exempts retailers from paying tax on property purchased as inventory to be held solely for resale or lease in the ordinary course of business. Utilizing such a structure allows the aircraft to be purchased without paying sales tax on the purchase price of the aircraft in one lump sum at the time of the purchase or first use in New York, but is not entirely tax free, since sales tax must then be paid on each lease payment received from a lessee, unless the lessee is a licensed air carrier that will use the aircraft in charter service under Part 135. If the lessee is a licensed air carrier that uses

Advertising Enquiries see Page 5

“...owners currently employing strategies similar to those described above may be able to simplify their ownership structures.”

the aircraft in charter service, even when the owner’s executives are on board, the lease payments received may also be exempt from sales and use taxes, potentially resulting in a structure that is entirely free of New York sales and use taxes. But there are other taxes, costs and tradeoffs associated with using an aircraft solely under Part 135, even for the owner’s travel, that makes such a structure unpalatable to many owners.

Post-September 2015

It is possible, perhaps even probable, that as of September 1, 2015, aircraft owners currently employing strategies similar to those described above may be able to simplify their ownership structures. Owners utilizing leasing structures and currently paying tax on lease payments may be able to stop paying such taxes. That situation is not yet certain, however, since it is not yet clear how the New York Department of Taxation and Finance will interpret and implement the new legislation. The Department is expected to provide written guidance on such issues in the near future. In the meantime, aviation attorneys, accountants, and other Business Aviation advisors are busy evaluating the new legislation to identify new opportunities for clients, including options to restructure and simplify aircraft ownership and operating structures. So, if your company owns or operates a business aircraft that is either based in New York under a leasing structure or a Part 135 structure, or if you base your aircraft out of state and would like to either relocate your aircraft to New York, or simply to land in New York from time to time, now would be a very good time to contact your Business Aviation advisor to discuss how this new legislation may benefit you. T Are you looking for more Business Aviation Tax articles? Visit www.avbuyer.com/articles/category/business-aviation-tax

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June 2015 – AVBUYER MAGAZINE

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BOARDROOM T OEM PROFILE

Avions Marcel Dassault: From Fast Jets to the Falcon Era (Part 2 of 4)

AVBUYER MAGAZINE – June 2015

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Aircraft Index see Page 4

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Rod Simpson continues his

series on Dassault Aviation’s transition to the design and

manufacture of business jets. TODAY, DASSAULT IS PROMINENT IN MILITARY AND BUSINESS AVIATION

ay 4th, 1963 was a momentous day for Avions Marcel Dassault. Not just because it saw the first flight of the Mystère XX business jet - but because it changed Dassault from a manufacturer of military combat jets to one that embraced the very different civil commercial world and committed the company to sizeable investment in the largely unknown field of Business Aviation. With World War II over, the 53-year old Marcel Bloch returned to his aviation empire and changed his name to Marcel Dassault. While he had great experience in building successful commercial transports during the 1930s, there was little demand for new airliners in the years immediately following WWII, so his company's focus became firmly directed to military programs. Marcel Dassault quickly acquired land adjacent to the airfield at Merignac near Bordeaux and erected a new 5,000 sqare-meter factory that was used to assemble a batch of 300 Flamant twinengined transports for the French Air Force, with major components bought in from French manufacturers SNCASE, SNCASO and Morane Saulnier. However, these were the days when the ambitious plans of Josef Stalin would expand into the Warsaw Pact and establish what Churchill dubbed “Cold War”. Under French President Charles de Gaulle, France was gearing up its military power, and Dassault grasped a large slice of the emerging market for combat aircraft. Thanks to his energies, Mr. Dassault’s company became the sole source provider of fighters for the French Air Force - and remains so today.

Vision of the Namesake

None of this would have been possible without the personal technical expertise of Marcel Dassault and his willingness to take risks. Jet fighters were in their infancy with early U.S. types including the Lockheed Shooting Star and the Republic Thunderjet. Stalin's designers, notably Mikoyan and Gureyevich, were producing a range of new fighters that would be stiff competition for North American's Sabre when hostilities erupted in Korea. In December 1947, despite a lack of interest from the French Defense Ministry, Dassault started work on the Ouragan singleseat fighter as a company-funded private venture and, fortunately, the French Government soon recognized the project and contracted for three prototypes. Dassault's grasp of the most advanced design features was evident in the fighter jet’s pressurized cabin, the thin-section high-performance wing with its tapered leading edge, and in the swept tail surfaces equipped with a cruciform tailplane. With a top speed of Mach 0.75, the Ouragan became the standard French Air Force front line fighter with 57 in service by March, 1953 and 250 on strength two years later. Slightly more than 100 examples were exported to India, and the aircraft was also sold to the Israeli Air Force where it saw combat in late 1956 against the Egyptian Air Force's MiG-15s. With his reputation well established, Marcel Dassault moved into politics, becoming a deputy in the French National Assembly in 1951; but his technical vision in aeronautics remained and he kept close contact with his designers, while his son, Serge Dassault, took an increasingly important role in the Société des Avions Marcel Dassault. Dassault's technical team went on to extract even more performance from the Ouragan airframe. They fitted its fuselage with a 30% swept wing, creating the Dassault Mystère I. The production Mystère II, which replaced Ouragans in French Air Force service, became the first French aircraft to break the sound barrier  Advertising Enquiries see Page 5

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BOARDROOM T OEM PROFILE

Thinking laterally, Dassault understood that the company's accumulated skills in advanced fighter design could be applied to a world-beating business jet and that aircraft was the Mystère XX, which used essentially the same wing as the Mystère fighter and took to the air in 1963. It would become the Falcon 20 and would later inspire today's Falcons - the Falcon 900, 2000 and the X-series.

Launching an Era

Marcel Dassault knew only too well that effective marketing of the aircraft in North America was the key to its success. Following a visit to Bordeaux by the famous Charles Lindbergh, acting on behalf of Pan American's Juan Trippe, Dassault moved to establish Pan American Business Jets. It was led by James B. Taylor (who would later head up the Cessna Citation program as well as Challenger for Canadair).

DASSAULT’S OURAGAN

in a dive. A further improved wing design with 32% sweep was used on the Mystère IV and, finally, the Super Mystère B2 fighter bomber, which had a wing sweep of 45-degrees and took advantage of the new technique of engine afterburning to deliver low-altitude supersonic performance, was developed.

THE FANJET FALCON

Technology’s Payoff

The 1950s found Dassault moving at breakneck speed with new fighter designs including the Etendard carrier-borne fighter and the Mach 2 Mirage IV strategic bomber, which served as France's delivery system for its nuclear weapons program. Arguably the most famous of its combat aircraft was the Mirage - a delta winged fighter introduced in 1956 that could achieve Mach 2 speeds and was produced in many variants and sold to air forces all over the globe. Every one of these aircraft benefited from meticulous engineering and adoption of the latest thinking in aerodynamics and systems; the Mirage airframe became the basis for exciting experimental designs. Dassault created the first VTOL jet fighter, the Mirage IIIV, which is still the only VTOL combat aircraft to have delivered Mach 2 speeds, and Dassault pioneered variable geometry wings with the Mirage G, flown in 1967. With its dominance in the French governmental sector and an exclusively military mindset, it seems astonishing that Marcel Dassault would take the initiative of launching into a completely new civil market—Business Aviation. However, in the early 1960s there were the first signs of a softening in military sales. Although the military would continue to provide major business for Dassault, the company founder, who still had a firm hand on the controls, had the foresight to realize that there was emerging demand in Business Aviation, which offered a route to diversification. Lockheed's Jetstar and North American's Sabreliner had recently flown, and the Hawker Siddeley 125 was under development to meet the needs of companies seeking to replace old generation DC-3s and Lockheed Lodestar piston-engined transports. 74

AVBUYER MAGAZINE – June 2015

“ It would become the Falcon 20 and would later inspire today's Falcons.”

Dassault and Pan Am named the aircraft Fan Jet Falcon. Later renamed Falcon 20, the aircraft achieved its type certification on 9th June, 1965, and Pan Am's demonstrator was delivered later that month. Early customers included Continental Can, FMC Corporation, Sinclair Oil and Johns Manville with foreign customers including Caminos y Estructuras in Venezuela. However, as we will see in the next part of the Dassault story, the major coup was Pan Am's sale of aircraft to small package start-up, Federal Express. This was the start of the Falcon Era. T Are you looking for more Business Aviation Profile articles? Visit www.avbuyer.com/articles/category/business-aviationinterviews-case-studies/

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

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Aircraft Index see Page 4

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Avionics Mandate June15.qxp_Finance 18/05/2015 15:47 Page 1

FLIGHT DEPARTMENT T AVIONICS MANDATES

Avionics Mandates (Part 6): Living with Mandates

Helping you understand avionics advances and related requirements for equipage, Ken Elliott reviews aviation technologies within the NextGen/SESAR architecture, this month focusing on the installation aspects of avionics mandates. ith only 6.5% of the total US-based aircraft equipped for ADS-B, there is a significant need for installation capacity between now and January 2020, the deadline for ADS-B Out equipage. Clearly, the Maintenance, Repair and Overhaul (MRO) community will be hard pressed to fulfill the demand.

As a rough guide focusing on turbine business aircraft, Table A shows that each US MRO needs to complete an average of 4.7 aircraft per month between now and 2020 for everyone to meet that countryâ&#x20AC;&#x2122;s deadline. (Note that MROs owning multiple locations have greater capacity to achieve the monthly quota.)

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 kenelliott@jetcraft.com or www.jetcraft.com

AVBUYER MAGAZINE â&#x20AC;&#x201C; June 2015

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Aircraft Index see Page 4

Avionics Mandate June15.qxp_Finance 18/05/2015 15:47 Page 2

General Installation

When shopping for a location to handle your aircraft’s avionics upgrade, keep in mind there are two primary paths to follow: • Original Equipment Manufacturer (OEM) core facilities including OEMowned facilities worldwide. • Maintenance, Repair and Overhaul (MRO) facilities including OEM-authorized service centers. When it comes to equipage, pathways can become complex. For an OEM, the solution may be developed via a Type Certificate (TC) or a Supplemental Type Certificate (STC). For an MRO, the solution is developed via an STC. Factory approved solutions provided via OEM: This path is where the standard aircraft ‘new-build’ avionics suites are upgraded or added to in order to meet requirements. Although developed via a TC or STC, the aircraft OEM issues the change as a service bulletin or factory modification to operators. Very often the aircraft must return to an OEM facility for the work. Be careful as modifications may occur in phases and be aircraft model- or serial number-specific. MRO in partnership with Equipment Providers: This path is specifically used when the equipment provider wants to own or have usage rights to the STC. A partnership is created with an MRO to develop the STC on a candidate aircraft. While the MRO may have the advantage of owning the STC, the facility typically cannot be exclusive users of its data. This means other MROs can implement the STC but the equipment provider controls the data. On occasion, the equipment provider will agree to an exclusivity clause, typically allowing for 12 months of singular market share capture. MRO STCs supported by Equipment Provider: Even though the MRO independently develops the STC, the facility is supported by the equipment provider. Equipment providers support this path when they do not see enough of a business case to go into partnership for an STC. MROs developing these STCs may elect to hold data exclusively for their own use. In this instance an operator must Advertising Enquiries see Page 5

select that specific MRO for the upgrade. Several years ago it was common for MROs to make their STCs exclusive, thereby creating bad blood. Today, in the best interest of the avionics industry, most MROs are moving away from that trend. MRO STCs using avionics that differ from original equipage: This path is very common for older legacy aircraft where neither the equipment provider nor the aircraft OEM has a desire to provide a solution, with cost often the decider. Similar economic factors drive these STCs to use mixed equipage; so called ‘happy boxes’ providing interface between old analogue and new digital technology are commonly deployed. Do not expect an easy ride with these STCs as both cost and risk typically climb; but occasionally innovative, low-cost STCs are developed by more entrepreneurial avionic facilities. It is important to note that, as a general rule, installation difficulties increase exponentially as mandate deadline dates draw near. It makes a lot of sense to bundle together upgrades like FANS and ADS-B Out as well as timing them to coincide with major inspections,  www.AVBUYER.com

Note the impact of other mandates, particularly Data Com (CPDLC/FANS). Because Data Com & TCAS 7.1 have earlier deadlines than ADS-B, stress is apparent earlier than expected.

June 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T AVIONICS MANDATES

downtime, be

interior rework or paint. However, combining paint and avionics may not help, as your aircraft will be buried in the paint hangar for much of the time. When trading an aircraft, read its specifications carefully. “Provisioned” means just that, and often the bigger chunk of the work awaits you. Especially for Data Com, there are several phases and there are misunderstandings interpreting CPDLC, FANS and ADS-C. Earlier articles in this series explain these Data Com areas, but it is recommended you sit down with an avionics specialist at your aircraft OEM or MRO to map out the requirements needed, and how best to accomplish them. You will be glad you did!

careful to ask

Access

“When avionic facilities quote installation

if the cost and time for interior repair and refurbishment or access is included.”

On the aircraft side, primary NextGen technologies are: Data Com (Mandated); ADS-B Out (Mandated); PBN/RNP/WAAS-LPV (Required, based on operational need); and TCAS 7.1 or later (Mandated). Each has unique installation access considerations, but downtime is of particular interest to operators. When avionic facilities quote installation downtime, be careful to ask if the cost and time for interior repair and refurbishment or access is included. Because these facilities often leave access as an additional cost due to its variability, more downtime is implied. Access is a major consideration for work scope bundling. Opening the aircraft’s interior only one time for a broadened work scope involves less risk and less wear. Opening up the cabin and specifically removing headliners is a major access concern. If the headliner is ‘one-piece’, you can only imagine the access labor required. Cabin and headliner access is primarily reserved for antennas and wire runs, including antenna cables. A specific antenna concern with NextGen technology is the replacement of GPS antennas. While Flight Management Systems on aircraft already have GPS antennas, it is possible they may need to be replaced to accommodate ADS-B Out and PBN position accuracy requirements. The

AVBUYER MAGAZINE – June 2015

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aircraft headliner will need to be removed if GPS antennas are mounted atop the cabin and if their footprint changes. A concern like this should be addressed early with the avionics facility. Another concern centers on antennas required for Satcom ADS-C and if the desire exists to add intercontinental WiFi. While many Satcom, Inmarsat or ViaSat antennas are mounted atop the aircraft tail, Iridium (domestic) antennas are usually mounted atop the fuselage. When selecting Satcom options, you should also discuss antenna type and location with the avionics facility. Lastly, with respect to access, it is assumed the aircraft already has a full TCAS II system onboard. For the TCAS 7.1 upgrade, the only need for access should be to reach the processor and maybe to add minor wiring for ADS-B Out. Note: For any NextGen technology already certified on your model and serial number aircraft, downtime should not be dependent on the length of the certification process.

Specific Programs

A great starting point for ADS-B Out programs is the FAA NextGen website. Because of GA pressure there has been significant effort expended to provide meaningful data to the aviation community. After spending a few minutes on the ‘Equip ADS-B’ portion of the FAA site, users will quickly notice the helpful results. This region of the FAA website includes a current updated list of ADS-B Out STCs (www.faa.gov/nextgen/equipadsb/equipment/). For FANS/CPDLC, the program status is different. For aircraft covered by an aircraft OEM program, the path is easier to navigate, starting with a call to the aircraft OEM’s avionic specialist. Bear in mind that some reputable MROs are authorized to complete aircraft OEM service bulletins and if one of those MROs is your normal service location, there exists options for the MRO to undertake factory-authorized upgrades. Creatively, MROs are now working with Satcom equipment providers such as Gogo-Biz, ICG and True North as well as major avionics suppliers Aircraft Index see Page 4

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FLIGHT DEPARTMENT T AVIONICS MANDATES

aircraft delivery. • Equipment part numbers not as listed. • Equipment software levels not as expected. • Position of equipment not in its factory standard location. The way to avoid additional costs is to keep good records, share all your data with the avionics specialist and create your own ‘to do’ list of questions, covering these and other concerns. Reputable equipment and maintenance tracking programs are also available. They are helpful in preventing installed equipment and part number errors. Most major installations require a flight test or two that involve fixed and variable operating costs not borne by the installation facility. The hassle of extra downtime and the stress of things going wrong are best avoided, so be prepared and educate yourself on the NextGen technology. Network with the wider aviation community, and always ask questions up front.

Location

Rockwell, Honeywell, Universal and Garmin to provide economical FANS (and ADS-B) solutions. These solutions offer other NextGen benefits because the updated GPS provides greater accuracy. Precision PBN, better Satcom data services and display dependent ADS-B In are some indirect benefits. MRO STC programs are now emerging and are often in competition with each other. See Side Bar A at the end of this article to view a listing of some of these.

Cost

While not delving into actual numbers, there are general costs to consider. Access is one area where unexpected fees can creep in, as mentioned above. Each aircraft is unique, especially as it ages and it’s interior layout changes. It is common for access costs to be a major portion of the work scope on aging aircraft. Another area for cost creep is additional work scope based on ‘aircraft not seen’ or subject to a ‘review of avionic diagrams’. Following are ‘catch all’ buckets where costs may occur unexpectedly, most with justification by the avionics facilities. • Provisions including hardware and wiring, listed but not actually in the aircraft. • Equipment still listed but in fact changed since 80

AVBUYER MAGAZINE – June 2015

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The location you select for your aircraft is critical in so many ways. There are many factors to consider, and no one selection process fits all. The important elements of trust and relationship by far top the list. After those, consider the following: • Hangarage, and specifically where your aircraft will sit for the major portion of its downtime. • How will your aircraft be protected during its stay? • Who will be working on your aircraft and especially, who is taking it apart? • Who is the crew chief, engineer and the certification specialist? Get to know them! • Facility capability, including airframe and engine? • Educated questions asked beforehand, the level of detail in the Proposal and the professionalism of any communications before you agree to sign. • Proposal pricing, but perhaps more importantly Terms & Conditions. • Training and product support, including for the installation itself. • Will assistance be provided for operational approval? • Facility location and logistics that impact you. Having a customer office is very helpful!

Timing

Looking back at Table B (page 77), it could be said that timing is everything, but the timing impacts of operator planning, budget and schedule are equally important. It is not always possible to plan well ahead, and even best made plans may need to be changed. For an operator, predicting the short-, medium- and long-term plan for the aircraft will help determine slot times for service. Combining major maintenance with an upgrade is the best way to go with major inspection dates predicated on projected flying hours. If trading an aircraft, the operator has the difficult Aircraft Index see Page 4

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MRO STCs

MRO STC programs are now emerging and are often in competition with each other. Following are some of them… Clay Lacy: Gulfstream GIV, GIVSP & GV FANS STC including CPDLC, ADS-C and provisions for LINK 2000+ and ADS-B Out. Clay Lacy’s website covers the program (including a useful White Paper). Comlux: Challenger 600 series. FANS STC involving a partnership of equipment manufacturers (e.g., Universal Avionics, ICG and L3). This solution offers CPDLC, FANS over Iridium (FOI) and the required Data Com recording capability. Duncan Aviation: Dassault Falcon 900B and Falcon 2000 using a Universal Avionics solution for CPDLC, FANS and ADS-B Out. Chicago Jet: Dassault Falcon 50, 900 and soon 2000. Also advancing on solutions for the Gulfstream GIV, GIVSP, GV & G100. Several other aircraft types are also in work. decision to make of whether to upgrade and add to the sell price, or sell as is. There are good arguments for both approaches, but one way to view the question is: If your aircraft, fully-equipped and compliant for all avionic mandates, is sitting on the ramp next to an equivalent aircraft that is not fully equipped and priced correspondingly less, which aircraft will sell first? Because the equipped aircraft is a known quantity and the unequipped has all the required implementations still to go (and is therefore an unknown quantity), it could be assumed that the equipped aircraft will sell first. It has the edge and none of the risks or concerns covered within this article to face down the road.

Training & Operational Approval

In today’s environment, equipment plus installation and certification are well understood and implemented. However for a slew of reasons, training and operational approval are neglected areas, with resources unapplied and experience lacking. The NBAA has recently taken on Advertising Enquiries see Page 5

this concern specific to cabin connectivity issues, where it has been shown that lack of training is a key contributor to common aircraft connection problems. If the avionics facility does not offer training or assistance in obtaining international (or domestic) operational approval, the quality of service you will receive during an upgrade may be deficient. Operational approval should be planned well ahead. Hold an initial meeting with the aviation authority prior to starting work on the aircraft. Ensure operational approval is achievable before any funds are spent or work commences on the aircraft. Each aviation authority has its own approval process, and their websites provide the avenues to follow. Knowing projected domestic and world operation regions for your flight department will allow proactive planning of approvals to be authorized once the aircraft installation is complete. T Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/ business-aviation-avionics www.AvBuyer.com

Other programs are offered by Jet Aviation and Standard Aero. Many worldwide facilities, including those offering major aircraft refurbishments, bundle mandated avionics upgrades either as available from the aircraft OEM or under license from an STC holder. Also versatile international avionic companies such as Scandinavian Avionics and Hawker Pacific (Avionics), well represented in many areas of the world, are capable of meeting operator NextGen equipage needs. SEE AVBUYER, JANUARY 2015 FOR A FULL LIST OF BUSINESS JET CAPABLE OEMs AND MROs.

RESOURCES • Aircraft Electronics Association (AEA) • National Business Aviation Association • Skybrary • OEM and MRO company websites – avionics • FAA NextGen • FAA A153 Application Checklist for ADS-B Out operations outside US airspace

June 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T PAPERLESS COCKPITS

Paperless Cockpit Evolution: Business Aviation has it all...

The Electronic Flight Bag has come a long way in a short space of time, notes Dave Higdon. How can they be optimized and maintained by todayâ&#x20AC;&#x2122;s Flight Crew?

n a recent trip flying a well-known airline the captain and first officer took their seats in the cockpit, opened up a zipper bag scarcely larger than a three-ring binder and slightly less than twice as thick than a deck of playing cards. The bag held the electronic flight bag (EFB) used as the crew prepared for the flight. No charts, plates or other instrument

AVBUYER MAGAZINE â&#x20AC;&#x201C; June 2015

procedures...well, none on paper, anyhow. That same month vendors and installers noted how much General Aviation has adopted the paperless cockpit - barely a decade after the first options appeared. Preceding Business Aviation, avionics makers delivered some of the first iterations of glass instruments, paper-chart free within Experimental Aviation. This was displayed among the piston,

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Aircraft Index see Page 4

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Today, the main differences between options for Business and General Aviation pilots, and air-transport pilots amount to little more than the hardware sources, the software employed, and the approval used (with the requisite spread in costs). The common ground? Flight crews may now operate almost paper-free. The little paper still required usually comes from dispatch or a gate agent, and will sooner or later also become digitalized.

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

EFB Development

experimental, light-sport and turbine aircraft displayed at the 58th Annual April Sun 'n Fun International Fly-In & Expo in late April this year. Previously, Sun 'n Fun was the stage for the first iPad aviation applications to appear little over a week after the first hardware unit shipped. And this year's exhibits offered a wealth of tools and software for the paperless cockpit, from portable to panelmounted – and all with amazing fidelity and color. Tools ranged from synthetic vision systems (SVS) to enhanced vision sensors (EVS) delivering clear images to cockpit displays – images that included taxi diagrams, instrument-approach procedures and all the trappings. Advertising Enquiries see Page 5

The paperless-cockpit revolution began experimentally, with developers looking for a smarter way to select, carry and use what was needed from among thousands of pages of plates and procedures. They initially used early iterations of low-performance tablets running low-resolution scans of paper documents. The move towards digitally-delivered charting information helped spur the pursuit of software and hardware that pilots could use. Add in checklists and pilot operating handbooks and you have the birth of the EFB. FAA regulations trailed technology's advance somewhat, but caught up after the revolution was largely decided by avionic OEMs, chart providers and consumers. EFBs grew to deliver high-quality, scalable alternatives to the paper, organized and usable in-flight. Reflecting the potential, today's EFBs carry checklists, aircraft manuals, logs of all types – anything and everything once printed on paper. And all those documents reside on a device weighing about the same as two regions' paper approach plates. Meanwhile, even before iPad and Android devices made the electronic charts the most-efficient option, avionic OEMs had already embraced technology beyond the EFB; one indigenous to the cockpit avionics - electronic charts. Using cockpit displays – and, if desired, an optional connection to an EFB – everything from approach plates to standard-instrument arrivals and departures resides in the avionics system's brain. These systems work with WAAS GPS to accurately show the aircraft on the plate or procedure, in real time, as the procedure proceeds. Further, after landing, taxi-diagram programs help guide crew to the correct ramp or gate. In the process, the EFB evolved further to become the alloccasions flight-planning tool, thanks to a host of different programs. They can even serve as a standby navigation source! The hook: Perform your flight planning on the tablet and wirelessly upload that plan to the aircraft’s flight management system or GPS navigator.

“These systems work with WAAS GPS to accurately show the aircraft on the plate or procedure, in real time...”

Other Tangible Benefits

Consider these ‘tangible benefits’ mentioned earlier… Long after Business Aviation began embracing the all-digital cockpit environment air carriers began www.AVBUYER.com



June 2015 – AVBUYER MAGAZINE

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FLIGHT DEPARTMENT T PAPERLESS COCKPITS

es to hundreds of different airports. In this regard, both portable and installed systems shine. If not capable of a wireless update via a WiFi- or Bluetooth-linked source, current systems tend to allow for easy updates via the old “sneaker net” system: Physically take a data card, flash drive, thumb drive or disc; insert into the appropriate receptacle on the notebook or panel system; and command the data update. When done watching, remove the media, store it somewhere handy and move on.

When Bytes Go Bad

“ Look for the continuation of evolution, advances and growth...”

to recognize some significant benefits in shedding their spare paper: The transition to EFBs let pilots lose up to 45 lbs of paper and containers for a digital equivalent weighing less than one-tenth the amount. Those weight savings, according to American Airlines equates to some serious savings… American adopted EFBs in 2013, starting with an order for 8,000 iPads (displacing about 24 million pages of paper, according to recent reports). The weight savings cut fuel use by at least 400,000 gallons annually. That's a few million dollars toward the bottom line; and savings on update costs already recovered the costs. There can be downsides, however, and American’s tablets made their own news in late April. It appears some crews had to return to a make a WiFi connection in order to download an update and replace a recent one that had prevented them from seeing the information they needed. Software updates seem to be the most-frequent cause of system hiccups, just as in years-past errors in symbols, legends or data occasionally caused issues for pilots. Yet receiving and replacing a few erroneous pages, or downloading a software update a second time, falls far short of the time that pilots once expended hand-filing dozens, sometimes scores, of changed procedures among thousands of approach-

AVBUYER MAGAZINE – June 2015

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On April 27-28, American Airlines grounded flights after some update iPads crashed running their EFB software. The crash made screens go black, forcing crew to return to an area where they could again download the update. According to the software vendor, Jeppesen, one ILS chart for Washington Reagan National Airport, somehow got duplicated in American’s database. “It wasn’t a software issue, it wasn’t an app issue,” said Jeppesen spokesman Mike Pound, “It was an issue of one chart being duplicated in their database.” Consequently the software, unable to reconcile the duplication, became unresponsive and shut down. Checking that cockpit systems run as before after any software updates is part of the update process, whether performed by a maintenance technician or the pilot (something allowed after a rule-change last year). The person who performs the update is responsible for checking the post-update function of the device. One pilot interviewed likened the process to examining updated paper charts every 28 days – a laborious chore ‘back in the day’. “We always spent a few seconds looking at critical data – frequencies, waypoints, altitudes and identifiers – because sometimes the changes could be subtle. The time added up. But mistaking what you remember for the new plate would not be subtle.” Thus, even paperless systems need a post-maintenance function check.

It’s A Byte-Eat-Byte World

The rapid evolution, advances and growth in General Aviation's embrace of paperless is delivering on its promise, for all cockpit crew, whether Business, General or Commercial. Look for the continuation of evolution, advances and growth – though at some point the growth rate will likely slow. In the meantime, many practical uses remain for those leather chart cases that once marked a professional aviator. One business-aircraft pilot told us he still uses his. “Mine holds my clothes and personal gear,” he said. “I couldn't just chuck out a $300 leather bag – it also carries a lot of memories. It'll be part of my estate, but by then most people won't know what it was – once.” T Are you looking for more articles on Avionics? Visit www.avbuyer.com/articles/category/business-aviation-avionics

Aircraft Index see Page 4

Charlie Bravo June.qxp_Layout 1 20/05/2015 11:16 Page 1

Paperless Hangar June15.qxp_Finance 18/05/2015 14:06 Page 1

FLIGHT DEPARTMENT MAINTENANCE

The Paperless Hangar: Most pilots agree on the iPad’s importance - but from the aircraft maintenance side, the challenge of going totally paperless is still a work-in-progress, notes JSSI’s Donald Ridge. Here’s why… imilar to paperless cockpits, a paperless hangar needs to involve a well-considered process—one that takes the many aspects of aircraft maintenance into account. The paperless hangar can incorporate many forms and depending on the operation, it may require a hybrid of paper and paperless options. Maintenance Manuals, Task Cards for Inspections, Discrepancy Tracking/ Resolutions, and Aircraft Logbooks all need to be considered, at a minimum when a flight department starts such a transition.

Maintenance Manuals

The easiest items to transition to paperless in the hangar are the Maintenance Manuals. Most OEMs offer their manuals in an online or CD-ROM based format. They started out as pdf versions of the printed manuals, but most today provide a degree of search and hyperlink functionality. The benefit of having the manuals online is that they are easily accessed, and there are no manual revisions to worry about as the online versions are always the most current. Typically, these digital manuals are easier to navigate, and most are compatible with today’s tablets. One drawback to internet-based manuals is that you must be connected for access. If you’re parked on the ramp in a remote area, this is not guaranteed. How and where you operate your aircraft must be taken into account when considering the format of your maintenance manuals. Many technicians like to have the paper copy of the manual to hand, and this is fine as long as the printed copy is clearly marked as to its revision status. The paper copy should be promptly discarded after use to ensure you do not reference outdated information in the future.

Task Cards

Most, but not all, aircraft manufacturers have developed Task Cards for accomplishing the various inspections on the aircraft. These cards are generally grouped into a larger inspection package. Turning this function into a paperless process can be harder than it looks on the surface. While it is easy enough to read these cards on a laptop or tablet, most contain steps that must be either signed-off electronically or have a value of some sort recorded on them. You will need to have in place a system for handling these cards and, depending on your operation, the system must be approved by the FAA or other local regulatory agency. There are various articles that can provide guidance on this subject, such as FAA AC 120-78, Transport Canada Advisory 571-006, and EU Directive 1999/93/EC. 86

AVBUYER MAGAZINE – June 2015

Logbooks

I believe that most logbooks will always be paper bound. The best idea for your logbooks is creating an electronic copy. This will prove to be very valuable when soliciting bids for a major maintenance event and when you take the airplane to a service center, as you can just send the electronic versions to relevant parties for a quick review. There are a multitude of different forms and tags that go along with the log entries that are sometimes stored separately from the actual logbooks, and these forms are at the most risk for getting misplaced. A very good practice is making sure that an electronic back-up copy is made and stored in a secure area so that if the unthinkable happens and the paper copies are lost, the electronic versions can be printed for proper rebuilding of the records.

Maintenance Tracking

Maintenance Tracking is typically done by one of several companies depending on the make of the aircraft. CAMP, Flight Docs, and Gulfstream’s CMP are a few of the largest and most robust offerings available. There are several other companies that provide tracking that may not be as robust but offer a lower price with the right amount of paperless offerings for many. The tracking software can also be as simple as an Excel spreadsheet, developed just for your particular operation. Whatever route you take, you need to look at how your operation and the maintenance of the aircraft will be best served by the software offerings, and whether or not you can take advantage of all it offers. Most of the companies in this segment do a very good job at tracking the multitude of items that need to be organized and monitored in order to maintain an airworthy aircraft. Some systems will also provide paperless ways to create task cards, log entries and even electronic log books. Other systems even offer a work order module for tracking work in progress for inspections and discrepancies found through the normal course of operation. Managing aircraft maintenance digitally will make operations more productive, increase dispatch rates and help ensure airworthiness compliance. Therefore, it is only a matter of time before we see more progress. For most of us today, however, it is still a work in progress.

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Donald Ridge is a Senior Analyst for JSSI, the world’s largest independent provider of hourly cost maintenance programs. He began as a Gulfstream technician, working his way through the organization to Director of Interior; Executive Director Service Group; Executive Director Customer Relations; and Director of Maintenance 121/135 Air Carrier. www.jetsupport.com Aircraft Index see Page 4

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Management 1 June15 final.qxp_Finance 18/05/2015 14:49 Page 1

FLIGHT DEPARTMENT T MANAGEMENT

Three Steps to Keep Service from Reducing Your Safety

If significant risk is taken in the name of Service, was the trip “Safe”? asks Pete Agur. Don’t let service get in the way of safety. he highest-risk flight Mike flew during his year in combat was in the name of “service”. His helicopter was diverted from a resupply mission to scoop up a critically wounded soldier who would bleed out if he did not get to a major medical facility fast. After the pickup, Mike and his crew dashed for the hospital at the coastal air base. As they approached the destination, they encountered monPeter Agur is Chairman soon conditions. The rain was so heavy Mike could & Founder of VanAllen - no longer fly visually... and Mike was not instrumenta leading Business rated. Aviation consultancy firm. He only had a modest amount of instrument He is a member of the Flight Safety Foundation’s flight training. But, a life hung in the balance. Mike Advisory Committee, asked the crew chief how the passenger was doing. NBAA’s Safety Committee Not well. Mike asked his co-pilot and two crewmemand NBAA’s CAM bers if they were willing to push on or wanted to Committee (emeritus). turn back. The vote was unanimous, without hesitaContact him via tion, to get this guy to the doctor ASAP. pagur@vanallen.com.

AVBUYER MAGAZINE – June 2015

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Mike called Air Force approach control to declare a medical emergency and to request a Ground Control Approach (i.e., the controller uses radar equipment to direct the pilot’s heading and altitude all the way down to the runway). The rain was so heavy the windshield wipers did no good. The last call the controller made was, “You are about to touch down, eight feet left of centerline.” With its metal skids, the helicopter made a rough landing, but as predicted the aircraft came to a stop just left of runway center. Mike could not see to air taxi the helicopter to the ramp, where the ambulance waited. He called the tower to say he was shutting down on the runway and to request the ambulance and tow equipment be sent to him. Within minutes the ambulance and a small parade of other vehicles arrived. The wounded soldier was hustled off (he made it). The next person to Aircraft Index see Page 4

Management 1 June15 final.qxp_Finance 19/05/2015 12:25 Page 2

stick his head into the aircraft was the air field commander, an Air Force full Colonel. He was madder than a wet hen, literally. Mike and his copilot were ordered into the senior officer’s jeep. The crew was told to stay with the aircraft.

Heroes or Rogues?

For the next 30 minutes the two Army pilots stood braced at attention in front of the Colonel’s desk while being verbally assaulted in a manner they hadn’t experienced since Officers’ Candidate School. The base commander was dressing them down for exposing their crew, the aircraft and his air field to inappropriate risks. Consider the irony of the situation. Mike and his crew chose to take exceptional actions in an effort to save a life. They had succeeded by landing “safely” near the only available major hospital. As the colonel gained momentum, however, he mentioned legal charges until being interrupted suddenly by a knock on his door. Barely breaking rhythm, he shouted, “Come”. In walked Mike’s brigade commander, also a bird Colonel; his operations people had been monitoring Air Traffic Control and alerted him when the emergency was declared. Anticipating challenges, the Army commander had hustled to the air base in the midst of monsoon conditions. Mike and his co-pilot remained at attention for the next five minutes while the air field commander energetically briefed the Army Colonel on the recklessness of his crew’s behavior. At the end of the tirade Mike’s Colonel looked the senior Air Force officer in the eyes and said, “You want to court marshall them. I’m thinking of putting them up for Distinguished Flying Crosses. With your indulgence, we’ll call it a draw and take our leave. Gentlemen, come with me.” The two pilots smartly saluted the Air Force commander, turned and followed their Colonel.

A Teaching Moment

The above scenario is typical of combat conditions. Now shift the scene to Business Aviation. Here, the scenario is not a wounded soldier. It is key passengers on a critical trip. At dispute are violations of duty time, weather minimums, runway conditions or any number of other operational standards. How do you want your crews to respond? How will they behave? At a glance the following three steps appear to be ridiculously basic. They are. Yet, they are the foundation for assuring significant risks are never taken in an effort to “serve”. The results of following these steps are dramatic reductions in your potential for a safety failure.

declare as their intent. It is a high standard that will continually rise over time.

“ How do you want your crews to respond? How will they behave? ”

Step One: Policy – Establish a Safety Policy stating operational risk management will be maintained to industry Best Practices or higher. This safety bar matches what executives routinely Advertising Enquiries see Page 5

Step Two: Authority – The Safety Policy must have the power of the Boardroom. All situations are affected and included. Aviation Department Manager as well as pilot-in-command—in fact anyone tasked with managing risks as specified in the Safety Policy—has the power of the Boardroom, or its equivalent, behind them. No exceptions. Step Three: Responsibility – “Safety is everybody’s responsibility”… a cliché with expansive meaning. It starts at the top… the Boardroom and passengers. It includes leaders, managers, and operational staff. Everyone walks the talk; always in all ways. No gaps. No variances. It requires consequences. For, if a variance has no consequences, it sets an unwelcome new standard… a reduced standard of safety. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/ flight-department-management/

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June 2015 – AVBUYER MAGAZINE

FD M 2 June15.qxp_Finance 19/05/2015 12:26 Page 1

FLIGHT DEPARTMENT MANAGEMENT

Creating a Flight Department Basic Steps to Achieving Effective Transportation Fred Haap, formerly Aviation Manager of a Fortune 100 flight department, past Chairman of the National Business Aviation Association and currently an accredited IS-BAO auditor joins forces with Jack Olcott to author AvBuyer’s new series on establishing a flight department... vBuyer recently received a reader request that mirrored an often cited question: How does a company create a Flight Department? What are the steps that must be considered when contemplating the operation of an acquired business aircraft? Perhaps your firm has chartered business aircraft or purchased a fractional share, but now is considering full ownership or acquisition via a lease. Possibly your company aircraft is operated by a management company, but the time is right to bring all Business Aviation activities in-house. Or you may desire to benchmark your existing flight department’s structure against a proposed process AvBuyer will present during this series, which starts by identifying basic transportation needs and moves, step-by-step, through the creation of a flight department that functions as an integral unit of the corporation. To address these questions as well as the inquiries of the first-time acquirer, AvBuyer launches its ‘Creating a Flight Department’ series. We trust that the topics addressed will prompt response from

Fred Haap is an ISBAO accredited auditor and past Chairman of NBAA. During his distinguished career in aviation, Mr. Haap also spent nearly 30 years as a corporate aviation department manager & pilot, logging more than 13,000 flight hours in a variety of aircraft. Contact him via fhaap3@aol.com

AVBUYER MAGAZINE – June 2015

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the many experts within the readership of AvBuyer, and we welcome your comments.

Focus on the Objective

First and foremost, Business Aviation is a transportation option. A company elects to use business aircraft to satisfy a travel need. Decisions regarding aviation department structure must address the company’s requirement for effective, efficient and safe movement of personnel and property. Thus the first step in developing a Flight Department is an objective analysis of need. Companies need to travel more efficiently, spending less time navigating the maze of airline check-ins and connecting flights as well as using travel time productively. Today’s business aircraft, particularly those with links to the internet and other elements of cabin-ground communications, are truly “offices that move”. Some travel needs are obvious, such as having several customers that require frequent face-to-face meetings at their location in an area where airline Aircraft Index see Page 4

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FD M 2 June15.qxp_Finance 18/05/2015 17:16 Page 2

FLIGHT DEPARTMENT T MANAGEMENT

service is not suitable or non-existent, and charter is inappropriate. A typical example is a manufacturer of equipment used 24/7 to produce widgets; the provider’s ability to have maintenance specialists dispatched immediately upon receiving a customer’s call for help is an essential part of the firm’s ability to obtain and keep customers. Another example is a series of client visits that must be conducted routinely, but the duration of each visit is such that scheduling is very difficult, if not impossible. A third use is a requirement to bring customers to the home office, which might be located in a rural area, in order to experience first-hand the culture and traditions of the provider. Other needs are less obvious, but no less important—such as implementing a strategy of market expansion, or possessing the ability to respond to rapidly developing market opportunities before the competition is able to “pitch” the prospect. Don’t overlook the hassle factor of commercial travel as it exists now. Even the most conscientious executive may find a latent excuse not to travel commercially, thereby slowing the firm’s ability to visualize and address new lines of business. Perhaps the task is establishing a Flight Department for a high-net-worth individual or family for personal transportation. The HNW person and relatives want the advantages that business aircraft provide; they understand the costs involved, and they wish to structure a Flight Department suitable to their requirements. The task of defining need is no less important simply because the cost will be borne by individuals rather than a corporation.

Develop a Plan

Management’s most powerful and meaningful tool is a short statement of Vision, Mission and Values (VMV Statement). Note: Values are referred to by some leaders as Governing Principles. Most well-run corporations, regardless of size, expend considerable effort in establishing a meaningful VMV statement—a concise document, typically less than a page in length, that serves as an easily recalled directive and conceptual guide for addressing the objectives to be accomplished. When staff and management have the same Vision of what they aim to achieve, everyone will 94

AVBUYER MAGAZINE – June 2015

be looking in the same direction and focusing their energies on satisfying the organization’s Mission. When individuals understand and accept the same Values or Governing Principles, they know how to act when faced with challenging situations. Vision, Mission and Values form the basis for corporate culture, and culture is what the individual does when no one is looking. Corporations establish the VMV statement and usually encourage individual business units to create their own directives that align the departmental VMV with the overall corporate ethos. Such a statement provides the foundation upon which a well-run department can be built. All involved parties within the department and the broader corporation become aligned. For a Flight Department to function at the highest level of effectiveness and efficiency, it must be integrated within the corporate organization as would any other business unit. Flight Departments that regard their function as separate from the corporation’s objectives, isolating themselves at the airport and maintaining a veil of mystery, diminish the true value of the company aircraft and risk elimination when top management changes. Thus, care must be taken at the onset of departmental development to establish Vision, Mission and Values that align and support the corporation’s overall business objectives. Creating a meaningful and compelling VMV statement requires analysis of the transportation needs to be addressed by the Flight Department. The executives, managers and specialists who will be the department’s passengers should be consulted—remember, the Flight Department is designed to serve their obvious and not-so-obvious needs. Departmental personnel—those who will be tasked to carry out flights and maintain the aircraft—also need to be part of VMV creation. At the end of the process, all parties who will contribute to the department’s success or demise should feel ownership of the VMV statement and agree to its direction. Next month: The business plan, including how best to create a statement of Vision, Mission and Values. T Are you looking for more articles on Flight Department Management? Visit www.avbuyer.com/articles/flight-department-management/

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Aircraft Index see Page 4

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June 2015 – AVBUYER MAGAZINE

Safety 1 June.qxp_Finance 18/05/2015 14:09 Page 1

FLIGHT DEPARTMENT T SAFETY

Maintaining an Older Aircraft?

When Does Age Impact Safety and Efficiency? A robust CAM program should keep an older airplane safe, but at what point does the need to keep it safe cross over with the need to replace it, asks Mario Pierobon. or purposes of operational effectiveness, ideally pilots should only worry about flying the aircraft. Likewise, maintenance staff should only think about the aircraft when in the shop – it’s in safe hands away from the hangar… Such confidence can only be possible through effective and thorough management of the aircraft’s airworthiness. Continuing airworthiness management (CAM) is essentially

F 96

AVBUYER MAGAZINE – June 2015

the structured set of processes and tasks performed to ensure that an aircraft’s airworthiness requirements are met and the vehicle is in a condition that is safe for operation throughout its life. CAM is a necessary pre-condition for the safety of flight and is the responsibility of the aircraft operator, whereas any actual performance of maintenance is more often outsourced. The principle of continuing airworthiness management and the appropriate execution of CAM tasks are meant to serve as

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Aircraft Index see Page 4

Safety 1 June.qxp_Finance 18/05/2015 14:15 Page 2

control mechanisms, ensuring that aircraft are always ‘fit to fly’. As a result of CAM, there should be no difference in aircraft safety performance that can be attributed to aircraft age. CAM tasks include the development and control of a maintenance program for the managed aircraft, including: • • •

• • • •

Any applicable reliability program; The management of the approval for modification and repairs; The assurance that all maintenance is carried out in accordance with the approved maintenance program and released in accordance with requirements on the aircraft’s release back into service; The assurance that all applicable airworthiness directives and operational directives with a continuing airworthiness impact are applied; The assurance that maintenance is performed by appropriately approved maintenance organizations as necessary; The management and archiving of all continuing airworthiness records and operators’ technical logs; and The assurance that the weight and balance statement reflects the current status of the aircraft.

“Theoretically, it’s technically possible, assuming an aircraft’s airworthiness is adequately and thoroughly performed, to keep an aircraft airworthy for an indefinite period of time,” notes Roberto Mario, a CAM professional working in the Business Aviation field. “That’s without prejudice to specific restrictions or life limits imposed by authorities or aircraft OEMs. “In practice, however, cost efficiency leads to fleet changes as business needs evolve and aircraft performance deteriorates over time. It’s also true that as aircraft assets age they become less reliable. This has obvious implications in terms of operational readiness, but may also impact safety performance…”

Maintenance Intensiveness

Business aircraft are maintenance intensive, and this only increases as aircraft age. “Life limits (i.e. hours or cycles of operation) of business aircraft are generally defined in the prototype stages as a result of fatigue tests,” Mario highlights. “These life limits are generally more restrictive than those of airliners. “In some cases these life limits may be attributable to the assurance of performance even of specific installations or parts - but in most cases life limits are shorter for economic reasons. “Concepts such as ‘Progressive Maintenance’, which sub-divides inspection phases to reduce aircraft downtime, or ‘Reliability/MSG-3-based Maintenance’, which applies statistical methods to increment the intervals for the off-wing Advertising Enquiries see Page 5

maintenance of components are more typically employed in CAM programs for the airlines, and are less common in Business Aviation CAM. Thus, Business Aviation maintenance becomes somewhat more intensive compared with commercial airliner maintenance.”

Navigate the ‘Safety Space’

The decision on whether making aircraft airworthiness management more intensive (with higher running costs), or acquiring a new aircraft (with necessarily higher ownership costs) exemplifies how to healthily navigate the ‘Safety Space’, a notion derived from the ‘Economics of Safety’. Decisions are made within the ‘safety space’ so long as a condition of equilibrium is reached between the amount of resources made available for performing flying missions (‘Production’), and the resources made available for targeting the safety risks associated with flying (‘Protection’). A massive upfront investment - such as acquiring a new aircraft - is often justified in safety and economic terms in comparison with recurrent, expensive repairs and preventive maintenance, plus increasing uncertainty over equipment reliability.

Keeping Up Vs. Selling Up…

What methods should corporate flight department managers use when they need to keep up with the increasing maintenance needs of an aircraft? Obviously the safety of flight should not be tradedoff in favour of short-term productivity gains. Maintenance needs must continue to be performed in accordance with the approved maintenance program if the aircraft continues to be operated. The case is more for trade-offs of a financial nature. In the face of increasing maintenance and operating costs (e.g. fuel efficiency) decisions may lean towards acquiring a new aircraft. This requires a monitoring of aircraft utilization to estimate when maintenance will start to become more expensive, as well as when the maximum number of flying hours (life limit) will be reached. This monitoring should support an advanced planning for alternatives. Fleet planning decisions are never easy as fleet planning is far from a perfect science with several, often unpredictable variables. Currently low oil prices are making older aircraft economically viable that only a couple of years ago looked ripe to be scrapped. In determining fleet needs and related timings, also consider frequency of operations, average sector length, seating capacity, crew qualification, performance requirements at frequented airports, and specific operational approvals needed. Depending on the sophistication of the operation, the use of mathematical models can support fleet planning and decision-making. T www.AVBUYER.com

“What methods should corporate flight department managers use when they need to keep up with the increasing maintenance needs of an aircraft?”

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

June 2015 – AVBUYER MAGAZINE

Values Intro.qxp_Finance 19/05/2015 16:18 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 2015

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 1995 through Spring 2015. 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 Gulfstream G150 values reported in the Spring 2015 edition of Bluebook shows $6.8 million for a 2009 model, $6.5 million for a 2008 model and so forth. Aircraft are listed alphabetically Note: We have included 30 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.

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 Aircraft Index see Page 4

Boutsen June.qxp_Layout 1 18/05/2015 17:22 Page 1

Retail Values.qxp_RPG 19/05/2015 15:33 Page 1

FLIGHT DEPARTMENT T RETAIL PRICE GUIDE

Medium Jets Average Retail Price Guide YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300

2014 US$M

2013 US$M

2012 US$M

2011 US$M

2010 US$M

2009 US$M

2008 US$M

2007 US$M

2006 US$M

2005 US$M

23.0

19.0

17.0

16.0

15.0

14.0

13.0

12.0

11.5

11.0

7.8

7.0

6.3

5.6

5.2

4.7

4.2 4.2

3.5

3.0

4.425

4.125

3.825

BOMBARDIER LEARJET 60XR BOMBARDIER LEARJET 60SE BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

7.525

7.125

6.325

5.725

5.125

BOMBARDIER LEARJET 45

4.225

BOMBARDIER LEARJET 40XR

6.3

5.5

4.9

4.2

3.9

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X 750

3.925

3.625

3.4

3.2

2.8

3.2

2.9

2.6

19.0

CESSNA CITATION X 750

15.2

13.5

12.4

11.2

9.8

8.3

7.5

6.850

13.8

12.5

12.0

10.5

9.0

8.2

7.5

7.0

6.6

10.0

9.2

8.4

8.0

7.5

6.8 5.2

4.7

4.4

7.6

7.2

6.7

7.2

CESSNA CITATION V11 650 CESSNA CITATION SOVEREIGN 680+

17.5

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

12.0

14.5

CESSNA CITATION XLS 560

5.5

CESSNA CITATION EXCEL 560 DASSAULT FALCON 50EX DASSAULT FALCON 50 GULFSTREAM G280

25.0

24.0

22.0

GULFSTREAM G200 GULFSTREAM G150

15.0

12.3

10.3

11.5

10.5

9.8

9.3

8.7

7.7

8.4

7.7

6.8

6.5

6.3

6.0

GULFSTREAM G100

4.0

3.6

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000

6.0

5.8

5.4

5.3

5.2

9.5

7.2

6.5

5.5

5.0

5.4

5.0

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP/I PRO LINE

4.5

4.2 3.7

HAWKER 800XP HAWKER 750

6.5

4.9

4.3

3.8

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

100

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Aircraft Index see Page 4

Retail Values.qxp_RPG 19/05/2015 15:51 Page 2

RETAIL PRICE GUIDE T FLIGHT DEPARTMENT

What your money buys today

SPRING 2015 2004 US$M

10.5

2003 US$M

2002 US$M

2001 US$M

2000 US$M

1999 US$M

1998 US$M

1997 US$M

1996 US$M

1995 US$M

10.25

YEAR OF MANUFACTURE $ MODEL BOMBARDIER CHALLENGER 300 BOMBARDIER LEARJET 60XR

2.6

BOMBARDIER LEARJET 60SE 2.4

3.625

3.325

3.425

3.025

2.3

2.2

2.1

2.0

1.9

1.8

1.7

1.6

BOMBARDIER LEARJET 60 BOMBARDIER LEARJET 45XR

2.825

2.725

2.625

2.525

2.425

BOMBARDIER LEARJET 45 BOMBARDIER LEARJET 40XR

2.3

BOMBARDIER LEARJET 40 CESSNA NEW CITATION X 750

6.350

5.850

5.550

5.150

4.750

4.450

2.650

2.450

4.050 2.350

3.850

3.700

2.250

2.050

CESSNA CITATION X 750 1.850

CESSNA CITATION V11 650 CESSNA CITATION SOVEREIGN 680+

6.2

CESSNA CITATION SOVEREIGN 680 CESSNA CITATION XLS+ 560

4.2

CESSNA CITATION XLS 560

3.9

3.7

3.6

3.3

3.0

2.7

2.5

6.4

6.0

5.6

5.3

5.0

4.7

4.3

CESSNA CITATION EXCEL 560 4.0

DASSAULT FALCON 50EX 3.1

2.8

DASSAULT FALCON 50 GULFSTREAM G280

6.7

6.2

5.7

5.2

4.7

4.2

GULFSTREAM G200 GULFSTREAM G150

3.4

3.2

3.0

2.8 2.8

GULFSTREAM G100 2.4

2.3

2.2

2.1

2.0

GULFSTREAM/ ASTRA 1125 SPX HAWKER 4000

2.4

2.3

HAWKER 1000 HAWKER 900XP HAWKER 850XP PRO LINE HAWKER 800XP PRO LINE

3.5

3.0

2.7

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 5

www.AVBUYER.com

June 2015 – AVBUYER MAGAZINE

101

ACSpecs IntroJune.qxp_AC Specs Intronov06 18/05/2015 16:42 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 Small Jets next month. Please note that this data should be used as a guide only, and not as the basis on which buying decisions are taken. The data presents aircraft aged below 20 years of age only, but Conklin & de Decker provides details of older airplanes too. If there are any other ways in which we can improve the content or presentation of this information, please let us know. Tel: +44 (0) 20 8391 6770; Email: editorial@avbuyer.com. © 2011 Conklin & de Decker Associates, Inc., P.O. Box 1142, Orleans, Massachusetts, 02653, Tel. 508-255-5975, www.conklindd.com

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

102

AVBUYER MAGAZINE – June 2015

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

•

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

Balanced Field Length BFL is the distance obtained by determining the decision speed (V1) at which the take-off distance and the accelerate-stop distance are equal (fixed-wing multi-engine aircraft only). This is based on four passengers and maximum fuel on board (turbine aircraft). For single-engine and all piston fixed-wing aircraft, this distance represents the take-off field length at Maximum Take-off Weight (MTOW). Landing Distance (Factored) For fixed-wing turbine aircraft, landing distance is computed using FAR 121 criteria. This takes the landing distance from 50/35 feet (depends on certification criteria) and multiplies that by a factor of 1.667. No credit is given for thrust reversers. Configuration is with four passengers and NBAA IFR Fuel Reserve on board. For fixed-wing piston aircraft, this figure is the landing distance over a 50 foot obstacle. Rate of Climb (Ft/Min) The rate of climb, given in feet per minute, is for all engines operating, at MTOW, ISA conditions. One Engine Out rate of climb is for one engine inoperative rate of climb at MTOW, ISA. Cruise Speed (Knots True Air Speed - KTAS) Max Cruise Speed - is the maximum cruise speed at maximum continuous power. This may also be commonly referred to as High Speed Cruise. Normal cruise speed is the recommended cruise speed established by the manufacturer. This speed may also be the same as Maximum Cruise Speed. Long Range Cruise is the manufacturer’s recommended cruise speed for maximum range. Engines The number of engines, manufacturer and model are shown. Aircraft Index see Page 4



Aradian May.qxp 22/04/2015 15:01 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

AircraftPer&SpecJune15.qxp_PerfspecDecember06 18/05/2015 16:55 Page 1

MEDIUM JETS

BEE CHC RAF T HA WKE R 75 0 BEE CHC RAF T HA WKE R 80 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 10 00 BOM BAR DIER LEA RJET 40

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,877.38

$2,939.51

$2,935.09

$2,924.57

$2,586.03

$2,937.44

$2,656.00

$2,916.76

$2,185.18

CABIN HEIGHT FT.

5.75

4.92

CABIN WIDTH FT.

5.12

CABIN LENGTH FT.

21.3

24.4

17.67

CABIN VOLUME CU.FT.

551

634

369

DOOR HEIGHT FT.

4.3

4.25

4.8

DOOR WIDTH FT.

2.25

2.5

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

CREW #

SEATS - EXECUTIVE #

MTOW LBS

27000

27400

28000

31100

20350

MLW LBS

23350

25000

19200

B.O.W. W/CREW LBS

16250

16000

16250

16500

16330

16500

18150

13718

USEABLE FUEL LBS

8500

10000

11440

5375

PAYLOAD WITH FULL FUEL LBS

2200

1520

1750

1620

1790

1620

1510

1507

MAX. PAYLOAD LBS

2200

2000

2050

1950

2120

1950

2150

2282

RANGE - SEATS FULL N.M.

2050

2390

2470

2733

2525

2733

2970

1573

MAX. RANGE N.M.

2200

2570

2620

2929

2710

2929

3150

1707

BALANCED FIELD LENGTH FT.

4900

6300

5640

5258

5641

5258

6000

4330

LANDING DIST. (FACTORED) FT.

3803

3787

3803

3805

3810

3805

3917

4033

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

3500

3415

3577

2820

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

530

532

470

570

470

570

797

710

MAX. CRUISE SPEED KTAS

447

442

449

452

470

465

NORMAL CRUISE SPEED KTAS

430

429

430

440

436

L/RANGE CRUISE SPEED KTAS

402

389

402

400

428

TFE 731-5BR

TFE 731-5R

TFE 731-5BR

PW305B

TFE 731-20AR

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-50R TFE 731-5BR TFE 731-50R

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

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Aircraft Index see Page 4



Jeteffect Inventory June.qxp 20/05/2015 14:15 Page 1

EXCLUSIVELY OFFERED

LOS ANGELES 562.989.8800

DALLAS 214.451.6953

ATLANTA 334.502.0500

PALM BEACH 561.747.2223

WASHINGTON DC 571.933.7393

Year

Model

Serial No.

1998

Astra SPX

1991

Challenger 601-3A/ER

5086

2008

Challenger 605

5754

2008

Citation CJ3

525B-0263

1998

Citation Bravo

550-0858

2002

Citation X

750-0178

1999

Falcon 900B

174

2014

Global 6000

9541

1987

Gulfstream GIV

1008

1987

Gulfstream GIV

1021

1999

Gulfstream GV

576

2007

Gulfstream G550

5149

2010

Gulfstream G550

5332

2005

Learjet 40XR

45-2028

2000

Learjet 45

079

2005

Learjet 45XR

282

2009

Learjet 45XR

385

2001

Learjet 60

229

2007

Learjet 60XR

320

2011

Phenom 100

50000223

2015

Phenom 300

505-TBD

2010

Bell 427

56080

AircraftPer&SpecJune15.qxp_PerfspecDecember06 18/05/2015 16:56 Page 2

CHA LLEN GER 350

CHA LLEN GER 300 BOM BAR DIER

LEA RJET 75 BOM BAR DIER

BOM BAR DIER

LEA RJET 70

LEA RJET 60X R BOM BAR DIER

BOM BAR DIER

LEA RJET 60

LEA RJET 45X R BOM BAR DIER

LEA RJET 45 BOM BAR DIER

MEDIUM JETS

BOM BAR DIER

LEA RJET 40X R

FLIGHT DEPARTMENT T SPECIFICATIONS

$2,234.47

$2,223.41

$2,301.13

$2,519.15

$2,397.17

$2,137.82

$2,144.08

$3,113.42

$3,095.91

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.

17.67

19.75

17.67

19.75

23.7

CABIN VOLUME CU.FT.

369

415

447

369

415

930

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

21000

20500

21500

23500

21500

38850

40600

MLW LBS

19200

19500

19200

33750

34150

B.O.W. W/CREW LBS

13949

13890

14125

14772

14896

13715

13890

23850

24800

USEABLE FUEL LBS

6062

7910

6062

14045

14150

PAYLOAD WITH FULL FUEL LBS

1239

798

1563

1068

944

1973

1798

1105

1800

MAX. PAYLOAD LBS

2051

2110

1875

2228

2104

2285

2110

3350

3400

RANGE - SEATS FULL N.M.

1778

1423

1685

2186

2044

1849

1805

3065

3200

MAX. RANGE N.M.

1960

1968

1937

2418

2398

2000

1998

3340

3600

BALANCED FIELD LENGTH FT.

4680

4350

5040

5450

4230

4440

4810

4853

LANDING DIST. (FACTORED) FT.

4060

4063

4105

5208

5317

3917

3833

3850

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

2820

2800

2630

4500

4240

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

394

590

589

714

718

474

MAX. CRUISE SPEED KTAS

465

470

NORMAL CRUISE SPEED KTAS

436

459

L/RANGE CRUISE SPEED KTAS

432

416

432

423

432

459

PW305A

HTF 7000

HTF 7350

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

TFE 731-20BR TFE 731-20AR TFE 731-20BR

TFE 731-40BR TFE 731-40BR

106

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Aircraft Index see Page 4



J Hopkinson 1 May.qxp 22/04/2015 12:08 Page 1

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

Hawker 800XP 4646 AFTT, Engines on MSP, APU on MSP. TCAS 2000 II, Fairchild F-1000 DFDR, CVR-120, Airshow 400, 8 Passenger, New Interior in 2013 (excluding cabinets), EGPWS

Challenger 604 7470 AFTT, Engines on Smart Parts Plus, APU on MSP Gold, Great Pedigree, Two Owners Since New, Delivered with Fresh 192 month, Fresh Landing Gear

Gulfstream Astra SP 7143 AFTT, Engines on MSP, TCAS II, EGPWS, GNS XLS FMS, RVSM and VIP Configuration with 6 pax

Falcon 50 13,634 hrs, Engines on MSP Gold, Collins Pro-Line 4, Dual Honeywell Laser Ref III, Magnastar Airphone C-2000, Airshow 400, MGTW Increase, 8 Passenger Seating, APU on MSP

Challenger 601 3R 7336 AFTT, GTCP-150 APU, GoGo Wifi, Engines on GE “On Point”, Airshow 400, 10 Passenger

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

AircraftPer&SpecJune15.qxp_PerfspecDecember06 18/05/2015 16:57 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 XLS +

CES SNA CITA TION XLS

CES SNA CITA TION EXC EL

MEDIUM JETS

CES SNA CITA TION VII

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,207.64

$2,418.85

$2,345.30

$2,305.60

$3,236.85

$2,795.26

$2,703.87

$3,694.04

CABIN HEIGHT FT.

5.7

CABIN WIDTH FT.

5.5

6.42

5.5

CABIN LENGTH FT.

18.4

18.5

28.08

25.25

23.92

CABIN VOLUME CU.FT.

422

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

23000

20000

20200

30300

30755

36100

MLW LBS

20000

18700

27100

27575

31800

B.O.W. W/CREW LBS

14250

12500

12800

18150

18510

22025

USEABLE FUEL LBS

7330

6740

11223

11390

12931

PAYLOAD WITH FULL FUEL LBS

1620

960

860

1177

1125

1444

MAX. PAYLOAD LBS

2250

2500

2300

2650

2490

2375

RANGE - SEATS FULL N.M.

1693

1449

1539

1528

2620

2773

2890

MAX. RANGE N.M.

1824

1839

1989

1976

3010

3163

3125

BALANCED FIELD LENGTH FT.

5170

4060

3910

4030

3810

3650

5480

LANDING DIST. (FACTORED) FT.

4500

4917

4738

3867

3725

4693

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

4315

3790

3500

4016

3650

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

510

699

800

1237

1120

MAX. CRUISE SPEED KTAS

452

433

440

459

525

NORMAL CRUISE SPEED KTAS

452

433

440

459

525

L/RANGE CRUISE SPEED KTAS

417

373

388

470

TFE 731-4R-2

PW545A

PW545B

PW545C

PW306D

PW306C

PW306D

AE 3007C1

VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

108

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Aircraft Index see Page 4



Tempus Jets June.qxp_Layout 1 21/05/2015 12:28 Page 1

AircraftPer&SpecJune15.qxp_PerfspecDecember06 19/05/2015 14:12 Page 4

G28 0

GUL FSTR EAM

G20 0

G15 0 GUL FSTR EAM

G10 0 GUL FSTR EAM

EMB RAE R LE GAC Y 50 0

DAS SAU LT F ALC ON 50E X

DAS SAU LT F ALC ON 50

CES SNA CITA TION X+

FLIGHT DEPARTMENT T SPECIFICATIONS

$3,762.08

$4,232.03

$3,744.57

$2,901.99

$2,505.40

$2,329.37

$3,114.96

$3,128.98

CABIN HEIGHT FT.

5.7

5.8

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

27.5

17.1

17.7

24.5

32.25

CABIN VOLUME CU.FT.

538

569

826

215

521

869

888

DOOR HEIGHT FT.

4.5

5.22

4.3

4.33

DOOR WIDTH FT.

2.1

2.6

1.91

2.08

2.1

2.75

BAGGAGE VOL. INT. CU.FT.

BAGGAGE VOL. EXT. CU.FT.

110

125

120

CREW #

SEATS - EXECUTIVE #

MTOW LBS

36600

38320

39700

37919

24650

26100

35450

39600

MLW LBS

32000

35715

34127

20700

21700

30000

32700

B.O.W. W/CREW LBS

22464

22000

22250

23437

14365

15100

19950

24150

USEABLE FUEL LBS

12931

15520

13058

9365

10300

15000

14600

PAYLOAD WITH FULL FUEL LBS

1505

1280

2130

1600

920

850

650

1000

MAX. PAYLOAD LBS

2514

3570

3320

2800

2635

2400

4050

RANGE - SEATS FULL N.M.

3229

3057

3223

3026

2550

2760

3130

3420

MAX. RANGE N.M.

3380

3200

3388

3185

2910

3130

3530

3735

BALANCED FIELD LENGTH FT.

5320

5000

4084

6000

5640

6600

4800

LANDING DIST. (FACTORED) FT.

4702

3500

3537

4362

4050

4352

5083

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

3650

3430

3515

3400

3340

3700

5000

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

1120

601

671

493

606

395

846

MAX. CRUISE SPEED KTAS

527

480

450

474

470

482

NORMAL CRUISE SPEED KTAS

527

431

459

470

L/RANGE CRUISE SPEED KTAS

470

410

430

433

430

459

AE 3007C2

TFE 731-3-1C

TFE 731-40

HTF7500E

TFE 731-40R

TFE 731-40AR

PW306A

HTF 7250G

MEDIUM JETS VARIABLE COST PER HOUR $

ENGINES # ENGINE MODEL

110

AVBUYER MAGAZINE – June 2015

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Aircraft Index see Page 4

Sojourn Aviation June.qxp_Layout 1 19/05/2015 14:34 Page 1

2002 Gulfstream G200 8200.9 Hours

2002 Hawker 800XP 8,524 Hours

S/N: 0073 APU: Honeywell GTCP36-150

S/N: 258564 Engines enrolled on MSP

2008 Bombardier Learjet 60XR 2,579 Hours Since New

S/N: 60-351 1,323 Landings

2008 Bombardier Challenger 605 S/N: 5746 1,657Hours Honeywell GTCP36-150 / 1,326 Hours / Enrolled on MSP

2006 Learjet 40XR. S/N 40-2065. Registration number: N617FX • Honeywell Primus 1000 System includes: • Dual AZ-850 Air Data Computers • Dual AHZ-800 AHRS Computers • Dual IC-600 Auto Pilot Computers • Will be delivered with Fresh CZI/MPI SMART PARTS • MSP GOLD for Engines 2001 Hawker 800XP S/N: 258499 7,862.3 Hours Since New / 5,470 Landings (as of April 1, 2014)

2006 Lear 40XR TT 5683 since new

2009 Hawker 4000 S/N: RC-32 917 Hours Since New / 652 Landings (as of August 20th 2014)

2002 Hawker 800XP 6,967 Hours Since New / 3,867 Landings

S/N: 2051 Engines Enrolled on MSP Gold

S/N: 258554

20072003Learjet number: 439FX Citation CJ2 45XR. S/N 45-341. Registration S/N: 525A-0170 2007 Hawker 850XP S/N: 258858 2,102 Hours TTAF 1,342 Landings 1,309 Hours Two Honeywell TFE 731-5BR-1H Turbo-fan Engines • Honeywell Primus 1000 Avionics Suite • New Carpet, Seat Leather, and Window Shades April 2015 • 2400hr Inspections including 8 year Landing Gear Inspection completed April 2015 • SMART PARTS and MSP Gold for Engines and APU

AirCompAnalysis June15.qxp_ACAn 19/05/2015 16:07 Page 1

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

PC-12 NG

Aircraft Comparative Analysis: DAHER TBM 850

In this month’s Aircraft Comparative Analysis, Mike Chase provides information on two popular single-engine turboprop aircraft for the purpose of valuing the DAHER TBM 850.

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

ithin this study, we’ll consider the productivity parameters (payload/range, speed and cabin size) and cover current and future market values. The field in this comparative study includes the Pilatus PC-12 NG. Can a smaller cabin, but quicker single-engine turboprop compete against a larger, but slower turboprop?

Brief History

In the designation TBM, "TB" stands for Tarbes, the French city in which Socata is located, while the "M" stands for Mooney. The TBM 850 is a single-engine turboprop that was awarded an FAA type certification on February 23, 2006, and EASA type certification on November 28, 2006. It was built from 2006 to 2014 as a six to seven-seat low-wing monoplane with an improved version of the more-powerful Pratt &

AVBUYER MAGAZINE – June 2015

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Whitney PT6A-66D engine flat rated at 700 shp. The TBM 850 is limited to 700 shp for takeoff and landing, but flat-rating enables the aircraft to maintain that power output to higher altitude and have more available power for cruise. Therefore, it flies faster at altitude than its predecessor, the TBM 700. Beginning with the 2008 model, the TBM 850 is equipped with the Garmin G1000 integrated flight deck as standard equipment. Introduced in 2014, the TBM 900 is an improved version with 26 modifications including winglets, a redesigned air intake and a 5-blade propeller, for better aerodynamics and performance. There are 331 wholly-owned TBM 850 aircraft in operation worldwide with nine in shared ownership and one in fractional ownership. By continent, North America has the largest percentage at 80%, followed by Europe at 11% and South America at 6% for a Aircraft Index see Page 4



Leading Edge June.qxp_LEAS 19/05/2015 14:37 Page 1

$6,295,000

1995 Gulfstream GIVSP s/n 1269

• Eligible for Corporate Care, May be Purchased Enrolled or Not Enrolled

• 668 Hours Since Overhaul • APU Upgrade to GTCP36 – 150G On MSP Gold & On Condition • Honeywell Avionics on HAPP • Currently Operating Part 135

• Triple Laser Nav/Lasertrac IRS • Aircell Axxess II Iridium Satellite Phone • Partial Interior Refurbishment Aug. 2004 and Jan. 2012 • 72-Mo. Inspection c/w June 2013

Specifications subject to verification upon inspection, aircraft subject to withdrawal from the market.

Leading Edge Aviation Solutions

Te l i n U S : 2 0 1 - 8 9 1 - 0 8 8 1

aircraftsales@leas.com

w w w. l e a s . c o m

AirCompAnalysis June15.qxp_ACAn 19/05/2015 15:46 Page 2

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

Table A - Payload & Range MTOW (lb)

Max Fuel (lb)

Fuel Usage (GPH)

Max Payload (lb)

Avail Payload w/Max Fuel (lb)

Max Fuel Range (nm)

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

TBM 850

7,394

1,910

1,443

931

1,214

1,150

PC-12 NG

10,450

2,704

2,257

1,009

1,635

1,402

Model

Data courtesy of Conklin & de Decker; JETNET; Aircraft Cost Calculator; B&CA May 2015 Purchase Planning Handbook & Aug. 2014 Operations Planning Guide

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

DAHER TBM 850

combined total of 97%. Additionally, eight of the TBM 850 fleet are leased according to JETNET.

Payload & Range

The data contained in Table A (left) are sourced from Conklin & de Decker and B&CA’s May 2015 edition. A potential operator should focus on Payload capability. The ‘Available Payload with Maximum Fuel’ for the TBM 850 is 931 lbs, which is less than the PC-12 NG (1,009 pounds). We can also see the fuel usage by each aircraft model in this comparative field of study. The TBM 850 at 73 gallons per hour (GPH) burns more fuel than the PC-12 NG at 70 GPH as sourced from Aircraft Cost Calculator.

Cabin Cross Sections

Souce: UPCAST JETBOOK

Chart B - Range Comparison DAHER TBM 850 Pilatus PC-12 NG

1074.450 Nm 1276.280 Nm

According to Conklin & de Decker, the TBM 850 is considerably smaller than the PC12 NG in all respects. The cabin volume (356 cubic feet) of the PC-12 NG is 2.5 times that of the TBM 850 (143 cubic feet). Chart A (left), courtesy of UPCAST JETBOOK, represents the cabin cross-sections for the two models. What is not represented is that the PC-12 NG cabin length – at 16.92 ft. - is longer than the TBM 850’s (10.0 ft).

Range Comparison

As depicted by Chart B (left), using Witchita, Kansas as a starting point (80% of TBM 850s are located within North America) the PC-12 NG shows more range coverage than the TBM 850, according to 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 a 200nm alternate. The lines depicted do not include winds aloft or any other weatherrelated obstacles.

Source: Aircraft Cost Calculator

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AVBUYER MAGAZINE – June 2015

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Aircraft Index see Page 4

AirCompAnalysis June15.qxp_ACAn 19/05/2015 15:47 Page 3

Chart C - Cost per Mile*

Powerplant Details

The TBM 850 and PC-12 NG are both powered by a single Pratt & Whitney Canada powerplant. The TBM 850 uses the PT6A-66D flat rated at 700 shp. The PC-12 NG utilizes the PT6A-67P single-engine at a much higher rated 1,200 shp. (The maximum flight level ceiling for the TBM 850, incidentally, is 31,000ft and for PC-12 NG 30,000 ft.)

US $ per nautical mile $0.00

$1.00

PC-12 NG

$2.00

Q $2.30

Q $1.97

TBM 850

*600 nm mission costs, 800 lbs payload

Cost Per Mile

Using data published in the May 2015 B&CA Planning & Purchasing Handbook and the August 2014 B&CA Operations Planning Guide we will compare our aircraft. The nationwide average Jet-A fuel cost used from the August 2014 edition was $6.18 per gallon at press time, so for the sake of comparison we’ll chart the numbers as published. Note: Fuel price used from this source does not represent an average price for the year. Chart C (top, right) details ‘Cost per Mile’ and compares the TBM 850 to its competition factoring direct costs and with both aircraft flying a 600nm mission with 800lbs (four passengers) payload. The TBM 850 has a lower cost per nautical mile at $1.97, 14.3% less compared to the PC-12 NG at $2.30.

Chart D - Variable Cost US $ per hour $0

$300

$600

Q Q

PC-12 NG TBM 850

$621 $608

Total Variable Cost

The ‘Total Variable Cost’ illustrated in Chart D (right) is defined as the Cost of Fuel Expense, Maintenance Labor Expense, Scheduled Parts Expense and Miscellaneous Trip Expense. The Total Variable Cost for the TBM 850 is $608 per hour (2.1% lower) than the PC-12 NG at $621.

Table B - Comparison Table

Aircraft Comparison Table

Table B (right) contains the used retail prices from Vref for each aircraft. The average speed, cabin volume and maximum payload values are from Conklin & de Decker, while the number of aircraft in-operation and percentage ‘For Sale’ are Advertising Enquiries see Page 5

Long Range Speed (kts)

Cabin Volume (cu ft.)

Max Payload w/avail fuel range (nm)

Used Vref Price $m

In-Operation

% For Sale

New & Pre-owned Sold*

TBM 850

255

143

1,150

$3.250

331

9.97%

PC-12 NG

209

356

1,402

$4.500

497

4.63%

126

Model



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

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June 2015 – AVBUYER MAGAZINE

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AirCompAnalysis June15.qxp_ACAn 19/05/2015 15:48 Page 4

FLIGHT DEPARTMENT T AIRCRAFT COMPARATIVE

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

20.00 %

32.00 %

19.20 %

11.52 %

5.76 %

14.29 %

24.49 %

17.49 %

12.49 %

8.93 %

8.92 %

8.93 %

4.46 %

MACRS SCHEDULE FOR PART 135 Year Deduction

Source: NBAA

TABLE D - MACRS Depreciation Schedule 2014 DAHER TBM 850 - PRIVATE (PART 91) Full Retail Price - Million Year

$3.250 1

20.00 %

32.00 %

19.2 %

11.5 %

5.8 %

Depreciation ($M)

$0.7

1.0

0.6

0.4

0.2

Depreciation Value ($M)

$2.6

1.6

0.9

0.6

0.2

Cum. Depreciation ($M)

$0.7

1.7

2.3

2.7

3.1

3.3

Full Retail Price - Million

$3.250

Rate (%)

2014 DAHER TBM 850 - CHARTER (PART 135) Year

14.3 %

24.5 %

17.5 %

12.5 %

8.9 %

4.5 %

Depreciation ($M)

$0.46

0.80

0.57

0.41

0.29

0.14

Depreciation Value ($M)

$2.79

1.99

1.42

1.02

0.73

0.44

0.14

0.00

Cum. Depreciation ($M)

$0.5

1.3

1.8

2.2

2.5

2.8

3.1

3.3

Rate (%)

Source: Vref

as reported by JETNET. The TBM 850 and PC-12 NG have less than 10 percent of their respective fleets currently ‘For Sale’. However, the PC-12 NG has a higher number of retail sale transactions at 126 compared to 77 for the TBM 850 over the past 12 months. That’s an average of 10.5 and 6.4 monthly sales respectively.

Depreciation Schedule

Aircraft that are owned and

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AVBUYER MAGAZINE – June 2015

operated by businesses are often depreciable for income tax purposes under the Modified Accelerated Cost Recovery System (MACRS). Under MACRS, taxpayers are allowed to accelerate the depreciation of assets by taking a greater percentage of the deductions during the first few years of the applicable recovery period (see Table C, above). In certain cases, aircraft may not qualify under the MACRS

system and must be depreciated under the less-favorable Alternative Depreciation System (ADS) where depreciation is based on a straight-line method meaning that equal deductions are taken during each year of the applicable recovery period. In most cases, recovery periods under ADS are longer than recovery periods available under MACRS. There are a variety of factors that taxpayers must consider in

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determining if an aircraft may be depreciated, and if so, the correct depreciation method and recovery period that should be utilized. For example, aircraft used in commercial charter service (i.e. Part 135) are normally depreciated under MACRS over a seven year recovery period or under ADS using a twelve year recovery period. Aircraft used for qualified business purposes, such as Part 91 business use flights, are generally depreciated under MACRS over a period of five years or by using ADS with a six year recovery period. There are certain uses of the aircraft, such as non-business flights, that may have an impact on the allowable depreciation deduction available in a given year. Table D (left) offers an example of using the MACRS schedule for a 2014 model TBM 850 aircraft in private (Part 91) and charter (Part 135) operations over five and sevenyear periods, assuming a used retail value of $3.25m (as sourced from Vref).

Asking Prices vs Range, Age and Quantity

Chart E (right), sourced from the Multi-dimensional Economic Evaluators Inc. (www.meevaluators.com), shows a Value and Demand chart for the pre-owned TBM 850 and several other singleengine turboprop models including the PC-12 NG. The current pre-owned market for the TBM 850 shows a total of 30 aircraft ‘For Sale’ with nine displaying an asking price, thus we have plotted those nine aircraft. We also added other preowned single-engine turboprops of similar ilk, with asking prices ranging from $0.854.2m. 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. Aircraft Index see Page 4

AirCompAnalysis June15.qxp_ACAn 19/05/2015 16:40 Page 5

The points in Chart F (right) are centered on these two turboprop aircraft. Pricing used in the vertical axis is as published in the Vref pricing guide. The productivity index requires further discussion in that the factors used can be somewhat arbitrary. Productivity can be defined (and it is here) as the multiple of three factors: 1. 2. 3.

Range with full payload and available fuel; The long range cruise speed flown to achieve that range; 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 TBM 850, as shown in the productivity index is productive when compared with PC-12 NG - largely due to the fact that the TBM 850 competes head-on with the PC-12 NG, offering a lower variable cost per hour and cost per mile. However, it does burn 4.3% more fuel (GPH) than the PC-12 NG. The TBM 850 also has a smaller cabin and a shorter range – but offers a 22% higher long-range cruise speed (255kts vs. 209kts). There are characteristics to be considered when buying a TBM 850, such as the lower price at $3.250m ($1.250m less than the PC-12 NG). Operators should evaluate their mission requirements precisely when picking the option that is best for them. Advertising Enquiries see Page 5

A Study of the TBM 850 Single-engine Turboprop Compared to the PC-12 NG and other similar Turboprop Aircraft The Market for Used TBM 850’s (Light Blue Spheres & Surface) Compared to Used PC-12s (Blue Cubes & Surface) and Used TBM-700s (Orange Octahedrons and Surface)

$4.2M $3.6M $3.0M

$2.4M 1200 HP

$1.8M

850 HP 700 HP

$1.2M

Asking Prices

Productivity Comparisons

Chart E - Value & Demand

$0.6M

2 The red line is very well correlated with an R2 of 98.9%.

Chart F - Productivity Price (Millions)

Demand and Value are on opposite sides of the same Price Axis. As depicted, the market for a used TBM 850 responds to at least four features: Years, AFTT, Horsepower and Quantity.

$5.0

PC-12 NG

$4.0

TBM 850

$3.0 $2.0 $1.0 $0.0 0.0000

0.0200

0.0400

0.0600

0.1000

0.0800

0.1200

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

Summary

Within the preceding paragraphs we have touched upon several of the attributes that business aircraft operators value in an aircraft. There are other qualities such as airport performance, terminal area

performance, and time-toclimb performance that might factor in a buying decision, too, however. The TBM 850 continues to be very popular in the preowned market today. Those operators in the market should

find the preceding comparison of value. Our expectations are that the TBM 850, which started delivering in 2006, will continue to do very well in the pre-owned market for the foreseeable future. T

Next month’s Comparative Analysis

Gulfstream GV

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June 2015 – AVBUYER MAGAZINE

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Turbine Trends.qxp_Layout 1 19/05/2015 16:05 Page 1

COMMUNITY NEWS T TURBINE TRENDS

Turboprops & Helicopters of the Future Rod Simpson reviews the major Turboprop and Helicopter programs in development and certification…

hile the manufacturers of business jets are working on many new projects there are fewer business turboprops under active development. Beechcraft, the undisputed sector leader, indicated at the 2012 NBAA Convention that it was studying a single-engined aircraft similar to the Pilatus PC-12, but having become part of Textron Aviation this may no longer be a current project. However, two other single turboprops are in prospect and both have a common ancestry in the all-composite Epic LT assisted-build kit aircraft: • Epic Aircraft has discontinued kit production and is now concentrating on a certified version of the six-seater Epic E1000. • Kestrel K350 is based on the Farnborough Aircraft turboprop, originally designed in association with Epic. Substantially redesigned, and recently brought under the banner of ONE Aviation (with the Eclipse 550 very light jet), it’s hoped its development will be furthered as a result. Also important to mention is the Nextant G90XT (pictured above) which follows the formula established with the Nextant 400XTi business jet. As a remanufactured King Air 90, the first G90XT has flown and there seems to be good market reaction to an aircraft which is priced at around half the cost of a new King Air.

Heli Activity

The big news in the helicopter segment is a new machine from Airbus Helicopters to replace the long-running AS235N and EC155 Dauphin. The Airbus H160, which has an all-composite airframe, will compete with AgustaWestland’s very successful AW139 and should reach customers in 2018. Meanwhile, AgustaWestland’s large AW189 and medium AW139 helicopters are about to be joined by the smaller AW169. And - after many years of on-off development, the tilt-wing AW609 is making serious progress towards type approval that will bring a new dimension to Business Aviation, combining the speed of a fixed wing turboprop with the hovering attributes of a helicopter. Bell Helicopter has two major projects on its hands. The market eagerly awaits availability of the five-seat Model 505 Jet Ranger X which will be a strong competitor for Robinson’s R66 light turbine helicopter. The much bigger Model 525 Relentless will make its first flight imminently and features fly-by-wire systems and a largely composite airframe. There’s much to outline here, so without further ado, let’s review the current developmental models of Turborpops and Helicopters on the market at this time. 

Editor’s Note: This edition went to press at the time of EBACE2015. Any new models introduced in Geneva will be reflected in our August edition.

118

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Aircraft Index see Page 4

Southern Cross June.qxp_Layout 1 19/05/2015 14:58 Page 1

GLOBALLY INTIMATE. BROKERAGE | ACQUISITIONS | SALES | MANAGEMENT

Visit our website: www.scross.com Email: acsales@scross.com www.twitter.com/SCrossAviation www.facebook.com/SCrossAviation

2007 Challenger 850 • s/n 8056 • OE-ISF

2009 Falcon 2000LX • s/n 2250

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

2250 TTSN • Engines on ESP • APU on MSP • Easy II upgrade • HUD

2006 Beechjet 400XP • s/n 448 • N488SC

2009 Hawker 4000 • s/n RC-14

Only 1800 TT since new • N registered in December 2014 • A/B recent inspections done at Hawker Beechcraft Tampa • HSI done in Austria in 2011 • Excellent condition inside and out

All Block Point Upgrades c/w • Only 440 TT / 280 TC • Engine, APU, and Avionics Programs • 72 month inspection currently underway at Hawker Beechcraft, Tampa

1985 Gulfstream G III • s/n 472

2000 Lear 31A • s/n 203

Stage III Hush Kits • 7600 TTSN • Engines good through 2022 • TCAS II/7 • CVR / FDR • NDH

Only 2807 TT since new • MSP Gold • Reisbeck storage locker • New Interior and paint in 2010

2008 Lear 60XR • s/n 343

1990 Agusta 109C • s/n 7613

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

2000 TTSN • engines have 1050 since midlife and –C20R+ upgrade • IFR • Aux Fuel • NDH

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

FT. LAUDERDALE

CHARLOTTE

SÃO PAULO

LONDON

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

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

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

Conway House - Cranfield MK43 0FQ - United Kingdom

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

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

Tel: +55 (11) 3588-0311

Tel: +44 (1234) 817-770

(Invoicing/Contracting Address)

OFFICES WORLDWIDE

Turbine Trends.qxp_Layout 1 19/05/2015 16:11 Page 2

COMMUNITY NEWS T TURBINE TRENDS

Epic E1000

Nextant G90XT

ONE Aviation Kestrel K350

www.epicaircraft.com

www.nextantaerospace.com

www.oneaviation.aero

Category Certification First Delivery Crew + Pax Cabin Height Cabin Length Cabin Width Cabin Volume MTOW Range Max Cruise Flight Ceiling Avionics Engines

Developed from the Epic LT, more than 50 of which have been built from kits, the Epic E1000 - with a pressurised composite airframe and four-seat main cabin - will be an effective performer for small business users. It’s also 20% quicker than a King Air C90GTx. Price $2.75m.

Single-Engine Turboprop Q3 2015 2016 6 4 ft 11 in 15 ft 0 in 4 ft 7 in N/A 7,500 lb 1,650 nm 325 kt 34,000 ft Garmin G1000 1 x PT6A-67A

AIRBUS H160

The popular King Air C90 has been given the Nextant remanufacturing treatment to deliver an effectively new airframe for $2.2m. A threescreen Garmin G1000 flight deck is installed, and several cabin layout options are available including an air ambulance fit.

Twin-Engine Turboprop 2015 2015 2+5 4 ft 10 in 12 ft 7 in 4 ft 8 in N/A 10,500 lb 1,285 nm 280 kt 30,000 ft Garmin G1000 2 x GE H75

EPIC 1000

The $3.0m Kestrel offers a roomy cabin (with the option of an aft restroom) and a wealth of high-tech features, including sidestick controls and a touchscreen Garmin G3000 glass cockpit.

Single-Engine Turboprop N/A N/A 2+6 4 ft 5 in 13 ft 0 in 5 ft 0 in N/A 8,500 lb 1,300 nm 320 kt 31,000 ft Garmin G3000 1 x TPE331-14GR

KESTREL K350

AgustaWestland AW169

AgustaWestland AW609

Airbus Helicopters H160

www.agustawestland.com

www.airbushelicopters.com

Category Certification First Delivery Crew + Pax Cabin Height Cabin Length Cabin Width Cabin Volume MTOW Range Max Cruise Flight Ceiling Avionics Engines

The $6m AW169 bridges the gap between the AW109 and AW139, providing comfortable space for a six-seat executive cabin with more legroom than the AW109. Approved for single-pilot IFR operations, certification is close.

120

Twin-Engine Medium Heli 2015 2015 2+8 4 ft 4 in 9 ft 1 in 6 ft 9 in 222 cu ft 9,920 lb cat 300 nm 140 kt N/A Rockwell Collins 2 x PW210A Turboshafts

AVBUYER MAGAZINE – June 2015

Derived from the technology of the military V-22 Osprey, the $24m tilt-wing AW609 aims to cruise high above the weather at King Air speeds, but to alight on helipads or landing grounds next to your destination.

Twin-Engine Tilt-Rotor N/A N/A 2+9 4 ft 8 in 13 ft 5 in 4 ft 10 in N/A 18,500 lb 750 nm 275 kt 25,000 ft 3 Screen Glass Cockpit 2 x PT6C-67A Turbines

www.AVBUYER.com

Formerly known as the X4, the H160 made its debut at the 2015 Heli-Expo in Orlando, Florida. All-composite with Blue Edge advanced technology rotor blades, an angled Fenestron tail rotor and a biplane tail stabiliser, it will replace the Dauphin, ultimately.

Mid-Size Turbine Heli 2018 2018 2 + 12 N/A N/A N/A N/A 12,000-13,000 lb 450 nm 160 kt N/A Helionix Flightdeck 2 x Turbomeca Arrano 1A

Aircraft Index see Page 4



P121.qxp_Heeren Cit Ultra sep 20/05/2015 12:55 Page 1

LEKTRO

Celebrating 70 Years of Innovation, 1945-2015

Models ranging

15,000 to 210,000 lbs.

Electric Towbarless Certified Easy to Use Universal Rugged Simple to Maintain www.

LEKTRO .com

1-800-535-8767 1-503-861-2288 sales@lektro.com

Swiss Excellence in Business Aviation

Corporate and private aircraft maintenance, refurbishment and completion services, aircraft management and charter operations. AMAC Aerospace Switzerland AG Henric Petri -Strasse 35 4051 Basel, Switzerland

Advertising Enquiries see Page 5

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

June 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE 121

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COMMUNITY NEWS T TURBINE TRENDS

Bell 505 Jet Ranger X

Bell 525 Relentless

Composite Helicopters KC630

www.bellhelicopter.com

www.compositehelicopters.com

Category Certification First Delivery Crew + Pax Cabin Height Cabin Length Cabin Width Cabin Volume MTOW Range Max Cruise Flight Ceiling Avionics Engines

This much anticipated $1.0m replacement for the long-serving Jet Ranger first flew in November 2014. It will offer a generously-sized cabin with double-doors and flat floor, and highly configured G1000H twin-screen avionics console. Rear seats can be removed for freight purposes.

Light Turbine Heli 2015 2016 1+4 4 ft 6 in N/A N/A N/A N/A 360 nm 125 kt N/A Garmin G1000H 1 x Turbomeca Arrius 2R

AGUSTAWESTLAND AW609

Bell is aiming the Relentless at the lucrative, but increasingly crowded market for 15 to 20 seat helicopters. Competitors include the Airbus H175 and AgustaWestland AW189. It will have appeal in the VIP market, and has fly-bywire controls. Due to fly imminently.

Super-Mid-Size Turbine 2016 2016 2 + 20 4 ft 6 in N/A N/A N/A N/A 500 nm 178 kt N/A Garmin G1000H 2 x GE CT7-2F1

BELL 525 RELENTLESS

Marenco SKYe SH09

Mil Mi-38

www.marenco-swisshelicopter.ch

www.russianhelicopters.aero

Category Certification First Delivery Crew + Pax Cabin Height Cabin Length Cabin Width Cabin Volume MTOW Range Max Cruise Flight Ceiling Avionics Engines

The Swiss-built, all-composite SKYe SH09 offers a large cabin incorporating four rear passenger seats and double rear loading doors. Currently flying, itâ&#x20AC;&#x2122;s designed to compete with the Airbus AS350 Squirrel. Over 60 orders placed to date.

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Mid-Light Turbine Heli 2015 2016 1+7 N/A N/A N/A N/A 5,842 lb 430 nm 140 kt N/A Sagem ICDS-8A 1 x HTS-900-2 Turboshaft

AVBUYER MAGAZINE â&#x20AC;&#x201C; June 2015

Two prototypes are flying. Aimed at corporate and utility operators, this all-composite model offers three versions to be certificated: The KC630 as outlined below; the KC640 with RR250-C20B engine; and the KC650 with Honeywell LTS101 powerplants.

Light Turbine Heli 2017 2017 1+5 N/A N/A 4 ft 9 in N/A 3,200 lb 450 nm 125 kt N/A Sagem ICDS Flightdeck 1 x RR300 Turbine

MIL MI-38

Russian Helicopters is currently testing the new $15m Mi-38. Expected to compete with the AgustaWestland AW101 as a luxury governmental VIP transport, for non-Russian customers it will be offered with Pratt & Whitney engines.

Heavy Twin Turbine Heli 2016 2016 2 + 30 6 ft 1 in 22 ft 11 in 7 ft 9 in 1,042 cu ft 34,398 lb 477 nm 148 kt 16,730 IBKO-38 Flightdeck 2 x TV7-117V Turboshafts

www.AVBUYER.com

Aircraft Index see Page 4

THE

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BEST MINDS IN

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JOIN US. 5TH ANNUAL JETNET iQ GLOBAL BUSINESS AVIATION SUMMIT IGNITING IDEAS. PROVOKING CHANGE. New York City | June 23-24, 2015 Get your business intelligence from the sources: industry leaders, aviation market analysts, and financial experts. Itâ&#x20AC;&#x2122;s a new year with new revelations. Reserve your place at the table and Know More.

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COMMUNITY NEWS T BIZAV REVIEW

Flying Internationally

OEM Bites

Bombardier recently celebrated the 10th anniversary since entry-into-service of the Global 5000 business jet. "At its launch, the Global 5000 business jet was the world's fastest entry-long-range private jet," recalled Eric Martel, President, Bombardier Business Aircraft. "Not only does this statement still hold true today, but the proven Global 5000 has since been thoroughly recognized in the industry...” www.bombardier.com

Modern Business Aviation travelers can learn specific region-by-region information from the annual NBAA International Operators Conference (IOC).

nternational travel falls within reach of any operator with aircraft able to fly the legs. But it's the pilot who assures the appropriate preparation and planning is accomplished – right down to passenger paperwork, entering a realm of passports and permits, fees and formalities. Trips proceed no faster than the slowest part of a nation's bureaucracies, paperwork and fee schedules. The IOC held in March in San Antonio, Texas split the world regionally with presentations by experts in traveling each of them. The complexity, issues and challenges varied significantly by region. Consider these issues presented at IOC 2015 and you'll quickly understand: eAPIS: The flight crew must employ America's Electronic Advance Passenger Information System (eAPIS) which checks home-country travelers and foreign visitors across US borders. The captain uploads passenger and crew manifests online after registering to use eAPIS, and speakers at IOC strongly suggested taking this step well in advance of the trip. International Flight Plan: Planning to fly internationally? The captain or PIC must use the ICAO International Flight Plan form. Different in several significant ways from documentation used for domestic trips, ICAO’s requirements seem awkward to crews unfamiliar with international travel. First-time crews should become familiar with differences ahead of filing with the FAA and nations planned for a visit or overflight. Permits: Permits fulfil a wide range of needs. Each country sets its own requirements, including timetables and fees. Permits often involve multiple topics and recipients, among them Flight; Landing; and Fuel

Cessna, according to a Bloomberg Business report, is hard at work on a new, underwraps jet as parent Textron Inc. believes the US private aviation market is finally emerging from a recession-era collapse. www.cessna.txtav.com

Permits; Flight Plans (to fly locally); Departure Permits; and Overflight Permits. Visas: The original international travel document grants permission to stay in-country. Times allowed vary as do their rules which can be different depending on whether you're crew or passenger. Acquisition times also vary.

Cirrus steadily advances on certification for its new jet with three conforming Vision SF50 single-engine jets logging time for the certification flight-test program. Cirrus is on track for first delivery by year-end. In addition, Cirrus has dropped more than fifty 6,000-pound cylinders to test the Cirrus Airframe Parachute System for the SF50. http://cirrusaircraft.com

Insurance: US domestic policies often end at the US border, sans added coverage. Most nations require insurance on the aircraft and owner covering you in that country. Aircraft Documents: Whatever the FAA requires, foreign nations also want to see. Crew Documents: Most nations require proof that the crew holds the appropriate certificates for their jobs, i.e. licenses and any required medical certificates.

Piaggio handed over the first of its new Avanti Evos to a Greek customer for use in charter operations recently. Piaggio secured initial European certification for the aircraft late last year and expects to deliver six Evos this year to customers. www.piaggioaerospace.it

Vaccination Documents: You must produce documentation of inoculation against several exotic maladies. The State Department can provide specific information. Make sure you have appropriate shots, too, to meet required entry standards when returning home after visiting some nations. Avoidance Strategies: Avoid over-flying nations with ongoing hostilities, or that are prohibited by your destination or departure airport. Some nations restrict all arrivals to flights originating from approved airports. Ground Services: Services Americans tend to take for granted may be difficult, even impossible, to access around the world. The bottom line is to plan ahead, anticipate delays, and allow plenty of time when considering traveling to new regions. As flight crew, attendance at NBAA’s IOC next year will help no end!



Pilatus celebrated first flight of the PC-24 as it took-off from Buochs Airport on May 11. Approximately 1,800 Pilatus associates witnessed the business jet begin a flight that lasted 55 minutes. The PC-24 climbed to 10,000 feet in approximately three minutes. Three PC-24 prototypes will be built and used to complete a rigorous test program during the next two years. www.pilatus-aircraft.com continued on p127

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Aircraft Index see Page 4

D E D I C AT E D T O H E L P I N G B U S I N E S S A C H I E V E I T S H I G H E S T G O A L S .

NBAA REGIONAL FORUM JUNE 25, 2015 • TETERBORO, NJ TETERBORO AIRPORT (TEB) The 2015 NBAA Regional Forum brings current and prospective business aircraft owners, manufacturers, customers and other industry personnel together to get critical business done. At the Teterboro Regional Forum, attendees will have access to:  Over 100 exhibitors showcasing their latest products and services  Nearly 30 business aircraft on static display  Education sessions on topics relevant to aircraft owners and operators  Networking with peers, along with new and existing vendors and suppliers

SAVE THE DATE: www.nbaa.org/forums/avbuyer

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ARRIVALS T COMMUNITY NEWS Amy Ariano has been appointed vice president, Human Resources at Gulfstream Aerospace. Michael Barrett re-joined USAIG as senior vice president and claims attorney. Barrett, the former global chief claims officer for aerospace lines of AIG Property Casualty, will be based out of USAIG’s Atlanta office. Edwin Black is appointed senior vice president of sales and marketing, Blackhawk Modifications. He formerly was vice president of domestic sales. Ernest (Ernie) Edwards has been appointed senior vice president and chief commercial officer at Reno, Nevadabased Aerion Corporation. Edwards joins Aerion’s senior leadership and has responsibility for all sales activity related to the company’s Mach 1.5, AS2 supersonic business jet. Luke Fehon is the new Asian Sky Group vice president, sales for Japan,

Taiwan and South East Asia. Bob Kromer was named senior vice president of business development and dealer relations for Blackhawk Modifications. Kromer most recently was senior vice president of sales, marketing and customer support. Mark Niehaus recently became vice president of technical services for Cutter Aviation. Niehaus was previously general manager for Eagle Creek Aviation Services.

Amy Ariano

Ernest Edwards

Steve Rothanzl

Amanda Westerfield

Steve Rothanzl has joined Duncan Aviation’s aircraft sales team in the role of International Compliance Officer. Andy Waynick is the new director of aircraft interiors at West Star Aviation’s Columbia, S.C. location. Amanda Westerfield, moves to the position of corporate communications manager at UK-based Colibri Aircraft. T

BizAv Events 2015 HeliOps Conference France Air Expo AOPA Homecoming Fly – In European Festival of Aviation (EFA) Paris Airshow CBAA 2015 JETNET iQ Global Business Aviation Summit Helicopter Technology Eastern Europe Conference NBAA: Regional Forum NBAA: Flight Attendants/Flight Technicians Conf.

Jun 4 Jun 4 – 6 Jun 6 Jun 11 – 13 Jun 15 – 21 Jun 16 – 18 Jun 23 - 24 Jun 24 – 25 Jun 25 Jun 30–Jul 2

EAA AirVenture Oshkosh Jul 20 – 26 LABACE 2015 Aug 10 – 22 AEA (Aircraft Electronics Association Regional) Aug 14 AEA (Aircraft Electronics Association Regional) Aug 18 - 19 AOPA Fly – In Aug 22 Business Aviation in Latin America (BALA) Aug 11 MEBAA Sep 1 – 2 AEA (Aircraft Electronics Association Regional) Sep 10 - 11 Jet Expo Sep 10 – 12 Mediterranean Business Aviation Sep 11 The annual Business & General Aviation Day (BGAD) Sep 15 Aviation Expo/China 2015 Sep 16 – 19 NBAA: Regional Forum Sep 17 AEA (Aircraft Electronics Association Regional) Sep 21 - 22 The African Business Aviation Assoc. (AfBAA) Symposium Sep 24 – 25 AOPA Fly – In Sep 26 EAA AirVenture Oshkosh Jul 20 – 26 Advertising Enquiries see Page 5

London Heliport, UK Lyon-Bron Airport, France Frederick Airport, MD, USA Prague, Czech Republic LeBourget, Paris, France Montreal, Canada New York, NY, USA Prague, Czech Republic Teterboro, NJ, USA Tucson, AZ, USA Oshkosh, Sao Paulo, Brazil Sao Paulo, Brazil Bogota, Colombia Anoka Airport, MN, USA Sao Paulo, Brazil Casablanca, Morocco Kansas City, MO, USA Moscow, Russia Sliema, Malta London Biggin Hill, UK Beijing, China St. Louis, MO, USA Reno, NV, USA Addis Ababa, Ethiopa Col Springs Airport, CO, USA Oshkosh, WI, USA www.AVBUYER.com

www.emeraldmedia.co.uk www.airexpo.aero www.aopa.org www.efaprague.com www.siae.fr www,cbaaconvention.com www.jetnetiq.com www.smi-online.co.uk www.nbaa.org www.nbaa.org WI, USAwww.eaa.org www.labace.org.br www.aea.net www.aea.net www.aopa.org www.aeropodium.com www.mebaa.aero www.aea.net www.jetexpo.ru www.aeropodium.com www.bgad.aero www.beijingaviation.com www.nbaa.org www.aea.net www.afbaa.org www.aopa.org www.eaa.org June 2015 – AVBUYER MAGAZINE

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01 - 02 SEPTEMBER 2015 MOHAMMED V INTERNATIONAL AIRPORT CASABLANCA, MOROCCO

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Sean advertorial - Products & Services May.qxp_Layout 1 21/05/2015 12:38 Page 1

PRODUCTS & SERVICES BizJet International

Comlux America

US-subsidiary of Lufthansa Technik AG continues its success story in the Asian VIP market. The latest success is a contract signature for an Airbus ACJ319 cabin completion for an undisclosed customer from Greater China. The completion will be performed at the BizJet International facility in Tulsa, Oklahoma in exclusive cooperation with the bespoke division of Hermès, Paris, renowned for its expertise in made to measure design and upholstery. Redelivery of the completed aircraft to the customer is planned for spring 2016. www.bizjet.com

Recently opened its new VIP aircraft completions hangar in Indianapolis, the company broke ground on an expansion to accommodate its move into wide-body work. The planned expansion is “in direct correlation” with Comlux America’s first contract for a widebody completion, an Airbus ACJ330, the company said. The aircraft, based in Asia, will be Comlux America’s ninth interior completion. The nearly 30,000-sq-ft expansion will accommodate one wide-body and up to four narrow-body aircraft simultaneously. www.comluxaviation.com

Duncan Aviation

Gogo Business Aviation

for three of its mid-cabin aircraft models. Duncan is now authorized by Gulfstream to provide maintenance services and repairs within its regulatory approvals on the G100, G150 and G200 aircraft. Gulfstream’s authorization applies to Duncan’s three full-service maintenance, repair and overhaul locations in Lincoln, Nebraska; Battle Creek, Michigan; and Provo, Utah. Duncan Aviation is the largest family-owned maintenance, repair and overhaul company in the U.S. The 59-year-old company has 2,100 team members worldwide. www.duncanaviation.com

Recently introduced the ATG 1000, an affordable new system enabling in-flight e-mail and use of personal smart phones. The ATG 1000 is claimed to be particularly well-suited for light jets, turboprops and owner-flown aircraft. The ATG 1000 enables high-performance e-mail with attachments and calling and texting with passengers’ own smart phones and mobile numbers. The ATG 1000 is software-upgradable, giving customers the unique ability to add connectivity Via the Gogo Biz network service. www.aircell.com

Jeppesen

Landmark Aviation

Part of Boeing Commercial Aviation Services, is to supply airport data for Universal Avionics InSight Integrated Flight Deck Airport mapping database, to increase bizav pilot situational awareness. InSight is a new, feature-rich primary flight and multifunction display avionics system. As part of the new agreement, InSight will be the first avionics system in the business aviation market to integrate Jeppesen Airport Mapping Database information. www.jeppesen.com

Through its charter and management subsidiary has acquired TWC Aviation. TWC is a private jet charter and aircraft management company with an extensive fleet and 17-year legacy. The companies will continue to operate under their respective brands as they begin the integration process. “TWC Aviation has built an impressive reputation within the aviation industry,” said Landmark Aviation President & CEO Dan Bucaro. “We look forward to merging these two great organizations into one.” www.landmarkaviation.com

Tyrolean Jet Services

Universal Avionics

Successfully keeps International Standard–Business Aircraft Operations (ISBAO) stage 2 certification together with the re-awarded ARGUS Platinum rating, after an ISBAO/ARG/US combination audit. As Austria's longest established Business Aircraft Operator, TJS offers Executive, and VVIP-charter flights, family office style Aircraft Management Services, CAMO-and aircraft maintenance services. Concierge services and airline flights are also available from their in-house IATA Travel Agency. All services are available on a 24/7 basis. www.tjs.at

Has joined forces with Rockwell Collins to bring an affordable, integrated Automatic Dependent Surveillance-Broadcast (ADS-B) Out solution to Business Aircraft operators. The solution was designed to allow operators to add the Rockwell Collins TDR-94(D) Mode S Transponder to their Universal Avionics SBAS-Flight Management System (FMS) installation to meet the ADS-B Out mandate. In addition, operators are able to equip for Controller-Pilot Data Link Communications (CPDLC) and Localizer Performance with Vertical Guidance (LPV). www.uasc.com

Advertising Enquiries see Page 5

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Global Jet Bombardier Global 5000 May.qxp 20/05/2015 14:23 Page 1

S H O W C A S E

2006 Bombardier Global 5000 Serial Number: Airframe TT: Landings:

9170 2589 1056

• Engines on Rolls Royce Corporate Care • Bombardier SmartParts Airframe Coverage • EU-OPS 1 Compliant • Class 2 Electronic Flight Bag • Certified for CAT II landings • Artex 406-2 ELT with Nav Interface • HUD Heads Up Display

Airframe BR700-710A2-20 Engine n° 1: 2345 hrs. / 945 cycl. Engine n° 2: 2345 hrs. / 945 cycl. TBO: On condition APU RE220 3064 hours / 1597 cycles TBO: On condition Maintenance Aircraft on CAMP 8C Inspection due in May 2016 Last maintenance completed on Nov 2014, including 1A, 2A, 3A, 6A NEW ASKING PRICE: $19.750M OWNER IS VERY MOTIVATED TO SALE! NEXT GLOBAL 5000 TO SELL!

Entry into service in 2006 E U-OPS 1 Compliant Bombardier SmartParts Airframe Coverage Class 2 Electronic Flight Bag Artex 406-2 ELT with Nav Interface Honeywell Mark V EGPWS 13 seats certified for take-off and landing Engines on Corporate Care On CAMP Certified for CAT II landings HUD Heads Up Display

GLOBAL JET MONACO Florian Van Der Cruyssen, Aircraft Sales Director, L'UNION / 27 BOULEVARD DES MOULINS, 98000 MONACO

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

Global Jet Dassault Falcon 50EX May.qxp 20/05/2015 14:24 Page 1

S H O W C A S E

2000 Dassault Falcon 50EX Serial Number: Airframe TT: Landings:

295 5893 3925

• A complete Interior refurbishment and a full exterior paint have been done in 2011. • The interior has been refurbished with lot of test and harmony. • The 2C inspection has been done in April 2012. • No damage history. • Dry Bay Mod (SB F50-496) incorporated in April 2012. • Engines and APU are under MSP contract. • The asking price is $5.230M • The owner is motivated to sell Certification: EU-OPS EASA Delivery date: October 2000 Class: Private Crew: 3 Max. passengers: 9 Max. take off weight: 40 780 lbs Airframe Last major check: April 2012 (year) Next major check: 8774 cycles or April 2018 Last repaint, with new design: January 2011

Maintenance station: Dassault Falcon Service Engines Type: TFE731-40 Manufacturer: Honeywell. Contract: Honeywell Engine 1 P115232 Engine 2 P115300 Engine 3 P115240 APU Type: GTCP36-100A. Serial number: P-406 Manufacturer: Honeywell. Contract: Honeywell Interior A hard work have been accomplished to modernise the aircraft during the refurbishment of Januray 2011. The result is wonderful and the interior sucessfully gives a feeling of comfort and modernity. A great care have been taken into choosing woods and fabrics as well as the best mix in color. The originality of the leather fabric on the panels contributes to the general impression of softness. LEATHER: Classic Silk CL-548, Toffee RH58, Silk Anasazi ULTRALEATHER: Ultraleather 5222 Chablis TRETFORD: Tretford 623 LEXAN: Lexan Clear GROSPOINT: Marquis 1491-03, 623 with serging thread METAL FINISH: Satin nickel PM23-S The aircraft is equiped with: • One main galley/bar that includes a coffee maker, micro-wave oven • Fwd cabin club 4 seats • One 3 places divans R/H

GLOBAL JET MONACO Florian Van Der Cruyssen, Aircraft Sales Director, L'UNION / 27 BOULEVARD DES MOULINS, 98000 MONACO Advertising Enquiries see Page 5

www.AvBuyer.com

• DVD player • A forward L/H entertainment cabinet • Aft cabin club 2 seats • Vanity and toilet lavatories, with sink, soap dispenser, shelves and mirror • Airshow 400

Tel: +377 97 77 01 04 E-mail: florian.vandercruyssen@ globaljetmonaco.com www.globaljetmonaco.com June 2015 – AVBUYER MAGAZINE

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Global Jet Gulfstream G450 June.qxp 20/05/2015 14:25 Page 1

S H O W C A S E

2008 Gulfstream G450 Serial Number: Registration: Airframe TT: Landings:

4122 HB-JGJ 3357 1670

• One owner since new, • Engines on program, • Nicest interior in its category, • EASA certified, • Internet connexion Swift Broad Band Entry into service in April 2008 Certified for 16 passengers for taxi, take-off and landing. Certification : MNPS, RNP-10, RNP-5 RVSM Avionics : EPIC Plane View Cert F Engines Rolls Royce Tay 611-8c Rolls Royce Corporate Care APU Honeywell GTCP36-150 SN P-237 Avionics Honeywell PlaneViewTM Flight Director Triple Honeywell MAU-913 Modular Avionics Dual Honeywell WC-884 Weather Radar Contr. Honeywell/Kollsman VGS (HUD/EVS) Triple Honeywell MC-850 Multifunctional CDU Honeywell MT-860 Third Navigation/Comm Dual Honeywell RT-300 Radio Altimeters Triple Honeywell NZ-2000 FMS L3 FDR Flight Data Recorder

Dual Mason CCD Cursor Control Devices Four (4) Honeywell DU-1310 Flat Panel Displays Honeywell DC-884 Display Controllers Honeywell GP-500 Flight Guidance Panel Triple Honeywell AZ-200 Air Data Modules Triple Honeywell AV-900 Audio Panels Honeywell WU-880 Weather Radar Triple Honeywell IR-500 LASEREF V IRS Honeywell TCAS-2000 w/Change 7 L3 CVR Cockpit Voice Recorder Single L3 RT-951 TCAS 2000 Interiors 16 Passenger Forward Galley Hallmark Configuration 7” LCD Monitor mounted at each single seat location Three 115-volt outlets Remote cabin temperature controllers BE Aerospace high-temperature oven Dirty dish drawer, china & crystal storage Dual ice compartments 30-gallon pressurized water system & Dynamo water heater Forward RS galley w/dual coffeemakers, rackable w/mechanical overboard vent Four 16G single full berthing seats, dual 16G double seats, two aft 4 place divans 17” LCD bulkhead monitors Dual oxygen therapeutic outlets Forward & aft washrooms Microwave oven Stainless steel sink Thermo-electric cooled food storage w/adjustable shelves Wireless LAN

GLOBAL JET MONACO Florian Van Der Cruyssen, Aircraft Sales Director, L'UNION / 27 BOULEVARD DES MOULINS, 98000 MONACO

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Exterior White with blue and titanium stripes NEW ASKING PRICE $20,900,000 The Owner is motivated to sell

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

CAAP G280 May.qxp 19/05/2015 15:03 Page 1

S H O W C A S E

Asking price $25,950,000

2014 G280 Serial Number: Registration: Airframe TT: Landings:

2052 N386RW 55 15

CAAP is pleased to offer this brand-new Gulfstream G280 to the market. This airplane has production test and delivery time only and is available for immediate sale. G280 S/N 2052 is loaded with over $2 million of the most desirable factory options. This airplane also includes new aircraft training entitlements. Avionics Aircraft equipped with G280 “Intercontinental Package” EVS & HUD Laseref VI IRS Third FMS, Triple VHF NAV Dual ADF & Dual HF Dual Flight Data Recorders & CVR ADS-B Out capability, CPDLC, RVSM Micro QAR for FOQA capability XM Weather & Dual Electronic Charts Interior 10-passenger Gulfstream “Hallmark” interior configuration Forward 4-place club group Aft LH 4-place conference/dining group Aft RH 2-place divan Forward galley Swift Broadband high-speed data (pending certification) Aircell Gogo Biz high-speed internet

Corporate Aviation Analysis & Planning Inc 97 Village Lane, Suite 100, Colleyville, TX 76034, USA Advertising Enquiries see Page 5

www.AvBuyer.com

Tel: +1 817 428 9200 Fax: +1 817 428 9201

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Aerosmith Penny Citation Excel June.qxp 19/05/2015 15:05 Page 1

S H O W C A S E

2002 Citation Excel Serial Number: Registration: Airframe TT: Landings:

560-5244 N898PP 7346 7094

Airframe & Engines PRATT & WHITNEY 545A LEFT: TSN 7107 TSMOH 2221 RIGHT: TSN 6747 TSMOH 2016 (204) HOT APU HONEYWELL RE-100XL 1,479 TT Avionics FLT DIR: HONEYWELL PRIMUS 1000 IFCS W/8.33 EFIS: HONEYWELL PRIMUS 1000 3 TUBE RADAR: HONEYWELL PRIMUS 880 COLOR COMMS: DUAL HONEYWELL RCZ-851 NAVS: DUAL HONEYWELL RNZ-850 ADF: DUAL HONEYWELL DF-850 ELT: ARTEX 110-406 EGPWS: HONEYWELL MARK V w/WINDSHEAR FMS: UNIVERSAL UNS-1CSP HF: HONEYWELL KHF-950 PROVISIONS CVR: L3 FA-2100 TCAS: HONEYWELL CAS-67A TCAS II RMU: DUAL HONEYWELL RM-855 AHRS: LITEF LCR-93

Additional HAPP APU REMOTE CABIN TEMP CONTROL SEAT TRACKS EXTERNAL LAV SERVICE CABIN 110V OUTLETS DOUBLE WIDE PEDESTAL RVSM AV 300 SYSTEM WEATHER Interior 2013- SOFT GOODS REPLACED- INTERIOR REVITALIZED. NEW CARPET, NEW SIDE PANELS, NEW SHEEPSKINS IN COCKPIT, WOODWORK CLEANED AND ALL SEATS CLEANED AND DYED. FORWARD TWO PLACE RH DIVAN, OPPOSITE REFRESHMENT CENTER. MID CABIN FOUR PLACE CLUB AND TWO FORWARD FACING AFT SEATS. SATCOM PHONE, CERTIFIED FOR 9 PASSENGER. BELTED SEAT IN LAV Exterior OVERALL SNOW WHITE, WITH BEIGE, RED, AND BLUE STRIPING CALL FOR PRICING

AeroSmith Penny II LLC 8031 Airport Blvd., Suite 224, Houston, TX 77061

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www.AVBUYER.com

Tel: +1 (713) 649-6100 Fax: +1 (713) 649-8417 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com Aircraft Index see Page 4

Aerosmith Penny 1999 Gulfstream V May.qxp 20/05/2015 14:28 Page 1

S H O W C A S E

1999 Gulfstream V Serial Number: Airframe TT: Landings:

593 5780 3637

Airframe & Engines BMW ROLLS-ROYCE ENGINES BR 710 TTSNEW: 5780/5728 Time MID Life Done AT: 3464 (2007) 3464 (2008) APU SERIAL NUMBER P-220 / TIME SINCE NEW 2801 HOURS Avionics DUAL HONEYWELL SPZ-8500 IFCS/DIR DUAL HONEYWELL SPZ-8500 IFCS/AP TRIPLE HONEYWELL LASEREF III IRS DUAL HONEYWELL IC-800 AND THIRD NZ2000 FMS (5.2) DUALHONEYWELL HG-2021 G.P.S. DUAL COLLINS VHF-422B COMM’s DUAL COLLINS VIR-432 NAV’s DUAL COLLINS ADF-462 ADF DUAL COLLINS DME-442 DME DUAL COLLINS HF-9000 HF COMM w/SELCAL DUAL COLLINS RTU-4280 RTV’s DUAL HONEYWELL RT-300 RADAR ALTIMETER PRIMUS P-880 – COLOR RADAR HONEYWELL MARK V EGPWS HONEYWELL AFIS TCAS II with CHANGE 7.1 COLLINS TDR-94D MODE S w/ FLIGHT ID

Features HUD 2020 HEADS UP DISPLAY HONEYWELL EMS AMT 700G SATCOM W/SWIFTBROADBAND L-3 FA2100 2 HR CVR TELEDYNE DIGITAL FDR 25 HRS MINI QAR FM IMMUNITY/ELEMENTARY SURVEILLANCE EASA OPS 1 COMPLIANT MAINTAINED JET AVIATION BASEL FADEC MODIFICATION TO 10.2 HONEYWELL LSZ-860 LIGHTING SENSOR PULSE LIGHT SYSTEM ON HONEYWELL HAAP PROGRAM STAGE 4 NOISE CERTIFICATION WATER RIBBON HEATER UPGRADE Interior 18 PASSENGER FIREBLOCKED CABIN WITH FORWARD GALLEY AND LAV. FORWARD CREW REST AREA ENTERTAINMENT INCLUDES BOSE STEREO, AIRSHOW GENSYS, TWO 18” MONITORS AND EIGHT 8” MONITORS DVD, CD, PHONE Exterior OVERALL WHITE with BROWN AND TAN TAIL CALL FOR PRICING

AeroSmith Penny II LLC Bob Nygren or Jeff Carter 8031 Airport Blvd., Suite 224, Houston, TX 77061

Prestige Jet Alexandre Le Tourneur

Tel: +1 (713) 649-6100 Email: aspinfo@aerosmithpenny.com www.aerosmithpenny.com

Tel: +41 (0) 76 3870273 Email: a.letourneur@prestigejet.ch

Advertising Enquiries see Page 5

www.AvBuyer.com

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IAG 1999 Bombardier Challenger 604 June.qxp 19/05/2015 15:06 Page 1

S H O W C A S E

1999 Bombardier Challenger 604 Serial Number: Registration: Airframe TT: Landings:

5409 N401NK 3314.4 1352

• One Owner Since New • Very Low Time - 3300 Hours • Immaculately Maintained • No Known Damage History • Precision Plus Avionics Upgrade • WAAS-LPV/ADS-B Out/TCAS 7.1 • Upgraded -150 APU • Max-Vis Enhanced Vision System Engines Engine Model 2 x CF34-3B Engine #1 Engine #2 Serial Number 72493 872494 TSNw (HRS) 3314.4 3314.4 Cycles Since New 1365 1389 Last Hot Section On Condition On Condition Next Hot Section On Condition On Condition Last Overhaul On Condition On Condition Next Hot Section On Condition On Condition Intervals On Condition On Condition Auxiliary Power Unit APU Plan MSP 2015 Rate $62.21/Hour Type Honeywell GTCP36-150 (CL) Serial Number P-604 TSN(HRS) 1753 832 Hours Since - 150 uUpgrade Maintenance Maintenance Tracking CAMP Maintenance Schedule Chapter 5 Additional Aircraft Equipment Pulselights

Logo Lights SB604-27-031 New Configuration AOA Sensor Avionics Air Data Computer (ADC) 2 Collins ADC-850E Audio Control Panel 2 Collins P/N 856-0073-020 Automatic Direction Finder (ADF) 2 Collins ADF-462 Avionics Suite 1 Collins Pro-Line 4 Clocks 2 Davtron 811BLB Cockpit Voice Recorder (CVR) 1 Fairchild A200S (120 Minute) Control Display Unit 2 Collins CDU-6000 Dataloader 1 Collins DBU-5000 Distance Measuring Equipment (DME) 2 Collins DME-442 Electronic Flight Instrument System (EFIS) 6 Collins EFD-4077 Emergency Locator (ELT) 1 Artex ELT-110-406 Flight Data Recorder (FDR) 1 Fairchild F1000 SB604-31-005 Flight Management System 2 Collins FMC-6000 Interior Seating 12 Extended Lavatory Configuration Jumpseat Yes Galley Forward Lavatory Aft Galley Pocket Door Yes Cabin Equipment & Options Audio International Cabin Entertainment System Forward and Aft Bulkhead Monitors Exterior Overall Matterhorn White with Carter Gold, 10/7/1999 Bombardier Tucson Ming Blue and Gamma Gray Stripes

Manhattan Seattle Silicon Valley 138

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com Aircraft Index see Page 4

IAG Dassault Falcon 900EX May.qxp 20/05/2015 14:31 Page 1

S H O W C A S E

1997 Dassault Falcon 900EX Serial Number: Registration: Airframe TT: Landings:

18 N166FB 4365.7 1542

• Low Time - Less than 250 hours per year average utilization • Excellent Pedigree - No known damage • US Registered - Two owners since new • Forward Crew Lavatory • 13 Passenger Configuration • Engines on MSP Engines Engine #1 Engine #2 Engine #3 Serial Number P112162 P112163 P112161 TSN (HRS) 4343 4295.5 4294 CSN 1534 1519 1525 MPI Last 4282.9 2272.2 2421.1 MPI Next 6782.9 4772.2 4992.8 CZI Last 4282.9 n/a n/a CZI Next 9282.9 5000 5000 MPI/CZI Intervals (HRS) 2500/5000 2500/5000 2500/5000 Auxiliary Power Unit APU Plan MSP Type GTCP 36-150 Serial Number P-300 Time Since New (HRS) 2292.7 Time Since Hot Section (HRS) n/a Hot Section Due (HRS) 4500 HS Interval (HRS) 4500 Maintenance Maintenance Tracking CAMP Maintenance Schedule 91.403 (f) (3)

Avionics Air Data Systems (ADS) 2 Honeywell Airborne Flight Information (AFIS) 1 Allied Signal SATAFIS (Satcom Direct) Audio System 3 Baker/Honeywell B1045 Automatic Direction Finder (ADF) 2 Collins ADF-462 Autopilot/Flight Director (AP/FD) 2 Honeywell Primus 2000 IFCS Autothrottle 1 Honeywell Avionics Suite/EFIS 1 Honeywell Primus 2000 Clocks 2 Davtron M-877 Cockpit Voice Recorder (CVR) 1 Allied Signal 980-6020-011 Control Display Unit (CDU) 3 Honeywell CDU810 Data Loader (DL) 1 Gables DL-950 Distance Measuring Equipment (DME) 2 Collins DME-442 EFIS Displays 4 Honeywell DU-870 Emergency Locator (ELT) 1 COSPAS ADT 406 AF/AP Flight Data Recorder 1 Allied Signal 980-4700-017 Satcom 1 Collins SAT-906 6 Channel Additional Equipment Aerial View Systems Flightdeck Video Camera System Provisions for Magnastar 2000 Digital Telephone System w/5 Handsets Installed Exterior White top, emerald jade green bottom, separated by gold striping

Manhattan Seattle Silicon Valley Advertising Enquiries see Page 5

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Cass Anderson or Jeff Habib Managing Partners Tel: +1 212 888 7979 Email: info@iagjets.com www.iagjets.com June 2015 – AVBUYER MAGAZINE

139

Aerohead Aviation June.qxp_Heeren Cit Ultra sep 20/05/2015 11:44 Page 1

S H O W C A S E

1990 Learjet 55C Serial Number: 55-142 Registration: N755VT Airframe TT: 5309.1 Engines TFE731-3AR-3B. On MSP Left: 5237.7, CYC: 2869 Right: 5197.7, CYC: 2846 Avionics COMM DUAL COLLINS VHF-22A NAV DUAL COLLINS VIR-32 DME DUAL COLLINS DME-42 ADF COLLINS ADF-60 ADC DUAL COLLINS ADC-85L AIR DATA COMPUTERS TRANSPONDER DUAL COLLINS TDR-90 MODE C **STC CERTIFIED FOR RVSM OPERATIONS** RADAR COLLINS WXR-350 RADAR ALTIMETER COLLINS ALT-55B HF KING KHF-950 TCAS ALLIED SIGNAL CAS-66A TCAS 1 LONG RANGE NAV. DUAL UNS-1D FLIGHT MANAGEMENT SYSTEMS EGPWS/TAWS KING KGP 860 ENHANCED GRND PROX. WARNING SYSTEM Interior FORWARD TWO PLACE DIVAN, TAN LEATHER. HEADLINER AND SIDEWALLS IN LIGHT TAN LEATHER, WITH LOWER SIDEWALLS A COMBINATION OF FABRIC AND TEXTURED TAN CARPET TO FLOOR. CONFIGURED FOR 7 PASSENGER SEATING WITH 2 FOLDOUT DESKS/WORKSTATIONS CENTRALLY LOCATED. AFT FULL LAVATORY AREA WITH

PRIVACY SLIDING DOOR. FULL AFT GALLEY AREA CONTAINING 2 DRAWER REFRESHEMENT CENTER, PORTABLE COFFEE CONTAINER, LARGE DRINK COOLER. FULL HOT/COLD SINK AND VANITY AREA WITH OVERHEAD FLOURESCENT LIGHTING FOR VANITY AND MIRRORED CABINETS. 110 VOLT ACCESSORY CHARGING RECEPTACLE LOCATED AT VANITY Exterior Painted 7/17/2014 WHITE WITH Red, Black, and Grey stripes Autopilot/Flight Director COLLINS APS-85 AUTOPILOT WITH AC-585 AUTOPILOT CONTROLLER COLLINS 85L 5 TUBE EFIS FLIGHT DIRECTOR DISPLAY SUITE Additional Equipment 2 BOTTLE OXYGEN SYSTEM WITH EROS QUICK DON MASKS ARTEX C406-2 ELT COLLINS PRE-80L ALTITUDE PRESELECT SPPR SINGLE POINT REFUELING SYSTEM AERONCA THRUST REVERSERS 500# BAGGAGE COMPARTMENT INTERVOX II INTERCOM SYSTEML55-R PASSENGER BRIEFING SYSTEM SELCAL 5 SELCAL DECODER CABIN MOUNTED AIRSHOW DISPLAY FLITEFONE WITH 2 HANDSETS (COCKPIT, CABIN) MANUALLY ADJUSTABLE WINDOW SHADING SYSTEM

Aerohead Aviation Randall G. Corson, Aviation Department Manager 1550 E Missouri, Suite 300 Phoenix, AZ 85014

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Tel: +1 602-738-9440 Fax: +1 480-948-5336

Aircraft Index see Page 4

EASTUNION Gulfstream G550 June.qxp 19/05/2015 15:13 Page 1

S H O W C A S E

2008 Gulfstream G550 Serial Number: Registration: Airframe TT: Landings:

5193 P4-PPP 3149 1098

Aircraft specifications L/H Engine Rolls Royce BR 700-710C4-11 Actual engine hours 3149 Actual engine cycles 1098 R/H Engine Rolls Royce BR 700-710C4-11 Actual engine hours 3149 Actual engine cycles 1098 Program Coverage: Rolls Royce Corporate Care Enrolled on Plane Parts Program APU APU Program Coverage: Honeywell MSP Avionics •Cert E Honeywell PlaneView Avionics Suite •Single Miltope TP-4840 Thermal Cockpit Printer •Single BF Goodrich GH-3100 Standby Flight Display •Single BF Goodrich EBDI-4000 Standby RMI •Single BF Goodrich Magnetometer •Dual Davtron Digital Clocks •Triple Honeywell IR-500 LASEREF V Micro IRUs •Triple Honeywell AZ-200 Air Data Modules •Triple Honeywell VHF Voice/Data Radio •Single Artex 110-406 ELT (triple frequency, with Nav unit) •Single Honeywell WU-880 Weather Radar •Dual Honeywell WC-884 Weather Radar Controllers •Triple Honeywell AV-900 Audio Control Panels •Single Honeywell VGS HUD System

•Single Kolsman EVS FLIR system •Dual Collins HF Radios Options/Features •New paint scheme: 04.2014 •Heads up Checklist •Cabin Audio/Video Package •Noise canceling Headphones •EASA JAR OPS 1 certified(ASC035A Part II) •Teflon Painting •Enhanced Soundproofing •Upgrade to 20” FWD Bulkhead monitors Interior Aircraft is configured into 4 cabin seating zones. The Forward Galley is equipped with microwave, espresso machine and granit countertop. The crew Lavatory is also located in the forward section of the airplane. The forward seating zone consists of 4 single chairs all of which are fully berthable in a double club configuration with 2 pull out executive tables. The second zone consists of a three place divan across from two single chairs with a pull out table. The third zone consists of a dining table with four seats and credenza across from it. The sleeping area is separated from the cabin by a pocket doors and consists of 2 three place divans. There is also a walk-in toilet with cupboard with access through to the baggage area.

Sorens Group Ltd 1 1\2 Miles Northern Highway, Belize City, Belize

Advertising Enquiries see Page 5

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Tel: +43 (664) 430-12-27 Email: sales@sorens.aero www.sorens.aero

June 2015 – AVBUYER MAGAZINE

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Northern Jet Lear 40XR March.qxp 20/05/2015 16:34 Page 1

S H O W C A S E

2008 Learjet 40XR • Extended Range Fuel Serial Number: Registration: Airframe TT: Landings:

40-2100 N959RP 3,733 3,007

• Smart Parts Airframe Factory Warranty Smart Parts Engines Left Engine 3,745 / Right Engine 3,738 MSP Gold Avionics • Honeywell Primus 1000 Integrated Flight • Director & Autopilot System • 4-tube 8x7” EFIS • Dual Universal UNS1 L FMS • Dual Comm radios with 8.33 Capabilities • Honeywell HF 1050 Comm • Dual Nav and RMI • Dual Mode S Transponders • Dual DME • Single ADF • Honeywell TCAS II • Honeywell Mark VII EGPWS • Honeywell Primus Radar 660 • ARTEX 406 Emergency Locator Transmitter

• Cockpit Voice Recorder • Radio Altimeter • XM Satellite Weather Exterior Overall Matterhorn White with Blue and Yellow Stripes Interior Fire-blocked Six passenger executive interior in a center club configuration with an aft belted seat for a seventh passenger. Two Left and one Right executive tables with Imbuia gloss inlays in the center club. Seating is finished in Almond Crunch leather with Surfside lower sidewalls and finished Imbuia wood gloss laminate Optional Equipment • Freon Air Conditioner • AOA w/Indexer • Iridium Satellite Flight Phone • Cabin/Cockpit Fire Extinguishers • Interior 110V AC • Lead Acid Battery • Tail Cone Flood Lights • RVSM Capable • Airshow Cabin Audio/Video System • XM Satellite Radio • Extended Range Fuel Aircraft Management Services Available

Northern Jet Management Gerald R. Ford International Airport 5500 - 44th Street, SE • Grand Rapids, MI 49512

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Tel: 800 462 7709 Tel: +1 616 336 4737 Cell: +1 616 648 2656 Fax: +1 616 336 4709 mserbenski@northernjet.net www.northernjet.net Aircraft Index see Page 4

JetPro Texas 2005 Lear 45 June.qxp_Heeren Cit Ultra sep 19/05/2015 15:18 Page 1

S H O W C A S E

New asking price of $3,300,000!

2005 Lear 45 Serial Number: Registration:

280 N145JP

Airframe TT: Landings:

3,620 2,763

Airframe On CAMP and enrolled on Bombardier’s SmartParts+ program Engines Honeywell TFE731-20AR-1B Engines with 3,500 lbs of thrust each Enrolled on Honeywell’s MSP Gold Engine 1 s/n P-116634 3,620 SNEW 2,763 CSN 701 SMPI Engine 2 s/n P-116632 3,620 SNEW 2,763 CSN 701 SMPI APU: Honeywell RE100 s/n P-311: TTSN 1,626 Enrolled On Honeywell’s MSP Gold Avionics 4 Tube HONEYWELL PRIMUS 1000 EFIS Dual Universal UNS-1E FMS 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 Honeywell Mk V EGPWS with Windshear Honeywell CVR-30 CVR L3 Communications FA2100 SSFDR Honeywell KTR-953 HF w/SELCAL Honeywell RT-300 Radar Altimeter

Special Features EU OPS Compliant Steep Approach RVSM, MNPS, P-RNAV & RNP-10 Capable Collins Airshow 400 w/ Dual Screens Audio International DVD Player 110v Inverter and outlets Flip Down Galley Seat Exterior Overall DeSoto Matterhorn White with Columbia Blue Metallic, Flight Red and Cumulus Gray Metallic stripes. Refurbished 3/2014 Interior The eight passenger interior is arranged in a double club with an additional 9th belted lavatory seat. Seats are finished in steel blue leather with new gray Kalogridis carpet, and Ultra Leather headliner. Amenities include a forward right-hand galley with dry storage and hot coffee dispenser, ice drawer with overboard drain. Cabin entertainment and outfitting includes Airshow 400 with forward and aft bulkhead monitors with DVD Player and 110v Outlets in the cabin. There is a private aft flushing lavatory with vanity with hot and cold running water, hard partitions and additional baggage storage. Interior refurbished, new crew seats and new carpet 3/2014 Maintenance Full Prepurchase Survey c/w 12/2013 by BAS-AMS Phase A c/w 1/2016 at 3,608 by BAS next due 1/2016 Phase B c/w 4/2013 at 3,320 by BAS next due 4/2015 Phase C c/w 9/2013 at 3,417 by BAS next due 9/2017 Phase D c/w 9/2009 at 2,378 next due 9/2017

Please contact: Don and Sam Starling

Advertising Enquiries see Page 5

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Tel: +1 (254) 848 9192 Mob: +1 (254) 716 2981 E-mail: sales@jetprotexas.com www.jetprotexas.com June 2015 – AVBUYER MAGAZINE 143

Kaiser Air April.qxp 19/05/2015 15:25 Page 1

S H O W C A S E

1998 Gulfstream V Serial Number: Airframe TT: Landings:

550 7039 3,120

Aircraft fuselage is overall Matterhorn White and is conservatively accented with Aristo Blue and Medium Gray striping. Three crew, 16 passenger with AFT galley configuration. Entryway crew rest area with two place (75 inch) divan and crew lavatory. Forward cabin consists of left and right hand club seating. The center section features a left side conference group seating for four across from a large credenza with ample storage. The conference group berths to a two person sleeping area. The AFT cabin area includes left side club seating across from a berth-able four place divan. The galley features a water heater, coffee maker, a cold storage compartment, high temp oven and a microwave oven.

Engines Rolls-Royce BR710A1-10 • Serial Numbers(L/R) 11211/11212 • Hours Since New: 6751/6751 • Cycles Since New 3098/3098 • OH (Remaining) 1249/1249 • Program JSSI APU Honeywell RE220. • Serial Number P-155 • Hours Since New 4130 • Program JSSI Aircraft Programs: Honeywell HAPP & Honeywell MPP Additional Highlights/Options • Excellent Pedigree • RVSM, RNP-1, RNP-5, RNP-10 • FM Immunity • 110V Outlets throughout • Pulse Lights • Certified for FAR Part 91/135 Operations

1980 Cessna Citation II Serial Number: Airframe TT: Landings:

550-149 8924.8 1909

Engines TSN TSHSI S/N

LEFT 692.6 1136.1 JF0036

RIGHT 112.7 N/A JF0021

Interior Refurbished 07/17/04 Exterior New Paint 2014 • 7 PAX CONFIGURATION • WHITE WITH BLUE, TEAL, BLACK STRIPES • LEATHER SEATS

One owner, loaded with options, first run engine

• BEVERAGE BAR • GRAY WOOD DRINK RAILS • 8TH SEAT AVAILABLE CHANGE OUT Additional Features • FLIGHT ENVIRONMENTS • STROBE LIGHTS • AIR CONDITIONER • SUPER SOUNDPROOFING • DUAL RMI • COCKPIT VOICE RECORDER • INCREASED GROSS WEIGHT • SIERRA GLARE SHIELD • FLUSHING AFT LAV 13,500 TO 14,700 • INSTR PANEL MODIFICATION • 20 CELL BATT • DUAL DAVTRON 811B CLOCKS • NAVCOM PACKAGE 11/04

Kaiser Air Oakland Jet Center Otto Wright

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AVBUYER MAGAZINE – June 2015

• ASC-173 Ribbon Heat Tape Completed • Interior Refreshed 2011 Cockpit Avionics • Honeywell SPZ-8500 6-Tube EFIS/Autopilot • Dual Honeywell NZ2000 FMS’s (5.2 Software) • Single Lasertrak INS • Dual Honeywell GPS’s • Dual Collins RTU-4280 Radio Tuning Units • Dual Collins VHF-422D Comm’s (8.33MHz) • Dual Collins HF-9000 Comm’s • Triple Honeywell Laser IRU’s • CPDLC EQUIPPED • ADS B EQUIPPED Cabin Avionics •Aircell Axxcess Iridium Phone with 4 Handsets •Aircell Gogo Biz Broadband (6 Dataports and STC’d Wifi) •EMS-400 Swift Broadband •Collins iPod/iPhone Interface •FDS Charging Station •Airshow Gensys

www.AVBUYER.com

Avionics • DUAL COLLINS FD 109 (ADI • DUAL ENCODING • WULFSBERG FF IV • DUAL COLLINS 329B-8Y HIS • GARMIN 500 GPS W/TAWS B • COLLINS COMPARATOR • DUAL COLLINS VHF-20A • ROSEMOUNT PROBE • TELEDYNE ANGLE ATTACK SYS. • DUAL COLLINS VIR-30A • DUAL VG-14A VERTICAL • AUTOPILOT SP 200 WITH • DUAL COLLINS DME-40 • GYRO SWITCHING LEFT TO RIGHT • DUAL COLLINS TDR-90 • FRESH PHASE 1-4 AT CESSNA SACRAMENTO

Tel: +1 (510) 553-8438 1-(800) JET-2OAK E-mail: owright@kaiserair.com www.kaiserair.com Aircraft Index see Page 4

Mente June.qxp 19/05/2015 15:27 Page 1

S H O W C A S E

2003 Hawker 800XP Serial Number: Registration: Airframe TT: Landings:

258641 N513ML 4337.3 3624

Engines TFE 731-5BR-1H – 100% JSSI-Premium Plus Program Left: S/N P107839 4337.3 Hours 3624 Cycles Right: S/N P107840 4337.3 Hours 3624 Cycles APU Garrett GTCP 36-150W - 100% JSSI S/N P-748 3422 Hours Collins Proline 21 Avionics Suite ADF: Dual Collins ADF-462 Autopilot: Collins FGC-3000 IFCS Communication Radios: Dual Collins VHF-422C w/8.33 spacing DME: Dual Collins DME-442

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com

Flight Director: Collins FGC-3000 IFCS FMS: Collins FMS-6000 w/dual GPS Navigation Radios: Dual Collins VIR-432 TCAS: Collins TCAS-4000 Stormscope: Honeywell LSZ-850 lightening sensor AFIS: Honeywell AFIS Avionics Package: Collins FGC-3000 IFCS / Pro Line 4 CVR: Universal CVR-120 FDR: Honeywell DFDR full rack & wiring provisions SATCOM: AirCell w/four handsets Hi Frequency: Collins HF-9000 w/SELCAL (provisions for 2nd) Radar Altimeter: Collins ALT-4000 TAWS: Honeywell Mark V EGPWS w/windshear Transponder: Dual Collins TDR-94D Mode S Interior Original Installation 2003 by Hawker Beechcraft. Beautiful nine passenger executive interior, featuring a

1998 Falcon 900B Serial Number: Airframe TT: Landings:

170 3606.5 1909

Engines AlliedSignal TFE731-5BR-1C. On MSP Gold Engine #1: 3606.5 HRS TSN, 1940 Cycles Engine #2: 3606.5 HRS TSN, 1940 Cycles Engine #3: 3575.9 HRS TSN, 1922 Cycles APU Garrett GTCP36-150F. On MSP 2649 HRS TSN Avionics Dual Honeywell EDZ-820EFIS. Honeywell DFZ-800 Dual Honeywell NZ-2000 w/DL-950 Data Loader Dual Honeywell GNSSU (12 Channel) Dual Collins VHF-22A. Dual Collins VIR-32

Brian Proctor Tel: +1 (214) 351-9595 E-mail: brian@mentegroup.com Dual Collins ADF-60B Dual Collins Dual Collins DME-42 Dual Collins TDR-94D Mode S/Enhanced Surveillance Honeywell Primus 880 w/2 RCU’s Collins TCAS-94 (change 7) Honeywell AA-300 Dual King KHF-950 w/Selcal (2 channel) Honeywell MCS-3000 (3 channel) Teledyne Controls/Magnastart C-750 Dual Honeywell III LIRS EGPWS Allied Signal Mark V with Windshear Allied Signal Cockpit Voice Recorder Allied Signal Flight Data Recorder ELT 97A-406 Maintenance AVTRAK, OCIP “A” Program, RVSM, 8.33 kHz, FM immunity, RNP-5/-10

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

Advertising Enquiries see Page 5

well appointed, spacious forward galley. A forward fourplace club arrangement with foldout tables. The spacious mid cabin boasts another single seat across from a side facing three-placed divan. Seating is tastefully finished in light earth-tone leathers. Interior is complemented by luxurious carpeting found throughout the cabin. Forward galley poses ample storage and a microwave oven. Cabin Entertainment includes: Worldwide Airshow 400, and Airshow briefing system, forward and aft 14inch computer display capable LCD monitors, DVD, CD. The aircraft also has power outlets for laptops and other electronic devices. Exterior Original Paint 2003 By Hawker Beechcraft Matterhorn white and dark blue base coat with dark and light blue stripes. Winglets installed November 2010

www.AvBuyer.com

Inspections “B” and “2B” Insp C/W February 2010 (2,869 Hours) “C” and “2C” Insp C/W May 2010 (2,903 Hours) Wing Dry Bay Modification C/W May 2010 (2,903 Hours) Landing Gear Overhaul C/W May 2010 (2,903 Hours) Interior Refurbished November 2007 8 beige leather seats (forward and mid-cabin) 2 beige leather seats (aft cabin) 3-seat divan in beige leather (aft cabin) Custom beige carpet. Forward closet. Forward galley Fireblocked for Part 135 Operations Exterior White upper and Royal Blue lower fuselage with Gold and Burgundy accent stripes Options Airshow 400 Fwd LCD Monitor 18” and Rear Monitor 15”

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

June 2015 – AVBUYER MAGAZINE

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CAI Boeing-737-800 June.qxp 19/05/2015 15:28 Page 1

S H O W C A S E

2015 Boeing 737-800 Engines Configuration 186Y Cargo 1,555 cu ft (44 cu m) Engines (maximum thrust) CFMI CFM56-7 27,300 lb Maximum Range 3,115 nautical miles (5,765 km) [2-class with winglets] Typical Cruise Speed (at 35,000 feet) 0.785 Mach Manufacturer CFM CFM Type CFM56-7 CFM56-7 Thrust 27,300 lb 27,300 lb Total Hours Since New TSN 0 TSN 0 Total Cycles Since New TCN 0 TCN 0 TSLSV N/A N/A Basic Dimensions Wing Span with Winglets 117 ft 5 in (35.8 m) Winglets Yes Overall Length 129 ft 6 in (39.5 m) Tail Height 41 ft 2 in (12.5 m) Interior cabin Width 11 ft 7 in (3.53 m) Technical Data Noise Abatement Compliance Stage III iaw ICAO Annex 16 Approach Category Cat III B Lavatory 3 Galleys (with chiller): G1, G2, G4B, G7 (Britax Sell) Weight & Fuel Data Maximum Taxi Weight 168,051 lbs Maximum Take-Off Weight 159,834 lbs Maximum Landing Weight 144,000 lbs Maximum Zero Fuel Weight 136,000 lbs Operational EmptyWeight TBD

Maximum Usable Fuel Capacity 6,875 U.S. gal (26,020 L) Avionics ATA 22 - Automatic Flight Controls Flight Control Computer 2 Rockwell Collins 822-1604-151 ATA 23 - Communication HF Transceiver 1 Allied Signal 964-0452-011 Transceiver VHF/COMM 3 Allied Signal 064-50000-2000 SELCAL Decoder 1 Motorola NA138-714C PRAM 1 Panasonic RD-AX7360-01 ACARS, CMU MK III 1 Honeywell 7519200-921 Cockpit Door Surveillance System (CDSS) 1 Goodrich 8400K2 ATA 23 - Passenger Entertainment System - Audio Video System - LCD 10,4" LH 10 Panasonic RD-AA902705-01 Video System - LCD 10,4" RH 10 Panasonic RD-AA902704-01 Video Service Control Unit (VSCU) 1 Panasonic RD-AV3007-05 Video Reproducer HI8 1 Panasonic RD-AV1217-01 CD Reproducer, Audio 1 Panasonic RD-AX7095-01 Air Track 1 TBD TBD ATA 27 - Flight Controls Stall Management Computer 2 CAS 285A1010-9 ATA 31 - Indication and Recording System Flight Data Recorder 1 Allied Signal 980-4700-042 Cockpit Voice Recorder 1 Allied Signal 980-6022-001 DFDAU, ARINC 717 1 Allied Signal 967-0212-050

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

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Printer Multi-Port FANS 1 Allied Signal 8055515-4507 Common Display Sys. 2 Honeywell 4081600-940 Common Display DU 6 Honeywell S242A801-2100 Airbourne Auxiliary Power Unit Manufacturer Alllied Signal Model 131-9B Total APU Hours 0 APU Hours Total APU Cycles 0 APU Cycles Part Number 3800702-1 Last Shop Visit: N/A

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

(561) 433-3510 (561) 433-3842 (561) 289-3355 jp@caijets.com www.caijets.com Aircraft Index see Page 4

Jet Sense Aviation, LLC Lear 60XR June.qxp_Empyrean 19/05/2015 15:29 Page 1

S H O W C A S E

Price Reduced to $4,195,000

2008 Lear 60XR Serial Number: Registration: Airframe TT: Landings:

334 N263FX 4,800 3,300

Engines P&WC305A Left Engine Hrs: 4563 - ESP GOLD Cycles: 3183 Right Engine Hrs: 4543 - ESP GOLD Cycles: 3183 APU Sundstrand T-20G-10C3A APU. Hours - 1682 Avionics COLLINS PROLINE 21 AVIONICS SYSTEM Traffic Alert Collision Avoidance System: TCAS-94D TCAS II with change 7 HF Radio: Honeywell KHF-950 HF w/SELCAL EGPWS: Honeywell Mark V EGPWS with Windshear Alert EFIS: Four Tube Collins AFD-3010 with 7" X 8" Displays Air Data Computer: Dual Collins ADC-850D Air Data Computers FMS: Dual Collins FMS 5000 Flight Management Systems Automatic Direction Finder: Dual Collins ADF-462 Cockpit Voice Recorder: Universal CVR-120 Cockpit Voice Recorder Communications: Dual Collins VHF 422C Distance Measuring Equipment: Dual Collins DME-442

Navigation: Dual Collins VIR-432 Nav Units Transponder: Dual Collins TDR-94D Radar: Collins WXR-840 Color Weather Radar System ELT: Artex C406-2 MHz ELT w/Nav Interface Features Enrolled on SMART PARTS ICG ICS-100 Iridium SATCOM Airshow 410 Emergency Lighting System Enrolled in CAMP R.V.S.M. Capable Fwd and Aft Monitors (L.C.D.) SONY cabin Entertainment system - DVD system Interior Fireblocked, XR Executive Floor plan A (Eight passengers) 7 passenger seats and 1 belted lavatory seat. The cabin features four-place executive club chairs with two executive fold-out tables and a forward three-place divan. Forward galley and the standard lavatory is located aft of the main cabin. External baggage compartment Exterior New 2014 Maintenance Fresh A & B inspection c/w. All maintenance due within 120 days and 150 hours c/w

Jet Sense Aviation, LLC Contact: Brett Forrester 550 N. Rand Road, Lake Zurich, Illinois 60047 Tel: +1 (847) 550 4660 Email: brett@jetsenseaviation.com www.jetsenseaviation.com Advertising Enquiries see Page 5

www.AvBuyer.com

Gantt Aviation, Inc. Contact: Jay Gantt 221 Stearman Drive, Georgetown TX 78628 Tel Office: +1 512 863 5537 Email: Jay@ganttaviation.com www.ganttaviation.com June 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

147

Wentworth Aero June.qxp 21/05/2015 16:09 Page 1

S H O W C A S E

Boeing Super 27-200 REW Serial Number: Registration: Airframe TT: Landings:

22825 ZS-PVX 6054 3530

Wentworth Aero is the exclusive worldwide sales agent. Owner has found the perfect replacement aircraft and is ready to strike a deal with serious and qualified buyers. • Now Returned from Lease and Immediately Available • Late Model (2nd from Last VIP) • Engine Upgrade with 3000 Hours/1400 Cycles SNEW • Continually In Service Throughout Its Life • Excellent Maintenance Status Engines JT8D-217C outboard engines with just 3269 hours SNEW Avionics L.R.N: Triple Universal UNS-1F FMS Triple Litton LTN-92 Inertials CVR: Fairchild A 100 FDR: Digital Allied Signal TCAS: TCAS-II EGPWS: Sundstrand Mark VII

Designer 45-passenger interior with private stateroom with VIP lavatory with shower, and adjoining office. Forward crew rest area, main salon, aft area for support personnel and two galleys. Exterior Gorgeous paint scheme in Navy, White, and Gold. Excellent condition. Maintenance Maintained by major facilities. Airworthy and upgraded to MSG-3. Next ASB 6435/6431/6435 due late 2018/early 2019. 3C, Lower Lobe, Wing Attach Fitting Inspec. 08/2014. Additional Features Valsan/BFGoodrich Super 27-200 SFAR 88 Winglets

Interior

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

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Tel: +1.301.869.4600 Fax: +1.301.869.2700 Email: sales@wentworth.aero www.wentworth.aero Aircraft Index see Page 4

Florida Jet 2008 Bell 407 June.qxp 20/05/2015 16:24 Page 1

S H O W C A S E

Asking price $2,295,000

2008 Bell 407 Serial Number: 53875 Registration: N523PC Airframe TT: 713.8 Landings: 1598 Engines Allison Rolls-Royce 250-C47B Starts: 1305 One U.S. Corporate Owner Since New Avionics Chelton synthetic EFIS w/ Chelton AHRS, GPS, TAWS and TAS interface Garmin GDL-69A w/ XM Weather Garmin SL-40 Comm. #2 Garmin GTX-330 Mode S Transponder Avionics Cooling Fans (two each) Avidyn/Ryan TAS610 TCAD-w- Mutable Audio Interfaced to GNS-530W Artex C406-NHM /3 Freq-w- GPS Interface Garmin GNS-530W GPS/COM/NAV/GS Avionics Master Switch PS Engineering PAV-80 AM/CD/DVD w/ IPOD interface PS Engineering PMA 7000B Audio Panel Parrot Bluetooth Cell Phone Interface 12 VDC Receptacle in Cockpit Additional Factory Equipment Hi-Viz Rotor Blades Rotor Brake Whelen 2 position strobes Max Gross Weight Kit 28 Amp Battery Standard Headliner W/ A/C ducts Dual controls Aux Fuel Tank Provisions

Interior Completed in 2009 Beautifully appointed 6 passenger corporate interior, seats, armrest and soundproofing. The seats are covered in 2 tone Spinneybeck leather with coordinated piping Exterior Completed in 2009 See photos for exterior paint. Inside of Cowlings Painted White / Top of Engine Cowling Behind Stack Painted Black Edwards & Associates, Inc. Completion Equipment Custom Passenger Assist Handles (2) High Visibility Crew Doors with Snap Vents Dual Control Safety Kit Fuel Filler Protector Baggage Floor Protector Rubber Mounted Chin Bubbles Windows Butterfly DZUS fasteners on battery compartment Ground Handling Wheels (Brackett) Automatic Door opener Kits, Cabin-Baggage Carbide Technologies AFT only Skid shoes Folding Maintenance Steps Custom Black Instrument Panel Sheepskin Covers on Crew Seats Wired for Bose Headsets (7) Wire Strike Protection System Crew Wedge Windows Super Night Scanner Belly Search Light Two Double Blisters Wrapped in Cabin Roof Fabric added to Cabin Containing Original Flood light & Pivoting Reading Light

Florida Jet Sales, Inc. 1516 Perimeter Road, Suite 201 Palm Beach International Airport West Palm Beach, FL 33406 Advertising Enquiries see Page 5

www.AvBuyer.com

LED Position Lights IBF Filter w/ Access Door (in lieu of particle separator) Cabin Floor Protector Kit Pre-Flight Kit (steps) Map Pockets Collective Safety Cover Passenger Wedge Windows W/Slide Custom Assist Handles in Cockpit (2)

Tel: +1 (561) 615-8231 Fax: +1 (561) 615-8232 Email: info@flajet.com www.FlaJet.com June 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

149

J Hopkinson 2 May.qxp 22/04/2015 14:52 Page 1

Cessna Citation Ultras

20 Sold 5 Remaining that Must Be Sold!

AVIONICS Honeywell Primus 1000 3 - Tube EFIS Honeywell Primus GNS-XL FMS System Honeywell MKVII EGPWS Honeywell TCAS II w/Change 7 L3 Cockpit Voice Recorder Global-Wulfsberg AFIS

INTERIOR Seven Passenger Interior & Belted Lav Seat Aft Tailcone Baggage w/Ski Tube. Zephyr Air Conditioning. Recently refreshed Interior EXTERIOR Recently completed Permaguard

sealed Exterior MAINTENANCE Fresh Phase 1 - 5 completed by Landmark, Scottsdale Zero Engine Option

1441 Aviation Park NE, 2nd Floor, Box 560, Calgary, Alberta, T2E 8M7

P150-153.qxp 21/05/2015 12:44 Page 1

Marketplace Cessna Citation Bravo

Price:

$2,495,000 USD

Year:

2001

S/N:

990

Reg:

N448RL

TTAF:

3,755

Location: USA

Cessna Citation Excel

Tel: +1 (337) 849 6504 E-mail: bdupre@duprepartners.com

Bravo Aviation

Nicest Bravo interior/avionics/options on market. Always U.S. owned. 2 owners since new. Conformed to P135 with Executive Jet Management (Netjets). Engines on Power Advantage Plus. Over $650,000 in transferrable account. On ProParts with over $40,000. Can be delivered with time overhauled engines for fee. New Garmin panel stack. ADSB. Weather. RVSM. Thrust Reversers. Air Conditioning. Engines: Cycles 2,965. Pratt & Whitney PW530A on Power Advantage Plus (>$650,000). Can be delivered "0" time overhauled.

Tel: +1 (312) 953-7937 E-mail: lanceodnl@hotmail.com

Lance O'Donnell Price:

$2,550,000 USD

Year:

2000

S/N:

560-5101

No Damage history, on CESCOM/Proparts, no engine program or APU, externally serviced LAV, cabin 110v outlets and remote temp control, cabin soft goods redone 18 months ago.

Reg:

N81SH

Full details @ www.2000citationexcel.com

TTAF:

4163

Location: USA- IL

www.2000citationexcel.com

Bombardier Learjet 35A

International Jet Markets Price:

$ 995,000

Year:

1987

S/N:

626

Reg:

N21BK

TTAF:

10771.6

Tel: +1 (770) 971 5401 Email: JETMARKETS@aol.com

12 Year/12000 hour/3000 Landing C/W May 2011* Engines enrolled on Honeywell MSP & Fully Funded, Dual Collins FIS 84 Flight Directors, Fire Blocked- Eight Passenger Mid Cabin Configuration with 3 place Aft Divan across from two aft facing seats Landings: 9562 Cycles

Location: USA

Gulfstream V

Capital Jet Group Price:

$ 16,700,000

Year:

2001

S/N:

640

Reg:

N600JD

TTAF:

6291

Tel: +1 (703) 917 9000 E-mail: sales@capitaljetgroup.com 2 U.S. corporate owners since new, RR CorporateCare, PlaneDeck cockpit upgrade w/FMS 6.1 software, electronic charts, WAAS, ADS-B out, & XM-WX. Dual lavs, forward crew rest area, HUD/EVS, DFDR, 2010 paint & 13 pax fireblocked interior

Location: USA

Hawker 800SP

Capital Jet Group Price:

$1,550,000

Year:

1993

S/N:

258241

Reg:

XA-CHA

TTAF:

5975

Tel: +1 (703) 917 9000 Email: sales@capitaljetgroup.com MSP GOLD for engines. API winglets for added range and performance. 2011 paint. 2013 48 month inspection. Global AFIS. Aircell Iridium satphone. Dual GPS. Digital FDR. HF. TCAS 2000 8 passenger interior with DVD/CD/Airshow system with dual monitors. Landings: 5154

Location: USA

Advertising Enquiries see Page 5

www.AVBUYER.com

June 2015 â&#x20AC;&#x201C; AVBUYER MAGAZINE

151

P150-153.qxp 21/05/2015 12:44 Page 2

Marketplace Bombardier Learjet 36A

Leonard Hudson Drilling Price:

US $1,695,000

Year:

1977

S/N:

36A-030

Reg:

N160GC

TTAF:

15,600

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

Learjet 36A, Long range capability, as configured 2,400 nautical miles. Can be upgraded to 2,600 mile range. Recent paint and interior, RVSM. Competitively priced at $1,695,000 USD, may trade on helicopter

Location: USA

BELL 206L4

Leonard Hudson Drilling Price:

Please Call

Year:

2002

S/N:

52265

Reg:

N339MG

TTAF:

1700

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

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

Location: USA

BELL 412EMS

Leonard Hudson Drilling Price:

US $3,875,000

Year:

1981

S/N:

33017

Reg:

N554AL

TTAF:

15265

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

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

Location: USA

BELL 212 (Five Available)

Leonard Hudson Drilling Price:

Please Call

Year:

1991-1996

S/N:

Call for details

Reg:

Call for details

TTAF:

Call for details

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

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

Location: USA

Cessna Citation Bravo

Michael Strasser Price:

Please Call

Year:

2002

S/N:

Reg:

N-Registered

TTAF:

2,820

Tel: +43 (0) 6227 202 580 Email: office@aircraftsales.com N-registered, Engines on ESP Gold (100 % coverage), TT 2,820 h, New Exterior in April 2015; New Interior in April 2015; Fresh Phase I-V in Dec 2014; No Damage History. Avionics ao Honeywell TCAS II/7 TPU-67A, ELT Artex 406-2 w. Navigation Interface, L3 SSCVR FA2100, Garmin GPS GNC420A, Aircell ST-3100 Iridium Satcom.

Location: Florida, USA

www.aircraftsales.com 152

AVBUYER MAGAZINE – June 2015

www.AVBUYER.com

Aircraft Index see Page 4

P150-153.qxp 21/05/2015 12:44 Page 3

Airbus/Eurocopter EC 130B4

Tel: +1 (954) 603-3330 E-mail: Sales@aircommander.net

Air Commander Aerospace Price:

Make offer

2009 EUROCOPTER EC130B4 - GREAT OPPORTUNITY!

Year:

2009

ALL AD & SB UP TO DATE.

S/N:

4626

NO DAMAGE OR INCIDENT HISTORY.

Reg:

PP-DMN

TTAF:

650

LOCATED IN BRAZIL. EASY TO BE EXPORTED! Corporate Owner Since New, Always Hangared, Air Conditioning, Emergency Floats, VIP Executive Leather Interior.

Location: Brazil

Cessna Citation Mustang

Tel: +1 (954) 603-3330 E-mail: Sales@aircommander.net

Air Commander Aerospace Price:

Make offer

Year:

2008

S/N:

0080

Reg:

N305AK

TTAF:

1700

CESCOM NO DAMAGE HISTORY NO ENGINE PROGRAM NO PRO-PARTS Garmin G1000 Integrated Avionics Suite. Dual 10.4” PFD’s. Single 15” MFD. Dual Garmin GMA 1347D Digital Audio Control Panel. Interior: New 2015 - The fire-blocked passenger seats are covered in Beige leather with and color scheme through the cabin. Ext: Painted 2013 - Overall Snow White with Jet Black and Cumulus Gray Stripes

Location: USA- FL

Par Avion Ltd

Alberth Air Parts

+1 832 934 0055

Spare Parts

FALCONS • HAWKERS • LEARS

•BUY •SELL •TRADE

www.paravionltd.com

CESSNA LEARJET HAWKER WESTWIND FALCON GULFSTREAM

www.alberthaviation.com

SALES • ACQUISITIONS • CONSULTING

Fax: +1 832 934 0011 AvBuyer (USPS 014-911), June 2015, Vol 19, Issue No 6 is published monthly by AvBuyer Ltd, 1210 West 11th Street, Wichita, KS 67203-3517 and has a targeted circulation to decision makers within business and corporate aviation throughout the world. It is also available on Annual Subscription @ UK £40 and USA $65. POSTMASTER: Send address changes to: AvBuyer Magazine 1210 West 11th Street, Wichita, KS 67203-3517. Postage is paid at Wichita, KS and additional mailing offices © Copyright of AvBuyer Ltd. Every effort is made to ensure the accuracy of material published in AvBuyer Magazine. However, the publishers cannot accept responsibility for claims made by manufacturers, advertisers or contributors. The views expressed are not necessarily those of the Editor or the publishers. Although all reasonable care is taken of all material, photographs, CD & DVDs submitted, the publishers cannot accept any responsibility for damage or loss. All rights reserved. No part of AvBuyer Magazine Advertising, Design or Editorial - may be reproduced, stored in a retrieval system, or transmitted in any other form, or by any other means, electronic, mechanical, photographic, recording or otherwise, without prior written permission of the publishers.

Advertiser’s Index 21st Century Jet Corporation ...............................154 Aerohead Aviation ...................................................140 AeroSmith/Penny .........................................136 - 137 Aircraft Guaranty Corporation.................................75 AMAC.........................................................................121 Aradian Aviation .......................................................103 AvBuyer ..............................................................88, 130 Avjet Corporation ..............................................50 - 51 Avpro ....................................................................10 - 14 Bell Aviation ........................................................54 - 55 Bombardier..................................................................42 Boutsen Aviation ........................................................99 CAAP..........................................................................135 Central Business Jets.............................................155 Charlie Bravo ..............................................................85 Conklin & de Decker ...............................................129 Corporate AirSearch Int’l .......................................146 Corporate Concepts .................................................93 Dassault Falcon Jet .......................................2 - 3, 59 Duncan Aviation...................................................79, 87 Eagle Aviation .............................................................21 Advertising Enquiries see Page 5

Elliott Jets ............................................................43, 53 Florida Jet ..................................................................149 Freestream Aircraft USA ....................................15-17 Gamit ............................................................................95 General Aviation Services........................................89 Global Jet Monaco ........................33 - 35,132 - 134 Hagerty Jet Group .....................................................41 Hatt & Associates ......................................................23 IAG ..................................................................138 - 139 Intellijet International ..............................................6 - 7 Jet Sense Aviation/Gantt Aviation........................147 Jet Support Services (JSSI) ....................................65 JetBrokers ...........................................................48 - 49 Jetcraft Corporation ................................44 - 45, 156 Jeteffect .....................................................................105 JETNET ......................................................................123 JetPro Texas ..............................................................143 John Hopkinson & Associates .....................107, 150 Kaiser Air ...................................................................144 Leading Edge Aviation Solutions .........................113 Lektro..........................................................................121

www.AVBUYER.com

MEBAA Morocco ....................................................128 Mente Group ...................................................... 145 Mesinger Jet Sales ..............................................28-29 NBAA Meeting & Convention .................................61 NBAA Regional Forum...........................................125 Northern Jet Management .....................................142 OGARAJETS..............................................FC, 26 - 27 Par Avion ......................................................................95 Rolls-Royce..................................................................67 Singapore Airshow..................................................126 Sojourn Aviation.......................................................111 SORENS ..................................................................141 Southern Cross Aviation ........................................119 Survival Products.....................................................129 Tempus Jets ..............................................................109 The Jet Business ........................................................37 VREF Aircraft Values ..............................................121 Wentworth.................................................................148 Wright Brothers Aircraft Title ..................................56

June 2015 – AVBUYER MAGAZINE

153

21st Century May 22/04/2015 15:58 Page 1

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

AVAILABLE: FALCON 900B

WANTED: FALCON 50 WITH -3D-1D ENGINE UPGRADE

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

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

INTERNET: WWW.TRI-JETS.COM

E-MAIL: sales@tri-jets.com

CBJ June.qxp_CBJ November06 20/05/2015 12:09 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

Since 1983……

2013 Dassault Falcon 7X "Limited Edition" SN 213 Only 325 Hours Since New, Single Owner with Long Standing Falcon History, All Programs and Tip to Tail Warranties thru 12/15

2008 GULFSTREAM G200 SN 199 2248 TT / 1212 Landings, ESP Gold, Meets all EASA / JAR OPS Requirements, Impressive List of Options including Aerial View Camera

FALCON 50-40 SN 25

GIVSP SN 1487

Last Falcon 50 Ever to be Multi-million Dollar Converted, Proline 21 cockpit, TFE-40 Engines on MSP Gold, 50EX Interior New 2010

One of the last ever to be built, Averages less than 300 Hours per year, Rolls Royce Corporate Care, Gulfstream PlaneParts, MSP Gold, etc…., Extremely Recent 12-Year Heavy Check. Also available GIVSP SN 1453 Single Midwestern US Owner

CITATION X SN 275

2000 CHALLENGER 604 SN 5458

Winglets, Primus Elite 875 LCD Flight Deck Upgrade, Aircell ATG-4000 Gogo Biz w/ Wifi, RRCC, Cescom Also available Citation X SN66 and Citation Sovereign SN156

4500 Hours, 2100 Landings, GE ONPOINT, -150 APU on MSP Gold, Smart Parts Plus Program, Factory Installed FWD and AFT Vacuum Toilets, Forbes 500 Owner

2003 GULFSTREAM G100 SN 150

CHALLENGER 300 SN 20264

3600 Hours TT w/ Long Range Fuel Option, Engines have been upgraded to 6000 TBO, Dual Universal 1C+, Collins Proline IV Cockpit

February 2010 In Service Date, 48-Month c/w 02/14 by Bombardier, MSP Gold Engine Program, ATG-5000 Gogo Biz w/ WIFI, Premium Interior Package, Single Midwestern US Owner

www.cbjets.com

ALSO AVAILABLE: Falcon 900EXy SN238 (Lease Only)

Making the complex simple for over 50 years.

2002 BOMBARDIER GLOBAL EXPRESS #9071 • 7,032.9 Hours TTAF • Triple FMS; Airshow Genesys; Securaplane • A irframe on Smart Parts Plus; Engines on JSSI Platinum

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.

2014 GULFSTREAM G650 #6046 • • • •

2007 BOEING BUSINESS JET #35990

1999 GULFSTREAM GIVSP #1387

• 1,769 Hours: 476 Cycles • 2C inspection June 2014 • 1 5 Passenger with Master Bedroom

•1 92 Month Inspection Currently Underway at Gulfstream-Dallas • Engines on RRCC; APU on MSP; Avionics on HAPP

File Photo

2008 BOMBARDIER GLOBAL 5000 #9243

ALSO AVAI L ABLE

• JAR OPS-1 Compliant • Batch 3 Avionics Upgrade • MTOW Incr. for Increased Range (92,500 lbs.)

2015 BOMBARDIER GLOBAL 6000 #9620 •C ompleted Delivery – June 2015 • Well Appointed Custom Interior • JAR-OPS1/FAA Part 135 Package

I N FO @ JETC RAF T. CO M

6-2015_AVBuyer_Back Cover_Simple Complex.indd 1

25.8 Hours, 10 Cycles Custom Designer Interior December 2014 Delivery J ointly Offered by Jetcraft & Sojourn Aviation

2010 AGUSTA A109 POWER 2007 CHALLENGER 300 2007 CHALLENGER 850 2009 GLOBAL 5000 2013 GLOBAL 6000 2003 GLOBAL EXPRESS 2010 GLOBAL XRS 2005 LEARJET 45X 2008 LEARJET 60XR 2006 CITATION CJ3 2011 FALCON 2000LX 2006 FALCON 900EX EASy 2000 DORNIER 328-310 2008 GULFSTREAM G200 2005 GULFSTREAM G550

+ 1 9 1 9 9 4 1 8 4 00

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